JP2010002038A - Mode switching variable speed control device of automatic transmission - Google Patents

Abstract

An object of the present invention is to prevent excessive engine braking caused by passing through a DS mode when switching from a D mode to an M mode and executing a downshift without changing the switching procedure of the three modes.
The present invention has a D mode according to a vehicle speed, a DS mode that places importance on driving force, and an M mode that enables manual operation. The M mode is transmitted from the D mode via the DS mode. Is a gear change control device at the time of mode switching of the continuously variable transmission 1, and when the downshift operation is performed after switching from the D mode to the DS mode to the M mode, the downshift in the M mode is performed. If it is determined that the downshift is not permitted, the downshift is prohibited and the mode line DS set in the DS mode is closest to the mode line D (i). In addition, the speed ratio M _(vir) = M (i + n) in the mode line DS (i + n) having a speed ratio larger than that of the mode line D (i) is fixed.
[Selection] Figure 3

Description

  In the present invention, switching from the first automatic transmission mode to the manual transmission mode is performed via the second automatic transmission mode set so as to obtain a transmission ratio larger than the transmission ratio in this transmission mode. The present invention relates to a shift control device for mode switching of an automatic transmission.

In such a shift control device, the shift lever is switched from the D4 position to the 3 / M position to shift from the first automatic shift mode to the second automatic shift mode and to a shift stage that is one step lower than the current level. In addition to being able to shift, if the 3 / M position shift lever is operated to + mark or-mark, it shifts to manual shift mode, and upshift or downshift is performed one step at each operation. There is something that can be done. (For example, refer to Patent Document 1).
JP 2001-248716 A

  However, even if such a device is switched from the first automatic transmission mode to the manual transmission mode at a stroke, the downshift is executed in the second automatic transmission mode. Even if only a downshift is desired, two downshifts are executed as a result.

  Such a downshift not intended by the driver may cause the engine brake to be applied excessively. The same applies to the case where the driver erroneously performs the downshift operation in the manual shift mode, and the engine brake is excessively applied against the intention of the driver.

  For this reason, in the conventional apparatus, when the downshift is performed by switching from the first automatic transmission mode to the manual transmission mode, excessive engine braking is generated through the second automatic transmission mode. It was.

The automatic transmission mode switching shift control device according to the present invention is
By switching from the first automatic transmission mode in which the shift control is executed based on a preset transmission map to the second automatic transmission mode, a gear ratio larger than that in the first automatic transmission mode is obtained. Whether or not to execute the shift control based on another shift map that is set to be determined is determined by the mode switching determination means, and after this determination is made, the second automatic shift mode is switched to the manual shift mode. The downshift operation determining means determines whether a downshift operation has been performed. The downshift prohibiting means determines whether or not downshift is permitted. If the result of this determination is that the downshift cannot be permitted, the downshift is prohibited.

  According to the present invention, when switching from the first automatic transmission mode to the manual transmission mode via the second automatic transmission mode, it is determined whether or not the downshift in the manual transmission mode is permitted, and the downshift is performed. When the shift cannot be permitted, it is possible to prevent the occurrence of an excessive engine brake unintended by the driver by prohibiting the downshift in the manual shift mode.

  Therefore, according to the present invention, it is possible to prevent excessive engine braking unintended by the driver from occurring without changing the switching procedure of the three modes.

  Hereinafter, a shift control apparatus for mode switching of an automatic transmission according to the present invention will be described with reference to the drawings.

  FIG. 1 is a system diagram schematically showing a control system of a continuously variable transmission including a mode switching speed change control device according to one embodiment of the present invention. FIG. 2 is a shift mode change pattern diagram showing a correlation between a select lever operation and a shift paddle operation in the continuously variable transmission of the same form and a shift mode selectable thereby. Further, FIG. 3 is a diagram showing the relationship between the fixed gear ratio in the manual transmission (M) mode, the coast line in the automatic transmission (D) mode, and the engine speed conversion line of the initial gear ratio for set deceleration ( Shift map).

  Reference numeral 1 in FIG. 1 is a continuously variable transmission represented by a belt-type automatic transmission whose gear ratio is continuously changed. The continuously variable transmission 1 according to the present invention includes a first automatic shift mode (hereinafter referred to as “automatic shift (D) mode”) that executes shift control based on a shift map that is set in advance assuming normal traveling in an urban area or the like. )) And a second automatic transmission mode (hereinafter, referred to as a second automatic transmission mode) that executes transmission control based on another transmission map that is set so as to obtain a transmission ratio larger than the transmission ratio in the automatic transmission (D) mode. (Referred to as “D-range sporty (DS) mode”) and a manual transmission (M) mode for performing an upshift or a downshift according to the operation of the driver.

  Therefore, the continuously variable transmission 1 is for the driver to select the select lever 2 for selecting the shift mode in the (D), (DS) mode or the manual shift (M) mode, and to command the manual shift. Shift paddles 3a and 3b.

  The former select lever 2 is for manually instructing the speed change mode of the continuously variable transmission 1 and passes through a vehicle body floor tunnel (not shown) to be positioned near the driver's seat. Manually operated along.

  The latter shift paddles 3a and 3b can be operated with a finger while the hand is attached to the steering wheel 5. Further, the shift paddles 3a, 3b are attached to the steering wheel 5 so as to return to their original positions when the operating force is released. Thus, the shift paddles 3a and 3b issue a manual upshift command Pad + every time the shift paddle 3a is operated forward with a finger, and issue a manual downshift command Pad− every time the shift paddle 3b is operated forward.

On operation pattern 4,
The position of the normal automatic shift mode is
P range position where the continuously variable transmission 1 is parked (P) range,
R range position where the continuously variable transmission 1 is moved backward (R) range,
N range position that makes continuously variable transmission 1 neutral (N) range,
And a D range position where the continuously variable transmission 1 is set to a forward automatic shift (D) range.

The sporty (DS) mode position is
It is configured as a DS / M range position that places the continuously variable transmission 1 in the sporty (DS) traveling and manual transmission (M) range, and also serves as the starting point of the manual transmission (M) mode position.

The manual shift (M) mode position is
Manual upshift (M +) position,
It consists of a manual downshift (M-) position.

That is, the P range position, the R range position, the N range position, and the D range position are arranged in a straight line in this order, and the DS / M range position is arranged side by side at the D range position.
A manual upshift (M +) position and a manual downshift (M-) are provided in both directions parallel to the arrangement direction of the P range position, R range position, N range position, and D range position, respectively, across this DS / M range position. ) Place the position. It is assumed that the select lever 2 self-returns to the DS / M range position when the operating force is released after operating the manual upshift (M +) position or the manual downshift (M-) position.

And when the select lever 2 is in the P range position, a P range switch 4p that emits a P range signal,
R range switch 4r that emits an R range signal when the select lever 2 is in the R range position,
An N range switch 4n that emits an N range signal when the select lever 2 is in the N range position;
D range switch 4d that emits a D range signal when the select lever 2 is in the D range position,
DS / M range switch 4dsm that emits a DS / M range signal when the select lever 2 is in the DS / M range position,
A manual upshift switch 4mu that issues a manual upshift (M +) signal when the select lever 2 is in the manual upshift (M +) position;
The operation pattern 4 is provided with a manual downshift switch 4md that generates a manual downshift (M−) signal when the select lever 2 is in the manual downshift (M−) position.

The select lever position signal from the operation pattern 4 is input to the transmission controller 6 together with the manual upshift command Pad + and the manual downshift command Pad− from the shift paddles 3a and 3b.
In addition to these signals, the transmission controller 6 sends a signal related to the vehicle speed VSP generated from the speedometer 7a of the meter panel 7 and a signal from the accelerator opening sensor 8 that detects the accelerator pedal depression amount (accelerator opening) APO. And a signal from the brake switch 9 that is turned on when braking by depressing a brake pedal (not shown), a signal from the idle switch 10 that is turned on when coasting to release the accelerator pedal, and the front and rear of the vehicle A signal from the longitudinal acceleration sensor 11 for detecting the acceleration G is input.

The transmission controller 6 controls the shift of the continuously variable transmission 1 via the control valve body 1a based on the input information.
When select lever 2 is in the P range position, it receives the P range signal from switch 4p,
When the select lever 2 is in the R range position, it receives the R range signal from the switch 4r,
When select lever 2 is in the N range position, it receives the N range signal from switch 4n,
When the select lever 2 is in the D range position, it receives the D range signal from the switch 4d,
The continuously variable transmission 1 is shift-controlled with a shift mode corresponding to each range.

Since the shift mode when the select lever 2 is in the forward automatic shift (D) range position is related to the present invention, this will be described representatively.
In this D range, the transmission controller 6 obtains the target gear ratio based on the planned shift line from the vehicle speed VSP detected by the speedometer 7a and the accelerator opening APO detected by the sensor 8, and this is achieved. The continuously variable transmission 1 is controlled to shift through the control valve body 1a (automatic shift (D) mode).

In this automatic transmission (D) mode, when the vehicle longitudinal acceleration G detected by the sensor 11 is more frequently set value or higher and the time change rate of the longitudinal acceleration G is more than set value is higher. The driver is determined to be sporty,
By switching the planned shift line to the sporty travel shift line, and determining the target gear ratio based on the sporty travel shift line and contributing to the above-described shift control, the sporty travel as a low-side gear ratio trend. Make it possible.
Of course, in the automatic shift (D) mode, it goes without saying that the automatic return to the normal automatic shift based on the planned shift line is automatically made when it is no longer determined to be sporty driving.

  When the select lever 2 is in the DS / M range position, the transmission controller 6 receives the DS / M range signal from the DS / M range switch 4dsm and controls the continuously variable transmission 1 as follows.

When the select lever 2 is simply switched to the DS / M range position from the shift control state in the automatic shift (D) mode, that is, the select lever 2 is moved to the manual upshift (M +) position or the manual downshift (M-). If the switch 4mu, 4md does not generate a manual upshift (M +) signal and a manual downshift (M-) signal, or if the shift paddle 3a is operated, the manual upshift command Pad + or the shift paddle 3b If the manual downshift command Pad- is not issued by
As shown by arrow A in FIG. 2, the D range sporty (DS) mode is set, and in the automatic shift (D) mode, the shift control based on the sporty driving shift line is performed in the same manner as when the sporty driving is determined. . That is, the D-range sporty (DS) mode has a DS mode line DS (i + n) that restricts the highest gear ratio to a lower level as shown in FIG. (D) In this mode, the high-side shift is regulated by making it narrower than the minimum shift ratio-side shift possible region allowed in the range.

In this D-range sporty (DS) mode, the automatic shift control (automatic shift (D) mode) is automatically activated when it is no longer determined to be sporty, as in the case of sporty shift control in the automatic shift (D) mode. Never return
As indicated by arrow B in FIG. 2, the sporty travel shift control can be returned to normal shift control only by manual operation of switching the select lever 2 from the DS / M range position to the D range position. Until then, the shift control for sporty running is continued.

When the select lever 2 is moved from the DS / M range position to the manual upshift (M +) position or the manual downshift (M-) position in the D range sporty (DS) mode, the transmission controller 6 switches to 4mu, 4md. In response to a manual upshift (M +) signal or a manual downshift (M−) signal output from, a manual shift (M) mode is set as indicated by an arrow C in FIG.
In this manual shift (M) mode, the transmission controller 6 causes the switch 4mu, 4md to switch the manual upshift (when the select lever 2 is in the manual upshift (M +) position or the manual downshift (M-) position). Each time an M +) signal or a manual downshift (M-) signal is output, the continuously variable transmission 1 is upshifted or downshifted by one gear step.

  The transition to manual shift (M) mode indicated by arrow C in Fig. 2 is instead of moving the select lever 2 from the DS / M range position to the manual upshift (M +) position or the manual downshift (M-) position. Alternatively, the shift paddle 3a can be operated forward to generate a manual upshift command Pad +, or the shift paddle 3b can be operated forward to generate a manual downshift command Pad-.

  That is, in the manual shift (M) mode, the transmission controller 6 receives the manual upshift command Pad + that is generated each time the shift paddle 3a is operated and the manual downshift command Pad− that is generated each time the shift paddle 3b is operated. The continuously variable transmission 1 can be upshifted or downshifted by the number of shift stages corresponding to the number of times.

  In manual transmission (M) mode, move the select lever 2 from the DS / M range position to the manual upshift (M +) or manual downshift (M-) position, or operate the shift paddles 3a and 3b toward you. The fixed gear ratio (manual gear position) that can be selected by upshifting or downshifting the continuously variable transmission 1 is, for example, manual first speed (M1), manual second speed (M2) as shown in FIG. ), Manual third speed (M3), Manual fourth speed (M4), Manual fifth speed (M5), Manual sixth speed (M6). Further, FIG. 3 also shows the low-side limit gear ratio (low-side hardware limit) and the high-side limit gear ratio (high-side hardware limit) for reference. In the example of FIG. The shift line of (M6) is matched with the high limit gear ratio (high hardware limit).

  When the select lever 2 is operated from the DS / M range position to the D range position, the transmission controller 6 automatically changes from the manual shift (M) mode as indicated by an arrow E in FIG. The mode is switched to the shift (D) mode, and the shift control of the continuously variable transmission 1 in the automatic shift (D) mode is performed.

  Further, the transmission controller 6 of this embodiment operates the shift paddle 3a in the automatic transmission (D) mode selected state in which the select lever 2 is in the D range position even when the select lever 2 remains in the D range position. By generating the manual upshift command Pad + or by operating the shift paddle 3b to generate the manual downshift command Pad-, the continuously variable transmission 1 is automatically shifted (as indicated by the arrow F in FIG. 2). Change from D) mode to D-mode automatic return manual shifting (DM) mode to enable manual shifting. In other words, every time the shift paddle 3a is operated to generate the manual upshift command Pad +, the continuously variable transmission 1 is upshifted by one shift step each time, or the shift paddle 3b is operated to manually shift down the command. When Pad- is generated, the continuously variable transmission 1 is downshifted by one gear step each time.

  However, the D-mode automatic return manual shift (DM) mode here is different from the manual shift (M) mode described above, and when the predetermined condition is satisfied, the automatic shift (D) mode as shown by the arrow G in FIG. However, according to the present invention, it is not necessary to automatically return to the automatic shift (D) mode as in the manual shift (M) mode.

  Note that the above-mentioned predetermined conditions include when the shift paddle 3a or 3b is operated forward and the state in which the manual upshift command Pad + or the manual downshift command Pad- is generated continues for a set time or more, or in the D range. For example, when the position select lever 2 is once set to the DM range position and then returned to the D range position again, when the vehicle speed VSP becomes 0, or when the traveling distance from the transition to the DM mode reaches a predetermined distance. When any one of these conditions is achieved, the automatic return from the D-mode automatic return type manual shift (DM) mode to the automatic shift (D) mode shall be performed.

  When the select lever 2 is moved from the D range position to the DS / M range position in the D mode automatic return manual shift (DM) mode, the transmission controller 6 responds to the corresponding input signal as shown by an arrow H in FIG. , Continuously variable transmission 1 can be switched from D-mode automatic return type manual shift (DM) mode to manual shift (M) mode, enabling manual shift in manual shift (M) mode without automatic return to D mode To do.

  Here, prior to describing the specific operation of the present invention, conventional problems will be described.

  FIG. 4 is a time chart showing the operation of the conventional apparatus. This time chart shows a state in which the driver requested an engine brake while traveling in the automatic shift (D) mode and downshifted in the manual shift (M) mode.

As shown in FIG. 4, when the driver while driving in the automatic shift (D) mode releases the accelerator pedal, the vehicle speed VSP decreases from time t ₁ to the accelerator opening APO becomes APO = 0. Along with this, the primary rotational speed Npri changes so as to follow the D-mode line indicated by the alternate long and short dash line in accordance with the shift map in the automatic shift (D) mode.

However, when the driver requests engine brake and operates the select lever from the D range position to the manual downshift (M-) position, the time point t ₂ when the D range position is switched to the DS / M range position _first. Thus, since the automatic shift (D) mode is switched to the D range sporty (DS) mode, the primary rotational speed Npri follows the DS mode line indicated by a two-dot chain line according to the shift map of the D range sporty (DS) mode. It changes as follows.

Then, at time t ₃ when reaching the manual downshift (M-) position to operate toward the manual downshift (M-) position from the DS / M range position, the manual shift from the D range sporty (DS) mode (M ) Mode, the primary rotational speed Npri then changes so as to follow the M mode line indicated by the broken line M in accordance with the manual shift (M) mode shift map.

  Therefore, after the driver requests engine brake and operates the select lever from the D range position to the manual downshift (M-) position, the acceleration G generated by the driver and receiving a large engine brake is also The driver's feeling of excessive deceleration will be given as much as it decreases greatly.

  This can be seen in the shift map shown in FIG. 5 when the downshift operation is performed after switching from the D range position to the DS / M range position, the D mode line (one-dot chain line) effectively changes to the DS mode line (two points). It is also clear that there will be two downshifts: a downshift caused by the transition to the chain line and a downshift caused by the transition from the DS mode line (two-dot chain line) to the M mode line (dashed line). is there.

  On the other hand, in the transmission controller 6 of this embodiment, the occurrence of a downshift unintended by the driver is avoided by executing the flowchart shown in FIG. This flowchart shows the D range signal from the switch 4d, the DS / M range signal from the DS / M range switch 4dsm, the manual upshift (M +) signal from the switch 4mu, or the manual downshift from the switch 4md ( It is executed repeatedly with the M-) signal as a trigger.

  In step 1, the current travel mode is determined based on the range signal. For example, if the range signal is a DS / M range signal, the current driving mode is assumed to be the D range sporty (DS) mode (hereinafter referred to as “DS mode”), and in step 12, according to the DS mode. If the shift control is executed and the manual upshift (M +) signal or the manual downshift (M-) signal is detected, the current travel mode is determined to be the manual shift (M) mode, Shift control according to the shift (M) mode is executed.

  On the other hand, if the range signal is the D range signal in step 1, the current running mode is assumed to be the automatic transmission (D) mode (hereinafter referred to as “D mode”), and the process proceeds to step 2. In step 2, it is determined whether or not the traveling mode is switched from the D mode to the DS mode by operating the select lever 2. That is, step 2 corresponds to mode switching determination means.

  When the D range signal is detected in step 2, it is determined that the operation of the select lever 2 has not been performed, and in step 11, the indicator provided on the meter panel 7 or the like is set to “D mode”. Display and maintain the D mode, but when the DS / M range signal is detected, the next driving mode is the DS mode, and in step 3, the indicator indicates that it is the `` DS mode '' After selecting the DS mode, go to Step 4.

  In step 4, in order to measure a predetermined time T set in advance, a timer countdown is started. The predetermined time T is, for example, about 1.5 sec to 2.0 sec as a time when the driver performs an operation for switching to the M mode in a short time and no unintended large deceleration occurs in a short time. Various changes can be made according to usage conditions.

  After the timer countdown is started in step 4, it is determined in step 5 whether or not a downshift operation has been performed in the M mode according to whether or not a manual downshift (M−) signal is detected. That is, step 5 corresponds to downshift operation determination means. If a manual downshift (M-) signal is not detected in step 5, it is determined that the select lever 2 has not been operated. If the manual downshift (M-) signal is detected, but the driver wants the M mode as the next driving mode, the timer countdown started in step 4 in step 6 To determine whether has finished.

  If it is determined in step 6 that the timer countdown has not been completed, the driver has no intention of shifting to the DS mode, and performs a downshift operation from the D mode to the M mode at once, and selects in the M mode. Assuming that a downshift by operating the lever 2 is desired, go to Step 7.

In Step 7, although the transition from the DS mode to the M mode is permitted, the downshift in the M mode is prohibited by performing the downshift operation by switching from the D mode to the M mode via the DS mode. . That is, Step 4, Step 6, and 7 correspond to downshift prohibiting means. Moreover, in this embodiment, when the D mode is switched to the DS mode, the actual speed change in the D mode immediately before switching to the DS mode among the target speed ratio i _DS (o) set in the DS mode shift map. A predetermined speed ratio i _DS (a + n) that is closest to the ratio ia and larger than the actual speed ratio ia is fixed as the predetermined speed ratio i _{M (vir)} .

That is, even if the downshift in the M mode is prohibited, the speed ratio i of the continuously variable transmission 1 is a low speed whose speed ratio is larger than the speed ratio i _{(D) at} the D range position immediately before operating the select lever 2. Move to the (low) side. For this reason, even if the downshift in the M mode is prohibited, the same effect is obtained as when the select lever 2 is downshifted only once in the M mode and the engine brake is generated.

  In step 7, if the gear ratio before switching from the D mode to the DS mode exists in a gear ratio side (high side) lower than the DS mode line DS (i + n), According to the present invention, as described above, the shift control along the DS mode line DS (i) is executed, but the speed ratio before switching from the D mode to the DS mode is higher than the DS mode line DS (i + n). Even if it exists in the gear ratio side (low side) speed change region, according to the present invention, the gear ratio before switching from the D mode to the DS mode is once maintained, after which the driver operates the select lever and accelerator. Shift control according to the DS mode is executed until a pedal operation or the like is newly input.

  That is, the shift control executed in step 7 is executed in step 10 in that it does not necessarily respond to input from the driver such as a select lever operation or an accelerator pedal operation. This is different from the conventional DS mode.

  After realizing the downshift in a different method from the M mode while permitting the transition to the M mode in Step 7, the indicator provided on the meter panel 7 etc. is in the “M mode” in Step 9 Is displayed to make the driver recognize that the mode is M mode.

  On the other hand, if it is determined in step 6 that the downshift operation in the M mode has been performed in the state where the timer countdown has been completed in step 6, the driver may perform a downshift by switching from the D mode to the DS mode. Suppose that it is desired to generate a large engine brake by consciously using two downshifts, the downshift caused by operating the select lever 2 in the M mode, and the routine proceeds to step 8.

  In step 8, the transition from the DS mode to the M mode is permitted, and the downshift in the M mode is also permitted by performing the downshift operation by switching from the D mode to the M mode via the DS mode. . Also in this case, thereafter, in step 9, an indicator provided on the meter panel 7 or the like is displayed to indicate “M mode”, and the driver is made to recognize that it is in the M mode.

  FIG. 7 is a time chart for explaining the operation of the embodiment. This time chart also shows a state where the driver has released the accelerator pedal while driving in the D mode and then requested engine braking and downshifted in the M mode.

  Further, FIG. 8 shows, by arrows, time-sequential changes of the present embodiment when it is assumed that the actual gear ratio has changed and the switching to the DS mode has been performed at the point P according to the D mode line D (i). It is a shift map. That is, in FIG. 8, the actual speed ratio at the point P is the actual speed ratio ia immediately before switching to the DS mode.

As shown in FIG. 7, when the driver while driving in the D mode releases the accelerator pedal, the vehicle speed VSP decreases from time t ₁ to the accelerator opening APO becomes APO = 0. Along with this, the primary rotational speed Npri changes so as to follow the D mode line (dashed line).

On the other hand, when the driver requests engine brake and operates the select lever from the D range position to the manual downshift (M-) position, when the D range position is switched to the DS / M range position, t ₂ Thus, the D mode is switched to the DS mode, and the primary rotation speed Npri changes so as to follow the DS mode line (two-dot chain line).

Then, at time t _3, is operated toward the manual downshift (M-) position from the DS / M range position, would otherwise, switch to M mode shifts from DS mode to M mode, primary speed Npri changes so as to follow the M-mode line (two-dot chain line).

However, in this embodiment, since the timer countdown has not ended, the shift from the DS mode to the M mode is permitted, but the downshift in the M mode is not executed, as shown in FIG. DS mode line DS (target gear ratio i _DS (o)) set in the mode is closest to the D mode line D (i) immediately before switching to the DS mode (time point P), and the D mode Select the DS mode line DS (i + n), which has a larger gear ratio than the line D (i), and select the target gear ratio when the DS mode line DS (i + n) is switched from the D mode to the DS mode. i _DS (o), that is, the target speed ratio i _DS (a + n) at the time point Q at which the vehicle speed VSP is the same as the time point P is fixed as the speed ratio i _{M (vir) in the} virtual M mode. For this reason, as shown in FIG. 7, the primary rotational speed Npri is a virtual M mode line M ₍ shown by a broken line M fixed to the speed ratio i _DS (a + n) as the speed ratio i _{M (vir)} of the virtual M mode. Transition to follow _vir) .

  For this reason, after the driver requests engine brake and operates the select lever from the D range position to the manual downshift (M-) position, the driver is actually downed when switching from the D mode to the DS mode. Since the shift is executed, as shown in FIG. 7, although the acceleration G generated by the engine brake and received by the driver also decreases rapidly, the decrease is smaller than the conventional one and is given to the driver. The feeling of deceleration is not excessive.

This can be seen from the shift map shown in FIG. 8 and even if the downshift operation is performed by switching from the D range position to the DS / M range position, the virtual M mode line M is effectively changed from the D mode line D (i). It is also clear that the downshift caused by the transition to _(vir) only occurs and the downshift caused by the transition from the DS mode line DS (i + n) to the M mode line M is not performed. .

  That is, according to the present embodiment, when switching from the D mode to the M mode via the DS mode, it is determined whether or not the downshift in the M mode is permitted. By prohibiting the downshift in the mode, it is possible to prevent the occurrence of excessive engine braking unintended by the driver.

  Even if the downshift in the M mode is prohibited, the speed ratio that is closest to the speed ratio in the DS mode among the speed ratios set in the DS mode speed map as in this embodiment, and If the gear ratio is fixed to a larger predetermined gear ratio, the downshift is actually executed in accordance with the DS mode accompanying switching from the D mode to the DS mode.

  Therefore, according to this embodiment, it is possible to prevent excessive engine braking unintended by the driver from occurring without changing the switching procedure of the three D modes, DS modes, and M modes.

  In particular, as in the present embodiment, it is determined whether or not a downshift operation has been performed by the driver within a preset predetermined time ΔT after switching to the DS mode, and the downshift operation is performed within the predetermined time ΔT. If it is determined that the downshift in the M mode is prohibited, excessive engine braking that causes the driver to feel uncomfortable with the downshift in the M mode is generated by a simple time measurement using a timer or the like. It can be determined whether or not.

  On the other hand, FIG. 9 is another flowchart that can be executed by the transmission controller 6 in order to avoid the occurrence of a downshift that is not intended by the driver, according to the second embodiment of the present invention.

  This flowchart also shows the D range signal from the switch 4d, the DS / M range signal from the DS / M range switch 4dsm, the manual upshift (M +) signal from the switch 4mu, or the manual downshift from the switch 4md ( It is executed repeatedly with the M-) signal as a trigger. Further, the same steps as those in FIG. 6 are denoted by the same reference numerals, and the description thereof is omitted.

  In this flowchart, after displaying `` DS mode '' on the indicator in step 3, and after selecting the DS mode, the process proceeds to step 5, depending on whether manual downshift (M-) signal is detected or not. Then, it is determined whether a downshift operation has been performed in the M mode.

  If a manual downshift (M-) signal is not detected in step 5, it is determined that the select lever 2 has not been operated. The mode is maintained, but if a manual downshift (M-) signal is detected, it is assumed that the driver wants the M mode as the next driving mode, and in step 21, it is executed when switching to the DS mode. It is determined whether switching to the M mode has been performed during the shift to be performed.

Here, as a method of determining whether or not the speed is changing, for example, as shown in FIG. 10, a deviation σ between the target speed ratio i _(o) calculated according to the DS mode and the actual speed ratio ia is a predetermined value. Judgment can be made based on whether it is within the range Δσ. The actual speed ratio ia is calculated by detecting the input side rotational speed of the automatic transmission (for example, the turbine rotational speed of the torque converter) and the output side rotational speed (the output shaft rotational speed of the automatic transmission), An existing method such as setting the actual transmission ratio ia with this ratio can be employed.

  If it is determined in step 21 that the switching to the M mode is being performed during the shift that is performed in accordance with the switching to the DS mode, the driver does not intend to shift to the DS mode and the D mode Assuming that the user wishes to downshift by operating the select lever 2 in M mode at once, proceed to Step 7 and then proceed as in the first mode. . That is, Step 21 and Step 7 correspond to downshift prohibiting means.

  FIG. 11 is a time chart for explaining the operation of the embodiment. This time chart also shows a state in which the driver requested engine braking while traveling in the D mode and downshifted in the M mode.

Even in this embodiment, when switching to the M mode is performed during the shift accompanying the switching to the DS mode, the downshift in the M mode is not executed while allowing the transition from the DS mode to the M mode. As described in FIG. 8, among the target speed ratio i _DS (o) set in the DS mode, a predetermined value closest to the actual speed ratio ia immediately before switching to the DS mode and larger than the actual speed ratio ia. The speed ratio i _DS (a + n) (target speed ratio at time point Q ₎ is fixed as a predetermined speed ratio i _{M (vir)} . For this reason, as shown in FIG. 11, the primary rotational speed Npri is a broken line M fixed to the speed ratio i _DS (a + n) as the speed ratio i _{M (vir) in the} virtual M mode, as in the first embodiment. It _changes so as to follow the virtual M mode line M _(vir) shown.

  Therefore, in the case of this embodiment, as in the first embodiment, after the driver requests engine braking and operates the select lever from the D range position toward the manual downshift (M-) position, As the shift from D mode to DS mode is executed, the downshift is executed. As shown in FIG. 11, although the acceleration G generated by the engine brake and received by the driver decreases rapidly, The decrease is smaller than the conventional one, and the feeling of deceleration given to the driver is not excessive.

  Therefore, according to this embodiment as well, it is possible to prevent excessive engine braking unintended by the driver from occurring without changing the switching procedure of the three D modes, the DS mode, and the M mode.

  Further, as in the present embodiment, it is determined whether or not switching to the M mode has been performed during the shift executed in association with switching to the DS mode, and when it is determined that the switching has been performed during the shifting, the M If the downshift in the mode is prohibited, it can be more reliably determined whether or not the execution of the downshift in the M mode will cause an excessive engine brake that causes the driver to feel uncomfortable.

  The first form and the second form can be used in combination. For example, at the same time as the predetermined time ΔT after switching to the DS mode has elapsed, the end of the shift accompanying the switching to the DS mode is determined, and the downshift operation has been performed before the determination of both ends In this case, the downshift in the M mode is prohibited and fixed at a predetermined gear ratio (predetermined DS mode line), so that only one downshift is allowed while the downshift is completed after both determinations are completed. When a shift operation is performed, two downshifts, that is, a downshift associated with switching to the DS mode and a downshift caused by an operation in the M mode may be allowed.

  In the first mode and the second mode, when the downshift in the M mode is prohibited and fixed at a predetermined gear ratio (predetermined DS mode line) in Step 7, the indicator indicates “M mode. If the driver recognizes it as shift control in the M mode, the engine brake caused by the driver fixing at the predetermined gear ratio (predetermined DS mode line) is Despite feeling that the engine brake was caused by the operation of, the driving can be continued without feeling uncomfortable due to the display of “DS mode” on the indicator.

  FIG. 12 is a flowchart of a third embodiment of the present invention that can be executed by the transmission controller 6 as a modification of the first embodiment. For this reason, the same steps as in FIG.

  In this flowchart, if it is determined in step 6 that the downshift operation in the M mode has been performed with the timer countdown completed, the driver is aware of the DS mode and the M mode as in the first embodiment. If you want to generate a large engine brake by using properly, in step 8, allow the transition to M mode, also allow downshift in M mode, in step 9, The indicator provided on the meter panel 7 or the like is displayed as “M mode”.

  On the other hand, when it is determined in step 6 that the downshift operation in the M mode has been performed in a state where the timer countdown has not ended, in step 31, the transition from the DS mode to the M mode is prohibited. Downshifting in the M mode due to switching from the D mode to the M mode via the DS mode and performing a downshift operation is prohibited. That is, Step 4, Step 6, and 31 correspond to downshift prohibiting means.

Moreover, in step 31, as in step 7 in the first embodiment, the downshift in the M mode is not executed, and the target speed ratio i _DS (o) set in the DS mode is the same as described in FIG. Of these, a predetermined speed ratio i _DS (a + n) (target speed ratio at time point Q) that is closest to the actual speed ratio ia immediately before switching to the DS mode and is larger than the actual speed ratio ia is a predetermined speed ratio. i Fixed as _{M (vir)} . For this reason, as shown in FIG. 7, the primary rotational speed Npri is represented by a broken line M fixed to the speed ratio i _DS (a + n) as the speed ratio i _{M (vir)} in the virtual M mode, as shown in FIG. It _changes so as to follow the virtual M mode line M _(vir) shown.

  Also in step 31, as in step 7, the speed ratio before switching from the D mode to the DS mode is in the speed ratio range (high side) where the speed ratio is lower than the DS mode line DS (i + n). If present, the shift control along the DS mode line DS (i + n) is executed according to the present invention as described above, but the speed ratio before switching from the D mode to the DS mode is the DS mode line DS. (i) Even if the gear ratio is in the gear ratio range (low side) higher than (i), according to the present invention, the gear ratio before switching from the D mode to the DS mode is once maintained, and after that, the driver The shift control according to the DS mode is executed until a select lever operation or an accelerator pedal operation is newly input.

  However, in this embodiment, since the shift from the DS mode to the M mode is prohibited at the same time as the downshift in the M mode in Step 31, the indicator provided in the meter panel 7 or the like is “DS mode” in Step 32. To display.

  When the downshift in the M mode is prohibited and fixed to the predetermined mode line (predetermined gear ratio) as in this embodiment, the DS mode is displayed to the driver by displaying “DS mode” on the indicator. If it is recognized that the shift control is performed in the mode, even if the driver accidentally switches to the M mode, the indicator “M mode” is displayed on the indicator without feeling uncomfortable. Driving can be continued. Also prevents erroneous upshifting or downshifting operation in M mode and accompanying switch signal chattering that occurs when the indicator displays “M mode” even though M mode is prohibited. In addition, it is possible to avoid a shift shock associated with such operations and phenomena.

  FIG. 13 is a flowchart that can be executed by the transmission controller 6 according to a fourth embodiment of the present invention that employs the above steps as a modification of the second embodiment. For this reason, the same steps as in FIG.

  Also in this flowchart, when it is determined in step 21 that the downshift operation in the M mode has been performed in the state where the shift has been completed, the driver is conscious of the DS mode and the M mode as in the second embodiment. If it is desired to generate a large engine brake by using differently, in step 8, the shift to the M mode is permitted, and the downshift in the M mode is also permitted.

  On the other hand, when it is determined in step 21 that the downshift operation in the M mode has been performed in a state where the shift is not completed, in step 31, the transition from the DS mode to the M mode is prohibited, Downshifting in the M mode is prohibited by switching from the D mode to the M mode via the DS mode and performing a downshift operation.

That is, in the step 31, as in the other embodiments, the downshift in the M mode is not executed, and the DS as the target gear ratio i _DS (o) set in the DS mode is the same as described in FIG. The predetermined speed ratio i _DS (a + n) (the target speed ratio at the time point Q) that is closest to the actual speed ratio ia immediately before switching to the mode and is larger than the actual speed ratio ia is set to the predetermined speed ratio i _{M (vir )} . That is, step 21 and step 31 correspond to downshift prohibiting means.

For this reason, as shown in FIG. 7, the primary rotational speed Npri is a virtual M mode line M ₍ shown by a broken line M fixed to the speed ratio i _DS (a + n) as the speed ratio i _{M (vir)} of the virtual M mode. _vir) , but also in this embodiment, in step 31, it was prohibited to shift from DS mode to M mode at the same time as downshifting in M mode. The indicator shows that it is “DS mode”.

  That is, according to the present embodiment, while maintaining the configuration and operational effects peculiar to the second embodiment, the DS displays the “DS mode” on the indicator as in the third embodiment, so that the driver can It can be recognized that the shift control is performed in the mode.

  The above is a preferred embodiment of the present invention, but various modifications can be made within the scope of the claims. For example, when the driver performs an operation again, if a downshift is executed according to the operation, a large engine brake can be generated according to the driver's request.

  Various types of continuously variable transmissions according to this embodiment can be employed. The automatic transmission according to the present invention is not limited to a continuously variable transmission, but may be a stepped automatic transmission. In addition, various configurations employed in the above-described embodiments can be appropriately combined and replaced according to the purpose and application.

1 is a system diagram schematically showing a control system of a continuously variable transmission including a mode switching speed change control device according to an embodiment of the present invention. FIG. It is a change pattern figure of the shift mode which shows the correlation with the select lever operation and shift paddle operation in the continuously variable transmission of the same form, and the shift mode which can be selected by this. FIG. 5 is a diagram (shift map) showing a relationship among a fixed gear ratio in a manual gear shift (M) mode, a coast line in an automatic gear shift (D) mode, and an engine speed conversion line for an initial gear ratio for set deceleration. It is a time chart which shows the effect | action of a conventional apparatus. It is a shift map which shows a time-sequential change when an upshift is performed manually by the driver by a conventional control method. FIG. 4 is a flowchart illustrating a first embodiment of the present invention that can be executed by a transmission controller in order to avoid occurrence of a downshift that is not intended by a driver by using the passage of time. It is a time chart for demonstrating the effect | action of the form. It is a shift map which shows the time-sequential change of the form with an arrow. FIG. 10 is another flowchart that can be executed by the transmission controller in order to avoid the occurrence of a downshift that is not intended by the driver using the shift process, according to the second embodiment of the present invention. It is a time chart which illustrates the method of determining whether it is shifting. It is a time chart for demonstrating the effect | action of the form. It is a 3rd form of this invention, Comprising: It is a flowchart which can be performed with a transmission controller as a modification of a 1st form. It is the 4th form of the present invention, and is a flow chart which can be performed with a transmission controller as a modification of the 2nd form.

Explanation of symbols

1 Continuously variable transmission 2 Select lever
3a, 3b Shift paddle 4 Operation pattern 6 Transmission controller 7 Meter panel 8 Accelerator opening sensor 9 Brake switch
10 Idle switch
11 Longitudinal acceleration sensor
4p P range switch
4r R range switch
4n N range switch
4d D range switch
4dsm DS / M range switch
4mu manual upshift switch
4md manual downshift switch

Claims (5)

A first automatic shift mode for executing shift control based on a preset shift map;
A second automatic shift mode for executing shift control based on another shift map set so as to obtain a gear ratio larger than the gear ratio in the first automatic shift mode;
A manual shift mode for performing an upshift or a downshift according to a driver's operation,
A shift control device at the time of mode switching of an automatic transmission in which switching from a first automatic shift mode to a manual shift mode is performed via a second automatic shift mode,
Mode switching determination means for determining whether or not the first automatic transmission mode is switched to the second automatic transmission mode;
Downshift operation determination means for determining whether or not a downshift operation for switching from the second automatic shift mode to the manual shift mode has been performed after this determination is made;
It is determined whether or not downshift is permitted in the manual shift mode. If the result of this determination is that downshift is not permitted, the automatic shift is provided with downshift prohibiting means for prohibiting the downshift. Shift control device for mode switching of machine.   In claim 1, when the downshift in the manual transmission mode is prohibited, the transmission ratio set in the transmission map in the second automatic transmission mode is closest to the transmission ratio in the first automatic transmission mode. A speed change control device for mode switching of an automatic transmission, wherein the speed change ratio is fixed to a predetermined speed ratio larger than the speed ratio.   The downshift prohibiting means according to claim 1 or 2, wherein the downshift prohibiting means determines that the downshift operation has been performed by the driver within a predetermined time after switching to the second automatic shift mode. A downshift control device for automatic transmission mode switching, characterized in that downshifting is prohibited.   The downshift prohibiting means according to any one of claims 1 to 3, wherein when the downshift prohibiting means determines that the switch to the manual shift mode is performed during the shift that is executed in association with the switch to the second automatic shift mode, A shift control device for automatic transmission mode switching, wherein downshifting in a shift mode is prohibited.   5. The shift control at the time of mode switching of an automatic transmission according to any one of claims 1 to 4, wherein when a downshift operation is performed again from the driver, a downshift corresponding to the operation is executed. apparatus.

Images