JPS6349534A - Speed control device - Google Patents

Abstract

PURPOSE:To prevent the generation of hunting by generating a speed change output from an automatic speed change control means when both of said automatic speed change control means and constant speed traveling control means are being simultaneously operated and the necessity of speed change has continued for a certain period of time. 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, when carrying out a constant speed control under an automatic speed change control condition, the CPU judges the necessity of speed change and, when this necessity of speed change continues for a certain period of time, control is made so that a speed change output is generated from the automatic speed change control means. Thereby, the generation of hunting due to the repetition of down-shift and up-shift with short speed change intervals can be prevented.

Description

Detailed Description of the Invention [Industrial Field of Application] The present invention relates to the functions of an automatic speed change control means such as an electronically controlled two-way four-speed automatic transmission with overdrive, and the constant speed control device and the like. This relates to a speed control device for an automobile that has the function of a speed control means, and in particular, the function of an automatic transmission control device and the function of a constant speed control device, which were controlled independently, is
This invention relates to a speed control 1fII device controlled by a common control circuit.

[Prior Art] Shift control of a vehicle equipped with a conventional automatic shift control device includes, for example, a shift map that stores a predetermined shift line based on the vehicle speed and throttle opening at the time of the drive (D>range); 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.

In addition, the lock-up function of the automatic transmission control device is limited to a specific gear position, such as third gear or overdrive (
4th gear), when the vehicle speed exceeds a certain level, the lock-up clutch is engaged and the output shaft of the automatic transmission is directly connected to the engine output shaft in the direct clutch state (under D, this state is written as "lock-up"). , otherwise, the direct clutch state is released, that is, the lock-up is released, and the input shaft of the automatic transmission is connected to the engine output shaft.

In this way, by releasing the lock-up of the torque converter of the automatic transmission and making full use of the function of the torque converter, the gear can be changed according to the load when starting the car, accelerating suddenly, changing gears, etc. It enables smooth starting, smooth acceleration, smooth shifting, etc., and makes it difficult for the engine to knock or stop. However, when the load is low and the engine speed is high, the torque converter of the automatic transmission is locked up to prevent the torque converter from slipping, causing power loss and reducing fuel efficiency.

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

[Problems to be Solved by the Invention] However, in a vehicle 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 automatic transmission control device may detect the state of the throttle opening that has been changed for high-speed driving, and the gear position for each automatic transmission may change.

For example, when driving at a constant speed of 3 Q km/h on a road with ups and downs, 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.

In this way, 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.Especially when the road has many ups and downs, Assuming the occurrence of a hunting condition in which downshifts and upshifts are repeated, it becomes necessary to consider ride comfort for the occupants.

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. 60-237258.

Furthermore, Japanese Patent Laid-Open No. 56-39354 discloses a technique for releasing the lock-up of an automatic transmission during gear shifting.

However, even if the lock-up of the automatic transmission's torque converter is released and the gear is shifted, when the road has many ups and downs, the throttle opening responds sensitively to the road conditions, and constant speed driving is always maintained. The throttle opening is varied accordingly. Furthermore, if the automatic shift control device crosses the shift line even momentarily, it will perform upshifts or downshifts, resulting in frequent shift changes, resulting in hunting and a state similar to hunting.

Due to the occurrence of hunting and a state similar to hunting, it is assumed that the riding comfort may be poor.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a speed control device that prevents hunting and a state similar to hunting by regulating gear changes that occur frequently during constant speed driving control. This is the purpose.

[Means for Solving the Problems] The speed control device according to the present invention stores a shift line for selecting an automatic transmission with a built-in torque converter with a lock-up clutch as a shift stage according to the rotational speed output and the throttle opening. automatic speed change control means for performing speed change control according to the memory map; constant speed driving control means for performing constant speed control to maintain a predetermined set vehicle speed by controlling throttle opening; and controlling the automatic speed change control means and constant speed driving control means. When the automatic shift control means and the constant speed running control means are in operation at the same time, the electronic control means determines the necessity of shifting, and the necessity of shifting continues for a predetermined period of time, the automatic shift control means It is equipped with electronic control means for changing speed output.

[Function] The present invention includes an automatic transmission control means for controlling the automatic transmission to change gears according to the rotational speed output and the throttle opening, and a constant speed control means for maintaining a predetermined set vehicle speed by controlling the throttle opening. In a speed control device comprising a constant speed running control means for controlling, and an electronic control means for controlling the automatic shift control means and the constant speed running control means, when performing constant speed running control under an automatic shift control state, the above-mentioned The electronic control means determines the necessity of shifting, and upshifts or downshifts the automatic transmission as a shift output of the automatic shift control means.

Therefore, the output of a shift judgment that does not continue for a predetermined time period is the shift output of the automatic shift control means that does not upshift or downshift the automatic transmission. Therefore, it is possible to prevent hunting or a state similar to hunting from occurring due to repeated downshifts and upshifts with short shift intervals.

[Embodiment] FIG. 1 is a control circuit diagram configuring electronic control means of a speed control device according to an embodiment of the present invention.

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 SPI is a reed switch that is paired with a magnet connected to the speedometer cable and generates 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 obtains a pulse number proportional to the rotation speed of the output shaft. The reed switch of the speed sensor SP1 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. Then, the input port P1 of the microcomputer CPU becomes “HIT”. Also, the speed sensor SP
When the reed switch 1 is off, the transistor Q1 is turned off by the resistor R2, and the terminal of the resistor R3 becomes the ground potential, and the input port P of the microcomputer CPU
1 becomes "L". And the speed sensor SP2
The reed switch is connected to transistor Q2 via resistor R5.
When the reed switch of the speed sensor SP2 is turned on, the transistor Q2 is turned on and a voltage is applied to the terminal of the resistor R7, and the input port P2 of the microcomputer CPU becomes "HIF". When the reed switch of the sensor SP2 is off, the resistor R4 and the resistor R6 turn off the transistor Q2, the terminal of the resistor R7 becomes the ground potential, and the input port P2 of the microcomputer CPLI becomes "'L".

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-i 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 RI, DR2, and DR3 become "L ee," and the input ports P3, R4, and R of the microcomputer CPU
5 becomes "L". Also, the shift lever stops at the predetermined position, and the neutral range detection switch 5PS-N,
When the 2nd speed range detection switch 5PS-2 and the 3rd speed range detection switch 5PS-3 are turned on, the battery power supply BE becomes the input to the buffer 7 amplifiers DRI, DR2, and DR3, and their output becomes "H11" and the microcomputer C
PtJ input port P3. P4. P5 becomes “H10”.

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 8th position. At position P, battery BE connects to resistor R11.
It becomes the input of the buffer amplifier DR4 via the buffer amplifier DR4, its output becomes "HII", and the input port P6 of the microcomputer CPU becomes "Htp". At position P, the battery BE becomes the input to the buffer amplifier DR5 via the resistor R12, and the input port P7 of the microcomputer CPU becomes H''.
becomes. P position where mode switch MS is not in the stopped state,
At position A, it becomes an input to buffer amplifier DR4 or DR5 by pull-down resistor R13 or pull-down resistor R14, its output becomes "L", and input port P6 or R7 of microcomputer CPU becomes "L".

The throttle opening sensor SS detects the 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.
2.13 “'H (high level) Pa, L (low level)
'' outputs the throttle opening in 7 stages from O to 7 as a signal. Contact iDL supplies a signal to detect that the foot is released from the throttle. In other words, the 3-bit contact Ll on the code board , L2, and L3 are in the on state, they become inputs to the buffer amplifiers DR6, DR7, and DR8 via series resistors R15, R16, and R17, and their outputs become L'' and input capos-1 to P8 and R9 of the microcomputer CPtJ. , PIO becomes L In.

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 buffer amplifiers DR6, DR7, and DR8 are 1 through series resistors R15, RIB, and R17.
4 Hu, and input ports P8, R9, and PIO of the microcomputer CPU become Htt.

When common contact I is on, diode D2 and resistor R
The base current of the transistor Q3 flows through 21, turning on the transistor Q3 and applying a voltage to the terminal of the resistor R23, which connects the input port P of the microcomputer CPU.
11 becomes "HIT". When the common contact JDL is off, the transistor Q3 is turned off by the resistor R22, the terminal of the resistor R23 becomes the ground potential, and the input port pH of the microcomputer CPU becomes "L71".

The voltage of the battery BE is connected to the fuse F at the input port P12.
It is applied via U, and resistor R24 and resistor R25.
As a result, the transistor Q4 is turned on, and the input port P12 of the microcomputer CPU is set to "L".

If the fuse FU is blown due to an abnormality in the brake system or the like, the transistor Q4 is turned off and the input port P12 of the microcomputer CPU is set to "H".

The brake switch BS 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 R28, and the transistor Q5 is turned on.
Set the input port P13 of the microcomputer CPU to “L”.
". 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 "Hlj.

Parking switch PK is a detection switch that detects that the shift lever is in the parking position.
The switch is turned 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 u. Furthermore, when the parking switch PK is turned off, the transistor Q6 is turned off, and the input port P14 of the microcomputer CPU is set to "L to
becomes.

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, a voltage is applied to the terminal of the resistor R36, and the input port P15 of the microcomputer CPU is " When the set switch SP is off, the transistor Q7 is turned off by the resistor R35, the terminal of the resistor R36 becomes the ground potential, and the input port P15 of the microcomputer CPU becomes Lu.

The resume switch R3 is used to control the constant speed traveling again at the set speed after the constant speed traveling control means has set the set speed to a predetermined speed and after the constant speed traveling has been stopped, the resume switch R3 When turned on, the vehicle enters constant speed driving control again. That is, when the resume switch R3 is 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 P16 of the microcomputer CPU is It becomes HIT. Further, when the resume switch R3 is off, the transistor Q8 is turned off by the resistor R38, and the resistor R38 is turned off.
The terminal No. 39 becomes the ground potential, and the input port P16 of the microcomputer CPtJ becomes ii L n.

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 the release valve RV and control valve C■, which will be described later, is supplied by the vacuum pump VP driven by the vacuum pump motor M, and the supply pressure is controlled by the vacuum switch S. Detected. When the vacuum switch vS is on, the base current of the transistor Q9 flows through the diode D6 and the resistor R40, the transistor Q9 is turned on, and a voltage is applied to the terminal of the resistor R42, and the input port P17 of the microcomputer CPU becomes "HIf". Become.

Also, when the vacuum switch ■S is off, the resistor R4
1, the transistor Q9 is turned off, the terminal of the resistor R42 becomes the ground potential, and the microcomputer CPL
The input port P17 of I becomes "LIT".

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 is OFF. When the constant speed running main switch ADS is on the contact ON side, the base current of the transistor QIO flows through the diode D7 and the resistor R43, turning on the transistor QIO and applying a voltage to the terminal of the resistor R45, which inputs the microcomputer CPU. Port P18
becomes "'H".

Also, when the constant speed main switch ADS is on the contact OFF side, the transistor Q10 is turned off by the resistor R44.
It becomes FF, the terminal of resistor R45 becomes the ground potential, and the input port P1B of the microcomputer CPU becomes "L 1
It becomes 1.

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 S13 is an actuator that determines the gear stage before automatic gear shifting, and performs lock-up control by energizing and de-energizing it. 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 "L +" and "H".
'', transistor Q21 turns on, and resistor R5
1. Bring transistor Q21 and shift solenoid SL1 into an excited state. Furthermore, when the output port P21 and the output port P22 are "T1" and "L", the outputs of the buffer amplifiers DRII and DR12 are "HT1" and "L", and the transistor Q21 is off and the shift solenoid SL is
Let I be de-energized.

Similarly, the output port P2 of the microcomputer CPU
3 and output port p24 are "L If" and "HII", shift solenoid SL2 is excited, and output port P23 and output port p24 are "H9m and L tt".
At this time, shift solenoid SL2 is de-energized.

In addition, the output port P2 of the microcomputer CPtJ
When output port P25 and output port P26 are <t Htt and "L sr, lock-up solenoid SL3 is de-energized. do. Note that resistor R52 and transistor Q
22, resistor R53 and transistor Q23 constitute a switching circuit, and diodes Dll, D12. D1
3 is a flywheel diode. Further, the buffer amplifiers DPII to DR20 function as drive circuits.

The release valve RV and the control valve CV are used to determine the degree of opening and closing of the throttle valve using a negative pressure actuator.During constant speed driving control, the set vehicle speed and the vehicle speed at that time are compared, and the above-mentioned 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 the 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 "HII and output port P29 are "Lop",
Transistor Q24 and transistor 026 are turned on, and the solenoid of release valve RV is energized. Output port P27 is “L It and output port P29
When is "Htt", transistor Q24 and transistor 02& are turned off, and the solenoid of release valve RV is de-energized. Output port P2B of microcomputer CPU is "it HIT" and output port P29
When is "L 11", transistor Q25 and transistor 02B are turned on, and the solenoid of control valve CV is energized. Output port P28 is "L".
When lj and output port P29 are "HIT", transistor Q25 and transistor Q2B are turned off, and the solenoid of control valve RV is 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 "L", the output of the buffer 7 amplifier DR20 is 441? %, and the transistor Q27 is turned on and enters the driving state. Further, when the output port P30 is "Hs", the output of the buffer 7 amplifier DR20 becomes "HIF", 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 port 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. If the gear is not being shifted in step G5, an ECT-A/D (automatic shift constant speed running control) flag is set for performing constant speed running control during automatic shift control in step G6. 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 determination routine is exited. Also,
If it is determined in step G3 that the constant speed driving main switch ADS is in the OFF state, it is further determined in step G8 that the gear is currently being shifted, or it is determined in step G8 that the gear is not currently being shifted. If so, the ECT-A/D flag is lowered in step G9, and this judgment routine is exited. That is, if the gear shift is currently in progress, that 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, automatic shifting control is activated even if the conditions for automatic shifting constant speed driving control are met. .

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

In step G11, it is determined whether the ECT-A/D flag is set, and when the ECT-A/D flag is not set, in step G21, a shift map for automatic shift used only during automatic shift control shown in FIG. Select, step G22
Select the automatic shift Kawaguchi pull-up map shown in FIG. 12, 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 automatic shift-constant speed driving control in step G16, the upshift prohibition timer TimI, which has been set for a longer period of time, is cleared. Then, in step G21, a shift map for automatic shift that is used only during automatic shift control shown in FIG. 11 is selected, and in step G22, a lockup map for automatic shift shown in FIG. 12 that is used only during automatic shift control is selected. select. Furthermore, 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.
In step G24, the suitability of the gear position and lock amplifier clutch state according to the current vehicle speed is determined from the searched automatic shift shift map and automatic shift lockup map data.

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 value, the accelerator operation flag is lowered in step G18, and the accelerator operation flag is set in step G19. 13
In step G20, the selection of the automatic shift map for constant speed travel used during the automatic shift constant speed travel control shown in FIG. Then, in step G23, from the automatic gear shift map for constant speed running and the lockup map for automatic gear constant speed drive,
The gear position and lock-up clutch state corresponding to the current vehicle speed are searched, and in step G24, the current vehicle speed is determined from the data of the automatic shift constant-speed driving shift map and the automatic shift constant-speed driving lock-up map that have been searched. The suitability of the corresponding gear position and lock-up clutch state is determined. 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 detected variable is determined to be less than the threshold of the predetermined throttle opening sensor SS in step G14. Become.

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. When the vehicle speed deviation becomes smaller in step G17, 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 selected in step G20. Select the lock-up map for 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 difference S is greater than or equal to the predetermined threshold value, in step G32. The automatic transmission's torque converter function releases lockup in order 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, a lock-up prohibition timer Tim [5 seconds is set for prohibiting lock-up and started].

Further, when it is determined in step G30 that the vehicle speed is under constant speed driving control, 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 set the timing for shifting gears by 1q.

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. In step G39, the ECT-A/D flag is set - Is there a C?
In other words, whether ECT-A/
The state of the D 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 T 1m1lJ is determined in step G41. to decide. Upshift delay timer T im [
has timed up, and when it is determined in step G42 that all shift timers lower 1 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, then in step G37, after determining the upshift, the upshift 1 to delay flags that delay the upshift shift operation for a certain period of time are lowered. 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 TiJ have timed up. When the shift prohibition timer TimI has exceeded the set time limit, it is further determined in step G46 whether an upshift is being performed, and when an upshift is being performed in step G46, it is determined in step G47 whether an upshift is being prohibited using the upshift prohibition flag. However, when the upshift prohibition flag is not set, the gear position and the state of the lock-up clutch are output in step 04B. Further, when an upshift is not being performed in step G46, the gear position and the state of the lock-up clutch are outputted in step G48.

However, in step G44, when the set time limit of the shift timer T1 to T5 has not yet elapsed, in step G45, the upshift prohibition timer TimI has not yet passed the set time limit, and in step G46, it is determined that upshift 1 to 1 is in progress, and in step G4
When the upshift prohibition flag is set in step 7, the gear position and lock-up clutch status are not output.

Incidentally, 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 049, 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 G48 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 Timl[ is set to 5 seconds in step G53, and the upshift delay timer T1 is set in step G54.
Start m1l.

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 1 to prohibition flag is set in step G58 to prohibit upshifting.

When TN<TN+1, the upshift prohibition flag is lowered in step G59 to cancel the upshift prohibition. After the processing in step G58 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 x reduction ratio X power transmission efficiency X torque converter torque conversion ratio ×loss correction coefficient 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, Furthermore, in step G72, it is determined whether gear shifting is in progress. 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 whether 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 BS is turned off.
and parking switch PK is turned off, it is confirmed in step 098 that it is in the D range, and furthermore, in step G99
When it is confirmed that the running speed is not lower than the minimum set running speed of 40 km/h 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. Sera 1~
determine whether it is.

As long as the constant speed running set switch SP or the resume switch R3 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.

Incidentally, at the initial stage when the constant speed traveling Sera 1~ flag is set at step G92, the ECT-A/D flag is not set at step G93, so steps from step G96 to step G
100 routines are processed. Also, step G90
When the constant speed running main switch ADS is off, the constant speed running cancel flag is set in step G101, and even when the constant speed running set flag is lowered, the routine from step G99 to step G100 is executed.

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 Q Km/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 and the set vehicle speed is set in step 91, the constant speed running set flag is set in step G92.
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
- Determine the state of the A/D flag, and when the ECT-A/D flag is set, select an upshift timer for constant speed driving or a downshift timer for constant speed driving, and further,
In the case of an upshift, it is determined whether the maximum driving force when upshifting is greater than or equal to the current driving force. and,
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.
If it is determined that the speed is less than Km/h, a constant speed running cancel flag is set, which is determined in step G7, and when it is determined that the time-up of the shift timer is up in step G8, the ECT-A/D flag is set in step G9. You can take it down. 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, in step G93, the ECT-A/D flag is When it is confirmed that the 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 G47 of the general flowchart, FIGS.
This will be explained in detail using a general flowchart showing partial details of general flowcharts 1 to 1 in the figure.

In step 1 (G39), it is determined whether the ECT-A/D flag is set, that is, whether automatic gear shift constant speed driving control is in progress. If the ECT-A/D flag is not set, the downshift flag is set in step 2. Addressing of the timer table of the shift timers T1 to T5 for automatic shift control is carried out by taking into account the conditions described above.

In step 3, change the speed change timers T1 to T5 from the timer table.
The process begins to select the initial value of each speed change timer. In step 4, the time up of the upshift delay timer T1m1l is determined, and the upshift delay timer Tim
When time is up, step 5 lowers the upshift delay flag. In step 6, it is determined whether the full speed timers T1 to T5 are at their initial values (for example, the initial value when adding is "0", but here, when subtracting from the initial value lower 1 to T5) initial value 1rT1
~ T5 j). When the full speed change timers T1 to T5 are at the initial values in step 6, the speed change timers T1 to T5 are started in step 7. Then, in step 8, it is determined whether all the shift timers T1 to T5 have timed up and the shift has been completed. In step 9, it is determined whether upshift 1~inhibition timer Timl [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, the downshift and lockup clutch states are output in step 11. As long as the upshift prohibition timer flag is off, the state of the upshift and lock-up clutch is 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. , downshift 1~ If the flag is set, downshift control in automatic shift constant speed driving control mode is entered. First, step 15
Calculate the vehicle speed deviation by subtracting the constant speed setting vehicle speed from the current vehicle speed, and if the value is negative, step 16 and step 17
Convert to the absolute value of the vehicle speed deviation. In step 18, it is determined whether the absolute value of the vehicle speed deviation is greater than or equal to a predetermined threshold of 3 Km/h,
Depending on the magnitude of the absolute value of the vehicle speed deviation, in step 19 or step 20, the address of the timer table TDI or lower timer table D2 for downshifting during automatic speed change constant speed driving control shown in FIG. 15 is specified. Then, in step 21, each time period of the variable speed timer lower 1 to T5 is searched from the timer table. In step 22, the upshift prohibition timer Tim:[ 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 iml is activated.
[Clear to cancel.

Further, in step 14, it is determined whether the downshift flag is set, and if the downshift 1 flag is set, upshift control of the automatic speed change constant speed driving control mode is entered. First, in step 25, the time limit for the upshift timer of the timer table TDI for automatic shift constant speed driving control shown in FIG. Select each time period. When the upshift 1~delay flag that delays the upshift for a certain period of time after the upshift judgment is down in step 27, the upshift delay timer Timl is set to 4 seconds in step 28, the upshift delay flag is set in step 29, and the upshift delay flag is set in step 30. Then, the upshift delay timer T i + Jl 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" shown in FIG. 9 is executed to calculate the currently applied driving force. The driving force obtained in step 33 is the current driving force T
Store it in register C as N. The "maximum driving force calculation subroutine" shown in FIG. 10 sets the gear position in register A when the gear position is upshifted by one level in step 34, and calculates the maximum driving force when the gear position is upshifted by one level in step 35. Execute. 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, processing of step 12 (G48) and subsequent routines begins.

Next, the "driving force calculation subroutine" 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 16.
) to (f), the traveling stages are 1 (1st>, 2 (2nd>), 3 (3
rd>, 4 (4th), and the running speeds are 40km/h and 50km/h.
, 60Km/h, 70Km/h, 80Km/h,
90Km/h, and the throttle opening θN is THO,
THI, TH2゜TH3, TH4, TH5, TH6, T
The driving force value is set for each of the eight opening degrees of H7 and each throttle opening degree.

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. 16(a), the index O is Ir0J, which 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 value "1" obtained by dividing the current vehicle speed by 10 and subtracting "4" from there. In step S2, the value of register X is saved.

If in step S3 the register X is larger than "5" and the upper limit data is not prepared in the table stored in the memory, "5" is set in the register B in step S8. Further, when in step s4 the register X is lower limit data that is smaller than IOj and is not prepared in the table stored in the memory, "0" is set in the register B in step S9.

If it is determined in step S3 and step S4 that register , the current driving force is searched, and the driving force of 1q is stored in the register C in step S6 in step S5. And step S
7, return the value of register X saved in step S2,
This "driving force trunk tightening subroutine" is ended.

The "maximum driving force calculation subroutine" shown in FIG. 10 for calculating the maximum driving force in step 35 will be explained.

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. 17, with running speeds of 40 km/h, 50 km/h, and 60 km/h.
Km/h, 70Km/h, 80Km/h, 90K
m/h.

Furthermore, the gears are 2 (2nd>, 3 (3rd>)
, 4 (4th), and a maximum driving force value is stored corresponding to each gear.

First, in step U1, "2" is subtracted from the gear stage stored in register A, and the subtracted value is set in register A so as to match the format of the table. In step U2, the value of register A is added to the value of register X by 3, which is data related to vehicle speed, and the result is set as the value of register X. That is, the maximum driving force table shows that the traveling speed is 40 m/h,
50km/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 searched in step U4 is set in register A. Then, this "maximum driving force specific calculation" is completed.

In this way, the speed control device of this embodiment performs step 27.
When the upshift delay flag, which delays the upshift for a certain period of time after the upshift judgment, is down, the upshift delay timer Tim1 is set to 4 seconds, and the upshift delay timer Timl is started. Then, before outputting the shift output and lockup output, the upshift 1 to delay timer T
It determines the time-up of the upshift delay timer Timl, and when the upshift delay timer Timl has timed up, outputs gear shifting and lock-up.

This will be further explained using the timing chart shown in FIG. 18 which explains the operation of the upshift delay timer.

When the vehicle changes the road gradient from 4% to 3%, the vehicle speed is accelerated and the throttle opening is narrowed to suppress this. At this time, if there is no upshift delay timer T iml, the gear is shifted from, for example, the third speed to the fourth speed due to the undershoot of the throttle opening when the upshift is performed. After that, if there is a throttle opening between the shift lines from 3rd to 4th gear upshift and 4th gear to 3rd gear downshift, only the 3rd gear to 4th gear upshift will be performed. Then, after 2 to 3 seconds, if you cross the shift line from 4th gear to 3rd gear, the shift will change from 3rd gear to 4th gear.
A speed upshift and a downshift from 4th speed to 3rd speed are performed.

However, if the upshift delay timer T 1ml1ll is present, the necessity of shifting from the third speed to the fourth speed is determined based on the undershoot of the throttle opening when the upshift is performed. Furthermore, if the judgment is interrupted after 2 to 3 seconds as in this example, the 4 seconds of the time limit set by the upshift delay timer in The gear cannot be shifted from 1st gear to 4th gear.

Therefore, the time limit set in the upshift delay timer Tim■ can prevent the downshift 1- due to the influence of the throttle opening at the beginning of the upshift.
Even when road conditions are poor and gear changes are frequently repeated, driving is maintained in a downshifted state with driving force, so hunting due to gear changes and a state similar to hunting do not occur.

Note that in this embodiment, the upshift delay timer T
Although the time limit set for im[ is set to 4 seconds, in practice it is determined by the undershoot of the throttle opening, the average running speed, etc., and it is usually preferable to use a time limit of around 4 seconds.

In addition, in this embodiment, during downshifting, instead of the upshift delay timer function, the shift timer lower 1 to T5 according to the absolute value of the vehicle speed deviation is used, so there is no need to add this function. These shift timers T1 to T5 are set in the same way as the upshift delay timer T1m1ll.
It can also be set as downshift 1 to delay timer. In this case, the need to shift is determined based on the overshoot of the throttle opening when a downshift is performed,
Furthermore, if this does not continue beyond the time limit set in the downshift delay timer, the gear will not be changed. The time limit set for the downshift 1 to delay timer is the time to maintain a state where the driving force is insufficient, and the time limit must be set within several seconds.

As described above, the speed control device of this embodiment controls the automatic transmission with a built-in torque converter with a lock-up clutch according to a memory map that stores a shift line for selecting a gear position according to the rotational speed output and throttle opening. automatic speed change control means; constant speed driving control means for controlling a constant speed to maintain a predetermined set vehicle speed by controlling the throttle opening; and electronic control means for controlling the automatic speed change control means and constant speed driving control means. In the speed control device provided, when the automatic shift control means and the constant speed running control means are in an operating state at the same time, the electronic control means determines the necessity of shifting, and the necessity of shifting continues for a predetermined time, This is the speed change output of the automatic speed change control means. Therefore, since downshifts and upshifts are not performed frequently or repeatedly, hunting and a state similar to hunting can be prevented from occurring. In particular, with an upshift delay timer, it is possible to drive with a large driving force even when upshifting is possible, so there is no possibility of deviating from constant speed driving control during automatic shift constant speed driving control. .

In addition, in the case of using a downshift delay timer,
By setting a time limit that takes into account the reduction in driving force, it is possible to prevent the vehicle from escaping from constant speed travel control during automatic shift constant speed travel control.

Note that the automatic transmission control means for controlling the automatic transmission with a built-in torque converter with a lock-up clutch according to the present embodiment according to a memory map storing a shift line for selecting a gear position according to the rotational speed output and the throttle opening degree is a known automatic transmission control means. The automatic transmission has a configuration equivalent to an independent automatic transmission control device including an automatic transmission and a control circuit for controlling it. 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, 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 downshift 1~, the automatic speed change continues for a certain period of time. Since the device includes an upshift prohibition timer means for prohibiting upshifts of the control means, when constant speed driving control is performed under an automatic shift control state, when the automatic shift control means performs downshifts 1 to -1. , by means of an upshift inhibit timer.
By prohibiting upshifts of the automatic shift control means for a certain period of time, no upshifts are performed during that time, resulting in gear shifts at intervals longer than the set time limit of the upshift prohibition timer means, resulting in downshifts with short shift intervals. It is possible to prevent hunting and a state similar to hunting due to repeated upshifts.

Therefore, regardless of the magnitude of the vehicle speed deviation and the throttle opening, the upshift prohibition timer means suppresses the upshift 1- after the downshift performed during constant speed driving control, so the downshift and upshift 1- are repeated. It is possible to prevent the occurrence of hunting and a state similar to hunting, and 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. and Fig. 8 is a general flowchart showing partial details, Fig. 9 is a flowchart of "driving force calculation subroutine", and Fig. 1Q is "maximum driving force calculation subroutine".
Flowcharts 1 to 11 and FIG. 11 are shift maps for automatic shift according to the embodiment of the present invention, FIG. 12 is a lock amplifier map for automatic shift according to the embodiment of the present invention, and FIG. 13 is a shift map for automatic shift constant speed driving according to the embodiment of the present invention. Shift map, FIG. 14 is a lock amplifier map for automatic transmission constant speed driving, FIG. 15 is a diagram of downshift and upshift timer tables during automatic transmission constant speed driving control, and FIG. 16 is an embodiment of the present invention. FIG. 17 is a diagram showing an example of a driving force table stored in memory. FIG. 17 is a diagram showing a reference example of a maximum driving force table. FIG. 18 is a timing chart explaining upshift delay timer operation.
Figure 9 shows a shift map of a conventional automatic shift control device. In the figure, CPU: microcomputer, SPS: shift position switch, SS: throttle opening sensor, BS brake switch, PK: parking brake switch, SP: set switch, R8: resume switch, ADS: constant speed main switch, 311.312: Shift solenoid, SL3: Lock-up solenoid, RV: Release valve, CV: Control 1 roll valve, VP: Vacuum pump. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (3)

[Claims] (1) 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 constant speed control means to maintain a predetermined set vehicle speed by controlling the throttle opening. In the speed control device, the automatic shift control means and the constant speed running control means are in an operating state at the same time. Yes, the electronic control means determines the necessity of shifting,
A speed control device characterized in that when the need for speed change continues for a predetermined period of time, the speed change output is provided by an automatic speed change control means. (2) The speed control device according to claim 1, wherein the speed change determined by the electronic control means is an upshift speed change determination. (3) The speed control device according to claim 1, wherein the speed change determined by the electronic control means is a downshift speed change determination.