JPS6349533A - Speed control device - Google Patents

Abstract

PURPOSE:To prevent the generation of hunting and improve a driving feeling by providing an up-shift prohibiting timer means for prohibiting the up-shift of an automatic speed change control means for a certain period of time when said automatic speed change control means carried out a down-shift. CONSTITUTION:The electronic control means of a speed control device has a microcomputer CPU, which has an automatic speed change control means for making a speed change control as a speed change stage corresponding to the output of a vehicle speed or engine speed and an engine load or throttle opening, and a constant speed traveling control means for controlling so that a defined set vehicle speed is maintained by controlling the throttle opening. In this case, an up-shift prohibiting timer means prohibits the up-shift of an automatic speed change control means for a certain period of time when the automatic speed change control means carried out a down-shift. Thereby, it is prevented that down-shift or up-shift is carried out frequency or repeatedly, preventing the generation of hunting.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention is directed to the functions of an automatic speed change control means such as an electronically controlled 2-way overdrive 4-speed automatic transmission, and the function of a constant speed cruising control means etc. This relates to a speed-side WJ device for an automobile that has the function of a constant-speed running control means, and in particular, the functions of an automatic transmission control device and a constant-speed running control device, which were previously controlled independently, are controlled by a common control circuit. This invention relates to a speed control device.

[Prior Art] For example, in the drive (D) range, the shift control of a vehicle equipped with a conventional automatic shift control device uses a shift map that stores a predetermined shift line based on the vehicle speed and throttle opening at that time; For example, the optimum gear position is selected and controlled according to a shift map in which the shift line shown in FIG. 19 is stored.

Additionally, the lock-up function of the automatic transmission control device is limited to certain gears, such as third gear or overdrive (
4th gear), when the vehicle speed exceeds the required speed, the lock-up clutch is engaged and the output shaft of the torque converter is directly connected to the engine output shaft in a direct clutch state (hereinafter, this state is referred to as "
Otherwise, the direct clutch state is released, that is, the lockup is released, and the input shaft of the torque converter is connected to the engine output shaft.

In this way, by releasing the lock-up and making use of the torque converter's function, when the car starts, suddenly accelerates, shifts, etc., the gears are changed according to the load, resulting in smooth starting and smooth acceleration. This enables smooth gear changes and prevents the engine from knocking or stopping.

However, when the load is light and the engine speed is high, the torque converter is locked up to prevent power loss due to torque converter slip and a reduction in fuel efficiency.

The constant speed cruise control device sets the desired traveling vehicle speed to the set vehicle speed and controls the opening degree of the throttle valve to maintain this set vehicle speed, and performs control according to the road conditions.

[Problems to be Solved by the Invention] However, in automobiles equipped with the above-mentioned conventional independent automatic transmission control device and constant speed driving control device, even if the vehicle speed is maintained constant while driving at a constant speed, the constant speed The automatic transmission control device may detect the state of the throttle opening that has been changed for driving, and the gear position of the automatic transmission may change.

For example, when driving at a constant speed of 3 Q km/h on an undulating path, the throttle opening will be 80% on the uphill road.
Also, on the descent road, the throttle opening is 40%. At this time, if the shift map shown in Fig. 19 is used, the gear position selectively controlled by the automatic transmission control device is downshifted from OD (overdrive) to 3rd gear on the uphill road, and 3rd gear on the downhill road. is upshifted from to OD.

As described above, when the gear position of the automatic transmission control device is upshifted or downshifted, a slight shift shock is transmitted to the vehicle body, and it is predicted that the ride comfort may be poor. In particular, if we assume that the road has many ups and downs and a hunting situation occurs where downshifts and upshifts are repeated,
There arises a need to consider the ride comfort of the vehicle H.

Therefore, a technology has been developed that uses the constant speed driving control function to disable the automatic gear shift control function while driving at a constant speed, thereby prohibiting gear changes and preventing the shock caused by changing gears while driving at a constant speed. It is disclosed in Japanese Patent Application Laid-Open No. 6Q-237258@.

Furthermore, Japanese Patent Laid-Open Publication No. 56-39351 discloses a technique for releasing the lock-up of a torque converter during gear shifting.

However, even if you release the lockup of the torque converter and shift, if there are many undulations in the path, downshifts may occur due to overshoot during throttle control, and upshifts may occur due to undershoot during throttle control. This results in frequent repeated downshifts and upshifts. In particular, in this state, the hysteresis width of the driving force between downshift and upshift is set to be narrow in the memory map of the automatic transmission control device that stores the shift line to be selected as the gear according to the rotational speed output and throttle opening. or when the driving condition is near the downshift or upshift shift line, the result is that downshifts and upshifts are repeated frequently, resulting in hunting and a state similar to hunting. Cause. Due to the occurrence of hunting and a state similar to hunting, it is assumed that the riding comfort may be poor.

Therefore, the present invention has been made to solve the above problems, and is a speed control device that prevents hunting and a state similar to hunting due to repeated downshifts and upshifts that are frequently performed during constant speed driving control. The purpose is to provide.

[Means for Solving the Problems] The speed control device according to the present invention includes an automatic transmission control means for controlling the automatic transmission to change gears according to the vehicle speed or rotational speed output, the engine load, or the throttle opening;
In a speed control device comprising constant speed driving control means that performs constant speed control to maintain a predetermined set vehicle speed by controlling the throttle opening degree, when the automatic speed change control means performs a downshift, the automatic speed change control continues for a certain period of time. It has upshift prohibition timer means for prohibiting upshift of the means.

[Function] In the present invention, in a speed control device including an automatic shift control means and a constant speed running control means, when the automatic shift control means performs a downshift, upshifting of the automatic shift control means is prohibited for a certain period of time. Therefore, when performing constant speed driving control and control under automatic shift control, when the automatic shift control means performs a downshift, the upshift prohibition timer means is activated. By prohibiting upshifts of the automatic gear shift control means for a certain period of time, no upshifts are performed during that time, so the gears are shifted at intervals longer than the time limit set by the upshift prohibition timer means, and the shift interval is short. Hunting and a state similar to hunting due to repeated downshifts and upshifts can be prevented from occurring.

[Example] Figure 1 shows speed control according to an example of the present invention! FIG. 3 is a control circuit diagram configuring electronic control means of the device.

In the figure, the microcomputer CPU is a microcomputer,
It is also called a one-chip microcomputer or microprocessor, and is composed of a control section, an arithmetic section, and registers. Battery B
E is a direct current power supply for the vehicle, and a constant voltage power supply circuit CON is for supplying power to the microcomputer CPU, input interface circuit IP, and output interface circuit OP, and becomes operational when the ignition switch IG is turned on. The speed sensor SP1 is a reed switch configured by forming a pair with a magnet connected to a speedometer cable, and obtains a pulse number proportional to the speed. The speed sensor SP2 is a reed switch configured by forming a pair with a magnet that rotates integrally with the output shaft attached to the output shaft of the automatic transmission, and generates a pulse number of 1q proportional to the rotation speed of the output shaft. The reed switch of the speed sensor SPI is connected to the base of the transistor Q1 via the diode D1 and the resistor R1, and when the reed switch of the speed sensor SP1 is turned on, the transistor Q1 is turned on and a voltage is applied to the terminal of the resistor R3. The input port P1 of the microcomputer CPU becomes 11 HIF. Further, when the reed switch of the speed sensor SPI is off, the transistor Q1 is turned off by the resistor R2, the terminal of the resistor R3 becomes the ground potential, and the input port P1 of the microcomputer CPU becomes "L11". The reed switch is connected to the base of the transistor Q2 via the resistor R5, and when the reed switch of the speed sensor SP2 is on, the transistor Q
2 is turned on, voltage is applied to the terminal of resistor R7, and the input port P2 of the microcomputer CPU becomes 11 H1.
It becomes 1. Further, when the reed switch of the speed sensor SP2 is off, the transistor Q2 is turned off by the resistors R4 and R6, the terminal of the resistor R7 becomes the ground potential, and the input port P2 of the microcomputer CPU becomes "Le+".

The shift position switch SPS is a switch that detects the position of the shift lever. N indicates that the shift lever is in the neutral range, D indicates that the shift lever is in the drive range, 2 indicates that the shift lever is in the 2nd gear range, and L indicates that the shift lever is in the 1st gear range. The detection switch detects the neutral range detection switch 5PS-N and the 2nd speed range detection switch 5PS-N.
PS-2 and 1st speed range detection switch 5PS-1 are connected to pull-down resistors R8, R9, and RIO, respectively, and when the shift lever is not in the respective position, the buffer amplifier D
The outputs of R1, DR2, and DR3 become "L11," and the input ports of the microcomputer CPU are P3, R4, and R5.
becomes “L”. Also, the shift lever stops at the predetermined position and the neutral range detection switch 5PS-N, 2
When the speed range detection switch 5PS-2 and the third speed range detection switch 5PS-3 are turned on, the battery power supply BE becomes the input to the buffer amplifiers DRI, DR2, and DR3.
Its output becomes ``H'', and the microcomputer CP
Input port P3 of U. P4. P5 becomes “HIf.

The mode switch MS is a switch that switches to the automatic shift control mode at the E and P positions, and to the automatic shift constant speed traveling control mode at the A position. At position P, battery BE connects to resistor R11.
It becomes an input to the buffer 1 amplifier DR4 via the buffer 1 amplifier DR4, and its output becomes H'', and the input port P6 of the microcomputer CPU becomes H''. At position P, battery BE connects to resistor R1.
2 becomes the input of the buffer 7 amplifier DR5, its output becomes Hte, and the input port P7 of the microcomputer CPU becomes "H91". In the P position and A position where the mode switch MS is not in the stopped state, the pull-down resistor R13
Alternatively, it becomes an input to the buffer amplifier DR4 or DR5 by the pull-down resistor R14, and its output becomes low, and the input port P6 or R7 of the microcomputer CPU becomes "L".

The throttle opening sensor SS detects the amount of depression of the accelerator pedal or the throttle opening, and in this embodiment,
The throttle opening is determined by the 3-bit contacts Ll and L on the code board.
2. Throttle opening degrees from O to 7 are output as the "H (high level)", L (low level) signal of L3. Contact iDL detects that the foot is removed from the throttle. In other words, when the 3-bit contacts Ll, L2, and L3 of the code board are in the on state, they become inputs to the buffer 7 amplifiers DR6, DR7, and DR8 via series resistors R15, R16, and R17. , its output becomes 'L', and the input ports P8, R9 and PIO of the microcomputer CPU become 'L'.

Also, the 3-bit contacts L1 and L2 on the code board.

When L3 is off, pull-up resistor R18゜R19
, R20, the inputs of the buffer amplifiers DR6, DR7, DR& become PAT1'' through the series resistors R15, R16, R17, and the input ports P8, R9, Plo of the microcomputer CPU become "H".

When the common contact IDL is on, the base current of the transistor Q3 flows through the diode D2 and the resistor R21,
Transistor Q3 is turned on, voltage is applied to the terminal of resistor R23, and the input port pH of the microcomputer CPU becomes "H99."Furthermore, when the common contact iDL is turned off, transistor Q3 is turned off by resistor R22, and the terminal of resistor R23 is turned off. becomes the ground potential, and the input port P11 of the microcomputer CPU becomes ni Let.

The voltage of the battery BE is connected to the fuse F at the input port P12.
tJ, resistor R24 and resistor R2
5, the transistor Q4 is turned on, and the input port P12 of the microcomputer CPU is set to "L II."If the fuse FU is blown due to an abnormality in the brake system, the transistor Q4 is turned off, and the input port P12 of the microcomputer CPU is turned off. input port P12 to H
11.

The brake switch 83 operates when the brake is depressed, and at this time lights up the brake lamp BL. That is, when the brake is depressed and the brake switch BS is turned on, the voltage of the battery BE is turned on by the resistor R27 and the resistor R2B, and the transistor Q5 is turned on.
Input port P13 of microcomputer CPU
Let it be L pa. Then, when the brake pedal pressure is released and the brake switch BS is turned off, the transistor Q5
is turned off, and the input port P13 of the microcomputer CPU is set to "Hu".

Parking switch PK is a detection switch that detects that the shift lever is in the parking position.
This is a switch that turns on when the vehicle is in the parking position.

When the parking switch PK is turned on, the transistor Q6 is turned on by the resistor R30, resistor R31, resistor R32, and diode D3, and a voltage drop occurs across the resistor R33, causing the input port P14 of the microcomputer CPU to become "H".
It becomes 99. In addition, when the parking switch PK is turned off, the transistor Q6 is turned off, and the input port P14 of the microcomputer CF) is set to "L" by the resistor R33.
It will be 71.

The set switch SP is used to set the constant speed traveling control means to a predetermined speed, and when the set switch SP is turned on, the current traveling speed is set as the constant traveling speed. That is, when the set switch SP is on, the base current of the transistor Q7 flows through the diode D4 and the resistor R34, the transistor Q7 is turned on, and a voltage is applied to the terminal of the resistor R36, and the input port P15 of the microcomputer CPU is It becomes “H”. Further, when the set switch SP is off, the transistor Q7 is turned off by the resistor R35, the terminal of the resistor R3B becomes the ground potential, and the input port P15 of the microcomputer CPU becomes "'L'°".

The resume switch R3 is used to control the constant speed traveling again at the set speed after the set speed has been set to set the constant speed traveling control means to a predetermined speed. When turned on, the vehicle enters constant speed driving control again. That is, when the resume switch R3 is turned on, the base current of the transistor Q8 flows through the diode D5 and the resistor R37, the transistor Q8 is turned on, and a voltage is applied to the terminal of the resistor R39, and the input port plB of the microcomputer CPU becomes " becomes H'.Also, when the resume switch R3 is off, the resistance R
38 turns off transistor Q8 and resistor R39
The terminal of the microcomputer CP becomes ground potential.
The input port P1B of U becomes "L II".

The vacuum switch VS detects the pressure state of a surge tank that stores negative pressure for controlling the constant speed traveling control means, and operates when the pressure decreases. That is, the negative pressure in the surge tank controlled by release valve RV and controller 1 to roll valve C■, which will be described later, is supplied by vacuum pump VP, which is driven by vacuum pump M, and the supply pressure is as follows. Vacuum switch VS
detected by. When the vacuum switch S is turned on, the base current of the transistor Q9 flows through the diode D6 and the resistor R40, the transistor Q9 is turned on, a voltage is applied to the terminal of the resistor R42, and the input port P17 of the microcomputer CPU is "H". ”.

Also, when the vacuum switch vS is off, the resistor R4
1, the transistor Q9 is turned off, the terminal of the resistor R42 becomes ground potential, and the microcomputer CPU
The input port P17 becomes "L".

The constant speed running main switch ADS has a constant speed running function when its contact is ON, and cancels the constant speed running function when its contact F side is set. Constant speed driving main switch ADS is contact O
When on the N side, the base current of the transistor QIO flows through the diode D7 and the resistor R43, the transistor QIO is turned on, a voltage is applied to the terminal of the resistor R45, and the input port P18 of the microcomputer CPU becomes "Htp".

Also, when the constant speed running main switch ADS is on the contact point F side, the transistor QIO is switched to the contact point F side by the resistor R44.
Therefore, the terminal of the resistor R45 becomes the ground potential, and the input port P18 of the microcomputer CPtJ becomes "L 10
becomes.

The output side of the microcomputer CPU is connected as follows.

Shift solenoid SL1 and shift solenoid SL2 are actuators that determine the gear stage of the automatic transmission, and the shift solenoid SL1 and shift solenoid SL2 are energized and de-energized to shift from 1st gear to OD (overdrive).
It allows for 4-speed shifting. The following table shows an example.

Further, the lock-up solenoid SL3 is an actuator that determines the gear stage of the automatic transmission, and performs lock-up control by energizing and de-energizing the actuator. When the lock-up solenoid SL3 is energized, it locks up,
Release lock-up in de-energized state.

When the output port P21 and the output port P22 of the microcomputer CPU are "L" and "H", the outputs of the buffer amplifiers DR11 and DR12 are 11L II and "HT1, and the transistor Q21 is turned on,
Resistor R51, transistor Q21, shift solenoid 3
11 is in an excited state. Moreover, when the output port P21 and the output port P22 are "H" and "L II", the outputs of the buffer amplifiers DR11 and DR12 are "H" and "L II".
L pt, transistor Q21 is turned off and shift solenoid SL1 is de-energized.

Similarly, the output port P of the microcomputer CPtJ
When output port P23 and output port P24 are "L" and "HII," shift solenoid SL2 is energized, and when output port P23 and output port P24 are "H" and LII, shift solenoid SL2 is de-energized. . Furthermore, when the output port P25 and the output port P2B of the microcomputer CPU are "L tt and H", the lock-up solenoid SL3 is energized, and when the output port P25 and the output port P2B are "H tt and L", the lock-up solenoid SL3 is energized. Solenoid SL3 is de-energized.

Note that the resistor R52, the transistor Q22, and the resistor R53
and transistor Q23 constitute a switching circuit,
Diode Dll, D12. D13 is a flywheel diode. In addition, buffer amplifier DR11~
DR20 acts as a drive circuit.

The release valve RV and control valve C■ determine the degree to which the throttle valve is opened and closed by the negative pressure actuator.During constant speed driving control, the set vehicle speed and the vehicle speed at that time are compared and the difference is made equal. The control valve CV forms a path for sending the negative pressure of the surge tank to the negative pressure actuator side when the solenoid is in an energized state, and blocks that path when it is in a non-energized state. Further, the release valve RV discharges the negative pressure of the negative pressure actuator to the atmosphere when the solenoid is in a non-energized state, and blocks the path when the solenoid is in an energized state.

That is, the output port P27 of the microcomputer CPU
When the output port P29 is "Htp" and the output port P29 is "LQ", the transistor Q24 and the transistor 02B are turned on, and the solenoid of the release valve RV is energized.

Output port P27 is “L” and output port P29 is Ht.
When t, transistor Q24 and transistor Q2B
is turned off, and the solenoid of the release valve RV becomes de-energized. The output port P28 of the microcomputer CPtJ is "H'' and the output port P29 is "L r
When e, transistor Q25 and transistor 02B
is turned on, and the solenoid of the control valve CV is energized. When output port P28 is 'L' and output port P29 is 'H', transistor Q25 and transistor Q2B are turned off, and control valve R is turned off.
The V solenoid becomes de-energized.

In addition, release valve RV and control valve CV
The negative pressure in the surge tank controlled by is supplied by a vacuum pump, and the vacuum pump VP is driven by a vacuum pump motor M. In the vacuum pump motor M, when the output port P30 of the microcomputer CPU is "L11", the output of the buffer amplifier DR20 is "L11", the transistor Q27 is turned on, and the motor M is in a driving state. Further, when the output port P30 is "H", the output of the buffer amplifier DR20 becomes "HII", and the transistor Q27 is turned off, resulting in a stopped state.

The control circuit of the speed control device of this embodiment configured as described above is controlled as follows.

2 to 6 are general flowcharts for controlling the speed control device of this embodiment.

First, in step G1, the memory and output ports necessary for executing this control are initialized. In step G2, the status of each input boat is read. Then, it determines whether the current control state is constant speed driving control during automatic speed change control (automatic speed constant speed driving control), and executes a routine that determines the conditions for entering automatic speed change constant speed driving control. do.

In step G3, it is determined whether the constant speed driving main switch ADS is on or off, and when the constant speed driving main switch ADS is on in step G3, the constant speed driving set flag is set (“H”) in step G4. ). When the constant speed running set flag is set, it is determined in step G5 whether the gear is currently being changed. ECT-A/D (Automatic shift constant speed running control I) for performing constant speed running control during automatic shifting control in Step G6 when the gear is not being shifted in step G5
flag. In step G7, it is determined whether the constant speed driving cancel flag for canceling the constant speed driving control is set, and when the constant speed driving cancel flag is lowered (“L”) in step G7, this judgment routine is exited. , At step G3, the constant speed running main switch ADS is activated.
If it is determined that the OFF state is present, it is further determined in step G8 that the gear shift is currently in progress, or if it is determined in step G8 that the shift is not currently in progress, the ECT-A is switched in step G9. The /D flag is lowered and this judgment routine is exited. In other words, if the gear is currently being changed,
This state is continued, and the ECT-A/D flag is raised or lowered when the gear shift is completed.

Next, the ECT-A/D flag is checked to select a speed change map for automatic speed constant speed traveling control and automatic speed change control. In addition, when controlling the driver's accelerator operation, that is, when requesting a kickdown by rapidly opening the throttle, even if the conditions for automatic transmission constant speed driving control are met, automatic transmission control will not be activated. enter.

First, in step G10, the speed of the currently running vehicle is calculated.

In step G11, it is determined whether the ECT-A/D flag is set, and if the ECT-A/D flag is not set, in step G21, a shift map for automatic shift used only during automatic shift control as shown in FIG. Select, step G22
Select the automatic shift lockup map shown in FIG. 16, which is used only during automatic shift control. Then, in step G23, the gear position and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic transmission shift map and the automatic transmission lock-up map, and in step G24, the automatic transmission shift map and the automatic transmission lock-up map are searched for. Based on the shift lockup map data, it is determined whether the gear position and lockup clutch state are appropriate according to the current vehicle speed.

When the ECT-A/D flag is set in step G11, it is determined in step G12 whether the accelerator operation flag is set. Normally, at the beginning of this control, the accelerator operation flag is not set, so in step G13, the accelerator operation is detected, that is, the variable of the throttle opening sensor SS is detected. If a variable of the predetermined throttle opening sensor SS is detected in step G14, step G14
The process moves to step G15, and an accelerator operation flag is set. Furthermore, since a relatively long timer is used during the automatic shift-constant speed driving control in step G16, the upshift prohibition timer Tim:[ that has been set for this time period is cleared. Then, in step G21, a shift map for automatic shift used only during automatic shift control shown in FIG. 15 is selected, and in step G22, a lockup map for automatic shift shown in FIG. 16 used only during automatic shift control is selected. select. Furthermore, in step G23, the gear stage and lock-up clutch state corresponding to the current vehicle speed are searched from the automatic gear shift map and the automatic gear lock amplifier map, and in step G24, the searched automatic gear shift map and the automatic gear shift map are searched. Based on the shift lockup map data, it is determined whether the gear position and lockup clutch state are appropriate according to the current vehicle speed.

Further, if it is determined in step G12 that the accelerator operation flag is set, and if it is determined in step G17 that the vehicle speed deviation is smaller than a predetermined threshold, the accelerator operation flag is lowered in step G1B, and the accelerator operation flag is set in step G19. 17
Step G2
In step G23, a lock-up map for automatic transmission constant speed driving and a lockup map for automatic transmission constant speed driving to be used during automatic transmission constant speed driving control shown in FIG. 18 is selected in step G23. From the lock-up map, search for the gear position and lock-up clutch status according to the current vehicle speed, and in step G24, use the searched data of the automatic shift constant-speed traveling shift map and the automatic shift constant-speed travel lock-up map. , determines whether the gear position and lock-up clutch state are appropriate according to the current vehicle speed. Note that this routine also performs the processing of the routine from step G19 to step G24 even if the accelerator operation is detected in step G13 and the change m is determined to be less than or equal to the threshold of the predetermined throttle opening sensor SS in step G14. becomes.

Then, if it is determined in step G12 that the accelerator operation flag is set, and furthermore, if it is determined in step G17 that the vehicle speed deviation is larger than a predetermined threshold value, the routine from step G21 to step G24 is executed. .

That is, when the driver operates the accelerator due to a kickdown or the like, an accelerator operation flag is set in step G15, and then the flag is set only during automatic shift control in step G21 until the vehicle speed deviation becomes small in step G17. Select the shift map for automatic shift to be used in step G22.
Select the lock-up map for automatic gear shift to be used only during automatic gear shift control. Then, when the vehicle speed deviation becomes smaller in step G'17, the selection of the automatic speed change map for constant speed driving to be used during automatic speed constant speed driving control is performed in step G19, and the selection of the speed change map for automatic speed changing constant speed driving to be used during automatic speed changing constant speed driving control is performed in step G20. Select the lock-up map for automatic speed change and constant speed driving.

Next, control of the lock-up clutch during constant speed driving control is started.

Checking the state of the ECT-A/D flag in step G30,
It is determined whether the automatic shift constant speed driving control is being performed, and when the constant speed driving control is being performed, it is determined in step G31 whether the vehicle speed deviation is greater than or equal to a predetermined threshold value, and when the vehicle speed deviation is greater than or equal to the predetermined threshold value, the automatic transmission is The transmission's torque converter function releases lockup to obtain torque. That is,
During constant speed running control, the lock-up of the torque converter is released when a predetermined vehicle speed deviation becomes large regardless of the shift line. In step G33, set a lock-up prohibition timer T1m1J to 5 seconds to prohibit lock-up.
Start it.

Further, when it is determined in step G30 that constant speed driving control is being performed, and it is determined in step G31 that the vehicle speed deviation is smaller than a predetermined threshold value, it is determined in step G34 whether the vehicle speed deviation is small enough to maintain the lock-up state, When the vehicle speed deviation is small, lockup is permitted in step G35.

Next, the actual gear shifting operation begins, and various timers are set to obtain the timing for gear shifting.

If it is determined in step G36 that a shift is necessary as a result of the processing in steps G23 and G24, the gear position to be shifted is set in step G38. Check whether the ECT-A/D flag is set in step G39, that is, whether automatic shift constant speed driving control is in progress.
The state of the flag is determined, and when the ECT-A/D flag is not set, the set time limits of various shift timers during automatic shift control are searched for in step G40, and the time up of the upshift delay timer TimIII is determined in step G41. do. Upshift delay timer T 1m1l
has timed up, and when it is determined in step G42 that all shift timers T1 to T5 or shift timer T1 are not operating at their initial values, shift timers T1 to T5 are started in step G43. Also, step G
If it is determined in step G36 that there is no need to shift as a result of the processing in step G23 and step G24, an upshift delay flag that delays the upshift shift operation for a certain period of time is lowered after determining the upshift in step G37. Then, in step G44, it is determined whether the set time limits of the shift timers T1 to T5 have timed up, and when the set time limits of the shift timers T1 to T5 have timed up, in step G45, it is determined whether the set time limits of the upshift prohibition timer TimI have timed up, When the upshift prohibition timer TimJ has exceeded the set time limit, step G46
If the upshift is in progress in step G46, it is determined in step G47 that the upshift is prohibited based on the upshift prohibition flag, and if the upshift prohibition flag is not set, the shift stage and lock are determined in step G48. Outputs the up clutch status. Further, if the upshift is not in progress in step G46, step G48
Outputs the gear position and the open clutch status.

However, when it is determined in step G44 that the set time limits of the shift timers T1 to T5 have not yet elapsed, in step G45 the set time limits of the upshift prohibition timer TimI have not yet elapsed, and in step G46 it is determined that an upshift is in progress, and in step G47
When the upshift prohibition flag is set, the gear position and lock-up clutch status are not output.

Furthermore, if it is determined in step G39 that the ECT-A/D flag is set, and furthermore, it is determined that the accelerator operation flag is set in step G49, the driver's kickdown operation is performed by rapidly opening the throttle. Since it is assumed that there is a request, etc., automatic shift control is performed, and the routine processing from step G40 to step G48 is performed.

When it is determined in step G39 that the ECT-A/D flag is set and the accelerator operation flag is lowered in step G49, it is determined in step G50 whether the gear shift is an upshift or a downshift.

In the case of a downshift, a downshift timer for constant speed running is searched for in step G60, and an upshift inhibition timer TimI is set and started in step G61.

At step G62, the upshift delay flag is lowered, and the routine from step G41 to step 048 is executed.

If the gear shift is determined to be an upshift in step G50, the upshift timer for constant speed driving is searched in step G51, and after the upshift determination is made in step G52, an upshift delay flag is set to delay the upshift for a certain period of time. determine whether When the upshift delay flag is not set, the upshift delay timer T1m1II is set to 5 seconds in step G53, and the upshift delay timer T1m1II is set to 5 seconds in step G54.
im[start.

Furthermore, in step G55, the current driving force TN is calculated, in step G56, the maximum driving force TN+1 after upshifting is calculated, and in step G57, the calculated current driving force T is calculated.
Compare N with the maximum driving force TN+1 after upshifting,
When TN<TN+1, an upshift prohibition flag is set in step 058 to prohibit upshift.

When TN<TN+1, the upshift prohibition flag is lowered in step G59 to cancel the upshift prohibition. After the processing in step 058 or step G59, the routine processing from step G41 to step G48 is performed.

Note that the driving force is Driving force = engine torque x gear ratio large reduction ratio X power transmission efficiency X torque converter torque conversion ratio X loss correction system It is expressed as

Next, throttle opening control is started to reduce shift shock when a shift occurs during constant speed running control. At the end of this process, the state of mode switching of the automatic transmission control means is checked.

It is determined in step G70 whether the accelerator operation flag is set, and when the accelerator operation flag is not set, it is determined in step G71 whether the ECT-A/D flag is set, and when the ECT-A/D flag is set, Further, in step G72, it is determined whether the gear is being changed. That is, if the accelerator operation flag is set after entering the automatic shift constant speed driving control, it means that a kickdown request has been made. If the gear is currently being shifted, it is determined in step G73 that a throttle hold flag is set to reduce the opening of the throttle during the gear shifting. When the throttle hold flag is not set, the throttle hold flag is set in step G74, the current driving force TN is calculated in step G75, and the value after the shift where the driving force after the shift is closest to the current driving force TN is determined in step G76. Calculate throttle opening θN. Then, in step G77, it is confirmed that the set time limit of the shift timer has not elapsed, that is, during the shift period, the throttle opening degree θN is set in step G78, and the state of the throttle opening degree θN is maintained in step G79. The duty ratio of the negative pressure actuator of the constant speed traveling control means is controlled. Then, in step G96, the resume switch R3 is turned off, and in step G97, the brake switch 88 is turned off.
and parking switch PK is turned off, step G98 confirms that the D range is set, and step G99
When it is confirmed that the running speed is not less than 40 m/h, which is the lowest set running speed for constant speed running, the process returns to the routine from step G2.

If it is not determined in step G72 that the gear is being shifted, it is determined in step G90 whether the constant speed running main switch ADS is on or off, and if the constant speed running main switch ADS is on, the current constant speed running speed is determined in step G91. Determine whether it is set.

When the constant speed running set switch SP or the resume switch R8 is turned on and the set vehicle speed is set,
In step G92, lower the constant speed driving cancel flag,
Also, set the constant speed running set flag. Step G93
When it is determined that the ECT-A/D flag is set, constant speed running control is entered in step G94. Then, in step G95, the throttle hold flag is lowered, and the routine from step G96 to step G100 is executed.

Note that in the initial stage when the constant speed running set flag is set in step G92, the ECT-A/D flag is not set in step G93, so steps G96 to G1 are performed.
00 routine processing is performed. Further, when the constant speed driving main switch ADS is turned off in step G90, the constant speed driving cancel flag is set in step G101, and the constant speed driving set flag is lowered, the routine processing from step G99 to step G100 is also performed. .

When the resume switch R8 is turned on in step G96, the constant speed driving cancel flag is lowered in step G102, and it is confirmed that the brake switch BS and parking switch PK are turned on in step G97, or that the vehicle is not in the D range in step G98. If so, a constant speed running cancel flag is set in step G103. Then, in step G99, the lowest setting traveling speed for constant speed traveling is 4.
If it is determined that the speed is below QKm/h, a constant speed running cancel flag is set in step G100, and after the constant speed running set flag is lowered, the process returns to the routine from step G2.

Also, if it is determined in step G77 that the set time limit of the shift timer has not yet elapsed, steps G90 to G1
00 routine processing is performed.

That is, in order to enter automatic shift constant speed running control from automatic shift control, constant speed running main switch ADS is pressed in step G90.
is turned on, and when the constant speed running set switch SP or the resume switch R3 is turned on in step 91 and the set vehicle speed is set, the constant speed running set flag is set in step G92, and this is determined in step G4. However, when it is determined in step G5 that the shift timer has timed up, the ECT-A/D flag can be set in step G5. Then, in step G39, ECT-
The state of the A/D flag is judged, and when the ECT-A/D flag is set, the upshift timer for constant speed driving or the downshift timer for constant speed driving is selected, and in the case of upshifting, , determine whether the maximum driving force when upshifting is greater than or equal to the current driving force. Then, when it is confirmed in step 93 that the ECT-A/D flag is set, automatic speed change constant speed running control can be entered.

Conversely, to enter automatic shift control from automatic shift constant speed running control, resume switch R3 is turned off in step G96, brake switch BS or parking switch PK is turned on in step G97, and when the vehicle is not in the D range in step G98, A high-speed driving cancel flag is set, and in step G99, the minimum set driving speed for constant-speed driving is set to 40.
When it is determined that the speed is less than Km/h, a constant speed running cancel flag is set, and this is determined in step G7, and when it is determined in step G8 that the speed change timer has timed up,
The ECT-A/D flag can be lowered in step G9. Then, in step G39, the state of the ECT-A/D flag is determined, and when the ECT-A/D flag is down, a shift timer for automatic shift control is selected, and further,
If it is confirmed in step G93 that the ECT-A/D flag is lowered, automatic shift control can be entered from automatic shift constant speed running control.

Furthermore, regarding the routine from step G39 to step G48 of the general flowchart, FIGS.
This will be explained in detail using a general flowchart showing partial details of the general flowchart shown in the figure.

In step 1 (G39), it is determined whether the ECT-A/D flag is set, that is, whether constant speed driving control is in progress, and the EC
When the T-A/D flag is not set, in step 2, the conditions of the downshift flag are taken into consideration, and the addresses of the timer tables of shift timers T1 to T5 for automatic shift control are specified. In step 3, select the variable speed timer T1~ from the timer table.
The process begins to select the initial value of each shift timer at T5. In step 4, determine the time up of the upshift delay timer T 1ml1l, and
When 1ml1ll is timed up, step 5
The upshift delay flag is lowered in Step 6, and it is determined whether the full shift timer is at the initial value (the initial value when adding is set to "O", but here, the initial value T
Initial value when subtracting from 1 to T5 (explained as T1 to T5 j). When the full shift timer is at the initial value in step 6, the shift timer lower 1 to T5 is started in step 7. Then, in step 8 In step 7, the shift timers T1 to T5 that were started become zero, and it is determined whether the shift has been completed.In step 9, the upshift prohibition timer T is set.
It is determined whether imI is cleared, and further, in step 10, it is determined whether the upshift prohibition timer flag is set. When the upshift prohibition timer flag is set, a downshift and lockup are output in step 11. When the upshift prohibition timer flag is off, upshift and lockup are output in step 12.

Furthermore, when it is determined in step 1 (G39) that the ECT-A/D flag is set, and furthermore, when the accelerator operation flag is lowered in step 13, it is determined in step 14 whether the downshift flag is set. , if the downshift flag is set, downshift control of automatic shift constant speed running control operation is entered. First, in step 15, a vehicle speed difference is calculated by subtracting the constant speed setting vehicle speed from the current vehicle speed, and if the value is negative, it is converted into an absolute value of the vehicle speed deviation in steps 16 and 17. In step 18, it is determined whether the absolute value of the vehicle speed deviation is greater than or equal to a predetermined threshold value of 3 m/h, and depending on the magnitude of the absolute value of the vehicle speed deviation, in step 19 or step 20, automatic shift constant speed driving control shown in FIG. 11 is performed. Addressing of downshift timer table TD1 or downshift timer table TD2 is performed. Then, in step 21, select the variable speed timer lower 1~ from the timer table.
Search each time limit value of T5. In step 22, an upshift inhibition timer TimI is set to 5 seconds.

In step 23, an upshift inhibition timer TimI is started. In step 24, the upshift delay flag is lowered. That is, when the downshift condition is satisfied while determining the upshift and delaying the upshift, the downshift is performed and the upshift delay timer T imI[I is cleared to cancel.

Further, in step 14, it is determined whether the downshift flag is set, and if the downshift flag is set, upshift control of the automatic speed change constant speed running control operation is entered. First, in step 25, the time limit of the upshift timer for automatic shift constant speed driving control shown in FIG.
The address is designated with I, and each time limit value of the speed change timers T1 to T5 is selected from the table TDI in step 26. When the upshift delay flag, which delays the upshift for a certain period of time after the upshift judgment, is down in step 27, the upshift delay timer T im is set in step 28.
Set l to 4 seconds. In step 29, an upshift delay flag is set, and in step 30, an upshift delay timer T1ml1 is started. Note that the upshift delay timer Timl, which has been set by − degrees, will not be set again because the upshift delay flag is set. In step 31, register X is used as an index register, the current vehicle speed is set, register A is set with the current gear stage, and register B is set with the current throttle opening. In step 32, the "driving force calculation subroutine" explained in FIG. 9 is executed to calculate the driving force currently being 1q. The driving force obtained in step 33 is stored in register C as the current driving force TN. In step 34, the gear position when the gear position is upshifted by one level is set in register A, and in step 35, the maximum driving force is calculated when the gear position is upshifted by one level. ”.

In step 36, the current driving force is subtracted from the driving force in the case of one-step upshift, and if the value is negative in step 37, an upshift prohibition flag is set in step 39. If the value is positive, the upshift prohibition flag is lowered in step 38. And from step 4 to step 1
2 (G48) and subsequent routine processing begins.

In this way, in the upshift control of automatic shift constant speed driving control operation, the driving force in the case of upshifting is calculated, it is determined whether or not to actually upshift, and when upshifting, the necessary If driving force cannot be obtained, no upshift is performed.

Next, the "driving horn calculation function" for calculating the driving force in step 32 will be explained using FIG.

The driving force table stored in memory is shown in (a) in Figure 12.
) to (f), the traveling stages are 7 (1st>, 2 (2nd>), 3 (3
rd), 4 (4th> and 4th stage noklufni te 73 V), Sarani, traveling speed! lOKm/h, 50K
m/h, 60Km/h, 70Km/h, 80Km
/h, 90Km/h, and the throttle opening θN is T
HO,THl,TH2゜TH3,TH4,TH5,TH
6 and TH7, and a driving force value is set for each throttle opening.

First, in step S1, the current vehicle speed is divided by 10 and the value obtained by subtracting "4" from there is set in register X, which is an index register, in order to match the format of the table. For example, in the case of the index O in FIG. 12(a), the index O is the value obtained by dividing the current vehicle speed by 10 and subtracting "4" from there. Similarly, in the case of index 1, index 1 is the current vehicle speed divided by 10 and "4" subtracted from it, which is "1" of the first shift. In step S2, the value of register X is saved.

If, in step S3, register

Further, when in step S4 the register X is lower limit data that is smaller than FOj and is not prepared in the table stored in the memory, "O" is set in the register B in step S9.

If it is determined in step $3 and step $4 that register Then, the current driving force is searched for, and the driving force obtained in step S5 is stored in register C in step S6. And step S2
The value of register X saved in step is returned, and this "driving force calculation subroutine" is ended.

The "maximum driving force calculation subroutine" for calculating the maximum driving force in step 35 will be explained with reference to FIG.

Note that the data in the maximum driving force table stored in the memory is as shown in the reference example of the maximum driving force table in Fig. 13, with running speeds of 40 km/h, 50 km/h, and 60 km/h.
Km/h, 70Km/h, 80Km/h, 90K
m/h, and the gears are 2 (2nd>, 3 (3
rd>, 4 (4th), and the maximum driving force value is stored corresponding to each gear stage.

First, in step U1, "2" is subtracted from the gear stage stored in register A, and the subtracted value is set in register A in order to match the format of the table. In step U2, the value of register A is added to the value of register X by three times the data regarding the vehicle speed, and this is set as the value of register X. That is, the maximum driving force table shows that the traveling speed is 40 km/h, 5
0 m/h.

60Km/h, 70Km/h, 80Km/h, 9
0 Km/h, and the gears are 2 (2nd>, 3
(3rd> , 4 (4th> The corresponding maximum driving force is searched from the driving force table, and the maximum driving force found in step U3 is set in register A. Then, this "maximum driving force calculation subroutine" is ended.

In this way, the speed control device of this embodiment operates in step 1.
In the downshift control routine of the automatic shift constant speed driving control mode from step 3 to step 22, depending on the vehicle speed deviation,
The speed change timers T1 to T5 are selected. That is, the vehicle speed deviation is calculated by subtracting the constant speed setting vehicle speed from the current vehicle speed, the absolute value of the vehicle speed deviation is determined, and it is determined whether the absolute value of the vehicle speed deviation is greater than or equal to a predetermined threshold value. , select the downshift timer of timer table TDI or timer table TD2 during automatic shift constant speed driving control shown in FIG. 11, and select shift timer T1 from the timer table.
- Obtained each time limit of T5. Thereafter, the upshift prohibition timer T i +FI is further set to 5 seconds, and the upshift prohibition timer T imI is started.

That is, in the downshift control routine of automatic shift constant drift control D mode, regardless of the magnitude of the absolute value of the vehicle speed deviation, by entering this routine, the 5 seconds set in the upshift prohibition timer TimI is I'm starting it.

Therefore, even if the downshift is completed, the downshift is prohibited for the 5 seconds set in the upshift prohibition timer TimI until the time limit of 5 seconds has elapsed. Regarding this operation, the 14th
This will be explained using figures.

FIG. 14 is a timing chart of the upshift prohibition timer operation.

For example, when the road gradient repeatedly changes from 3% to 4%, when the road gradient initially changes from 3% to 4%, the throttle opening including the overshoot should be adjusted in order to continue driving at a constant speed. becomes large, and the automatic transmission downshifts from 4th gear to 3rd gear due to this throttle opening. Furthermore, as you continue driving, the road gradient decreases from 4% to 3%, and at this time, the throttle opening including the undershoot becomes small, and this throttle opening causes the automatic transmission to shift from 3rd to 4th gear. upshift quickly. Furthermore, when the initial passage gradient changes and the throttle opening changes,
This state is repeated by the automatic shift control means.

However, when a downshift occurs, the automatic shift control means simultaneously starts an upshift prohibition timer TimI, thereby prohibiting an upshift. Therefore, even if an upshift is possible, the vehicle can run with a large driving force, so there is no possibility of deviating from the constant speed driving control during automatic shift constant speed driving control.

Further, since downshifts and upshifts are not performed frequently or repeatedly, hunting and a state similar to hunting do not occur.

In particular, in this embodiment, the hysteresis width of the driving force between downshift and upshift is narrow in the memory map that stores the shift line to be selected as the gear stage according to the rotational speed output and throttle opening of the automatic shift control device. If set, or if normal driving conditions are near the downshift or upshift shift line,
The time limit set in the upshift prohibition timer TimI is effective in inhibiting upshifts and preventing the occurrence of hunting and conditions similar to hunting.

In this embodiment, 5 seconds is selected as the setting time limit for the upshift prohibition timer T1n3I, but the time limit is normally selected within the range of several seconds to several seconds, depending on the vehicle speed, passage conditions, etc. Ru.

In addition, as in this embodiment, the time limit of the shift timer that controls the shift during automatic shift constant speed driving control can be changed depending on the magnitude of the absolute value of the vehicle speed deviation. When the absolute value of the deviation is small, overshoot and undershoot of the throttle opening are detected, and by selecting the time limit of the shift timer, a more stable running state can be obtained.

As described above, the speed control device of the present embodiment includes an automatic shift control means for controlling the torque converter to shift according to a memory map that stores a shift line for selecting a gear position according to the rotational speed output and the throttle opening; In the speed control device, when the automatic speed change control means performs a downshift, the automatic speed change control means is activated for a certain period of time. The device has upshift prohibition timer means for prohibiting upshift.
By starting the process, upshifting of the automatic transmission control means is prohibited. Therefore, since downshifts and upshifts are not performed frequently or repeatedly, hunting and a state similar to hunting can be prevented from occurring. Further, even if the vehicle is in a state where upshifting is possible, the vehicle can run with a large driving force, so there is no possibility of deviating from constant speed travel control during automatic shift constant speed travel control.

Note that the automatic shift control means that controls the torque converter of this embodiment according to a memory map that stores a shift line for selecting a gear position according to the rotational speed output and the throttle opening degree is a known automatic transmission and a device that controls the same. It has a configuration equivalent to an independent automatic transmission control device including a control circuit and the like.

In addition, the constant speed driving control means that controls the throttle opening to maintain a predetermined set vehicle speed means that it is possible to independently perform constant speed driving control by controlling the opening and closing of the throttle opening. It has a configuration corresponding to a known constant speed cruise control device.

In this embodiment, constant speed running control is performed by control mainly based on the automatic shift control means, but when implementing the present invention, automatic Shift control may also be performed.

[Effects of the Invention] As described above, the speed control device of the present invention includes an automatic transmission control means for controlling the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load or throttle opening, and a throttle control device. In a speed control device that includes a constant speed traveling control means that performs constant speed control to maintain a predetermined set vehicle speed by controlling the opening degree, when the automatic speed change control means performs a downshift, the automatic speed change control is performed for a certain period of time. Since the automatic shift control means includes an upshift prohibition timer means for prohibiting an upshift of the automatic shift control means, when performing constant speed driving control under an automatic shift control state, if the automatic shift control means performs a downshift on By prohibiting upshifts of the automatic shift control means for a certain period of time by the shift prohibition timer means, no upshifts are performed during that time, so that the shift is performed at intervals longer than the set time limit of the upshift prohibition timer means; Hunting and a state similar to hunting due to repeated downshifts and upshifts with short gear shift intervals can be prevented.

Therefore, regardless of the magnitude of the vehicle speed deviation and the throttle opening, the upshift prohibition timer means suppresses upshifts after downshifts performed during constant speed driving control, thereby preventing hunting due to repeated downshifts and upshifts. Also, it is possible to prevent the occurrence of a state similar to hunting, and it is possible to improve the riding feeling.

[Brief explanation of the drawing]

FIG. 1 is a control circuit diagram configuring the electronic control means of a speed control device according to an embodiment of the present invention, FIGS. 2 to 6 are general flowcharts for controlling the speed control device according to an embodiment of the present invention, and FIG. 8 and 8 are general flowcharts showing partial details, FIG. 9 is a flowchart of the "driving force calculation subroutine", FIG. 10 is a flowchart of the "maximum driving force calculation subroutine", and FIG. 11 is an automatic speed change constant speed running control FIG. 12 is a diagram showing an example of the driving force table stored in the memory in the embodiment of the present invention, FIG. 13 is a diagram showing a reference example of the maximum driving force table, and FIG. Fig. 14 shows a timing reset due to upshift prohibition timer operation, Fig. 15 shows a shift map for automatic shifting according to an embodiment of the present invention, Fig. 16 shows a lock-up map for automatic shifting according to an embodiment of the present invention, and Fig. 17 shows a shift map for automatic shifting according to an embodiment of the present invention. Similarly, FIG. 18 is a shift map for automatic shift constant speed running, FIG. 18 is a lockup map for automatic shift constant speed drive, and FIG. 19 is a shift map for a conventional automatic shift control device. In the figure, CPU: microcomputer, SPS: shift position switch, SS: throttle opening sensor, BS two-brake switch, PK two-parking brake switch, SP two-set switch, R8: resume switch, ADS: constant speed main switch, SLl, SL2: Shift solenoid, SL3: Lock-up solenoid, Rv: Release valve, CV: Control valve, VP: Vacuum pump. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (1)

[Claims] (1) An automatic transmission control means that controls the automatic transmission to change gears according to the vehicle speed or rotational speed output, engine load, or throttle opening, and a constant speed to maintain a predetermined set vehicle speed by controlling the throttle opening. A speed control device comprising a constant speed running control means for controlling the vehicle, characterized in that the speed control device includes an upshift prohibition timer means for prohibiting an upshift of the automatic speed change control means for a certain period of time when the automatic speed change control means performs a downshift. speed control device.