JP2016008702A - Shift control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a vehicle running performance by preventing non-required up-shift through re-treading of an accelerator pedal.SOLUTION: This invention relates to a shift control device for automatic transmission comprising an accelerator opening degree detecting part for detecting a treading amount of the accelerator pedal so as to perform a shift control for automatic transmission in response to a treading amount of the accelerator pedal detected by the accelerator opening degree detecting part. There is provided a time counting part for counting time and when it is detected that a treading amount of the accelerator pedal is decreased by a prescribed amount or more, the time counting part prohibits the up-shift during time counting operation.

Description

  The present invention relates to a shift control device for an automatic transmission that shifts an automatic transmission in accordance with a traveling state of a vehicle.

  In a vehicle equipped with an automatic transmission that changes the gear ratio according to the traveling state of the vehicle, for example, a shift that determines the traveling state of the vehicle based on the relationship between the vehicle speed and the accelerator opening (that is, the amount of depression of the accelerator pedal). The gear position is changed based on the map. Specifically, for example, when the traveling state of the vehicle in the second speed changes so as to intersect with the shift line 2-1 indicating the shift from the second speed to the first speed, the gear position is changed from the second speed to the first speed. The

  In such an automatic transmission, it is desired to prevent the occurrence of a busy shift, which is a frequent change of the gear position contrary to the occupant's will. For example, Patent Document 1 discloses a device that prevents the occurrence of a busy shift when traveling in a place where an uphill road and a downhill road are repeated.

  Specifically, a delay time is provided for canceling the uphill control or the downhill control, and when determining the downhill road during the delay time in the uphill control, or when determining the uphill road during the delay time in the downhill control, The road surface gradient threshold value is set smaller than the threshold value when the vehicle is not in the delay time.

Japanese Patent No. 3201152

  By the way, the amount of depression of the accelerator pedal when traveling on an uphill road or downhill road is not always constant. For example, while traveling on an uphill road, the occupant may determine that the desired vehicle speed or acceleration has been obtained, and may depress the accelerator pedal. Then, an upshift may be performed based on the shift map. When the engine torque is reduced due to this, there is a problem that a busy shift occurs because the occupant depresses the accelerator pedal again and shifts down to compensate for the torque reduction.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a shift control device for an automatic transmission that can prevent an unnecessary upshift caused by depressing an accelerator pedal and improve the running performance of the vehicle.

  A shift control apparatus for an automatic transmission according to the present invention includes an accelerator opening detector that detects an amount of depression of an accelerator pedal, and an automatic shift according to the amount of depression of the accelerator pedal detected by the accelerator opening detector. A shift control device for an automatic transmission that performs gear shifting includes a time counting unit that counts time, and when it is detected that the amount of depression of the accelerator pedal is reduced by a predetermined amount or more, the time counting unit counts the time. It is characterized by prohibiting an upshift inside.

  According to the present invention, it is possible to prevent an unnecessary upshift caused by stepping back of the accelerator pedal and improve the running performance of the vehicle.

FIG. 1 is a block diagram showing a simplified configuration of a shift control device for an automatic transmission according to an embodiment of the present invention and some devices electrically connected to the automatic transmission. FIG. 2 is a diagram illustrating an example of a shift map for an uphill road used in the shift control device for an automatic transmission according to an embodiment of the present invention. The shift timing is determined based on the shift line indicated in the shift map. It is determined from the relationship with the accelerator opening. FIG. 3 is a diagram showing an example of an APSd map used in the shift control device for an automatic transmission according to an embodiment of the present invention. In the APSd map, the threshold value of each accelerator opening is determined from the vehicle speed and the uphill slope. It has been decided. FIG. 4 is a diagram showing an example of a timer time T map used in the shift control device for an automatic transmission according to an embodiment of the present invention. In the timer time T map, each timer time T is calculated from the vehicle speed and the uphill slope. It has been decided. FIG. 5 is a diagram showing an example of a SLOPEu map used in the shift control device for an automatic transmission according to an embodiment of the present invention. In the SLOPEu map, each uphill gradient threshold is determined from the vehicle speed and the gear stage. ing. FIG. 6 is a diagram showing an example of a flowchart for determining whether or not upshifting is executed in the shift control device for an automatic transmission according to the embodiment of the present invention.

  Hereinafter, a shift control apparatus for an automatic transmission according to an embodiment of the present invention will be described in detail with reference to FIGS. 1 to 6.

  FIG. 1 shows a shift control device 100 for an automatic transmission according to an embodiment of the present invention and a part of a vehicle electrically connected thereto.

  The transmission control device 100 includes a TCM (Transmission Control Module) (transmission control module) 10 for controlling an AT (Automatic Transmission) (automatic transmission) 150, and the TCM 10 includes an EG (Engine) 250. It is connected to an ECM (Engine Control Module) (engine control module) 200 for control, for example, by communication using CAN (Control Area Network) as an example of a network standard.

  The TCM 10 is electrically connected to the AT 150 and supplies an AT control signal to the AT 150 to control the AT 150. The ECM 200 is electrically connected to the EG 250 and supplies an EG control signal to the EG 250 to control the EG 250.

  The driving force of the EG 250 is transmitted to the AT 150, and the rotation speed, the rotation direction, and the torque are converted according to the gear ratio, and the converted driving force is transmitted to the wheel 300 via the differential gear 160. .

  In the speed change control device 100, the G sensor 20, the vehicle speed detection unit 30, the accelerator opening detection unit 40, various sensors 50, the time measuring unit 60, and the storage unit 70 are connected to the TCM 10.

  The G sensor 20 is a device that outputs signals representing acceleration and deceleration acting on the vehicle, and functions as a gradient detection unit that detects the gradient of the uphill road (climbing gradient) on which the vehicle is traveling. However, instead of using the G sensor 20, the TCM 10 may have a function of a gradient detection unit and calculate an uphill gradient from data such as vehicle speed, torque, and gear ratio obtained from other sensors.

  The vehicle speed detection unit 30 detects the current vehicle speed.

  The accelerator opening detector 40 detects the opening of the accelerator pedal, in other words, the amount of depression of the accelerator pedal.

  The various sensors 50 include sensors that detect the input rotation speed and output rotation speed to the AT 150, the oil temperature, the gear stage of the automatic transmission, and the like.

  The timer 60 is for counting time, and the TCM 10 determines whether or not a predetermined timer time T has elapsed based on the time count, as will be described later.

  The storage unit 70 stores various maps described later in advance, and also temporarily detects the G sensor 20, the vehicle speed detection unit 30, the accelerator opening detection unit 40, detection signals from the various sensors 50, and data read from the various maps. Remember me.

  FIG. 2 shows a shift map stored in the storage unit 70. In this shift map, the X-axis indicates the vehicle speed, the Y-axis includes orthogonal coordinates indicating the accelerator opening, and the timing of shifting from the second speed to the first speed is indicated by a shift line connecting white diamonds. The timing for shifting to high speed is indicated by a shift line connecting black diamonds, the timing for shifting from 3rd speed to 2nd speed is indicated by a shift line connecting x marks, and the timing for shifting from 2nd speed to 3rd speed is indicated by a black square The timing for shifting from the 4th speed to the 3rd speed is indicated by a shift line connecting white triangles, and the timing for shifting from the 3rd speed to the 4th speed is indicated by shift lines connecting the black triangles.

  The shift map shown in FIG. 2 is an example of an uphill road shift map. In addition, the storage unit 70 also stores shift maps for flat roads, sports driving, and the like.

  According to the shift map shown in FIG. 2, the traveling state of the traveling vehicle indicated by the broken line is, for example, at the position of M0 first on the shift map, and the accelerator opening is determined by the driver returning the accelerator pedal. As the vehicle speed increases, the vehicle speed increases and the vehicle moves to the position M2 along the broken line.

  At this time, the traveling state of the vehicle crosses the shift line connecting the black diamonds indicating the timing of shifting from the first speed to the second speed at the position of M1. As a result, the gear stage of the vehicle is shifted up from the first speed to the second speed.

  Next, when the driver depresses the accelerator pedal, the accelerator opening increases, while the vehicle speed decreases, so that the traveling state of the vehicle moves along the broken line from the position of M2. In this case, the running state of the vehicle is such that the shift line connecting the white diamond indicating the timing of shifting from the 2nd speed to the 1st speed after crossing the shift line connecting the black diamond again at the position of M3 is M4. It will cross at the position. As a result, the gear position of the vehicle is shifted down from the second speed to the first speed.

  As described above, since the automatic transmission automatically changes the gear position according to the shift map, a busy shift state may occur in which the gear shifts down immediately after being shifted up.

  FIG. 3 shows an APSd map stored in the storage unit 70. The APSd map defines, for example, a threshold value for the amount of change in the accelerator opening in the relationship between each vehicle speed that increases every 10 km / hour and each climb slope that increases by 1% from 3% to 9%. If the change amount of the accelerator opening degree of the vehicle that is running exceeds the threshold value of the change amount of the accelerator opening degree at the vehicle speed and the uphill slope, the TCM 10 prohibits the upshift as will be described later.

  In the APSd map of FIG. 3, the threshold value of the change amount of the accelerator opening increases as the vehicle speed decreases and the uphill gradient decreases, and the change amount of the accelerator opening increases as the vehicle speed increases and the uphill gradient increases. The threshold is getting smaller.

  FIG. 4 shows a timer time T map stored in the storage unit 70. The timer time T map defines, for example, a timer time T to be counted in the relationship between each vehicle speed increasing every 10 km / hour and each climbing slope increasing by 1% from 3% to 9%. As will be described later, the TCM 10 is determined based on the time count of the time measuring unit 60 based on the time count of the timekeeping unit 60 and the relationship between the vehicle speed of the running vehicle and the uphill slope at that time, as will be described later. It is determined whether the timer time T has elapsed.

  In the timer time T map of FIG. 4, the timer time T that should be counted increases as the vehicle speed decreases and the uphill slope decreases, and the timer time T that should count up decreases as the vehicle speed increases and the uphill slope increases. It has become.

  The reason why the threshold value of the change amount of the accelerator opening in FIG. 3 and the timer time T in FIG. 4 are set as described above is as follows.

  The occupant needs to step on the accelerator pedal as the slope or the vehicle speed increases. The more the accelerator pedal is depressed, the smaller the amount of return of the accelerator pedal and the smaller the rate of change of the accelerator pedal. In such a case, the possibility of a busy shift is relatively low compared to when the climbing slope and vehicle speed are low, so the upshift to prevent the busy shift and the time to prohibit this upshift are reduced. It doesn't have to be long.

  FIG. 5 shows a SLOPEu map stored in the storage unit 70. The SLOPEu map, for example, travels at the time when the relationship between each vehicle speed that increases every 10 km / hour and the gear stage that increases by 1 stage from 1st to 5th (1st, 2nd, 3rd, 4th, 5th) is established. The road slope grade threshold is set. As will be described later, when the TCM 10 determines whether the upshift is permitted or not, it is increased if the climbing slope of the running road surface is smaller than the climbing slope determined by the vehicle speed of the traveling vehicle and the climbing gradient at that time. A shift will be allowed.

  In the SLOPEu map of FIG. 5, the climbing slope threshold value increases as the vehicle speed decreases and the gear stage decreases, and the climbing slope threshold value decreases as the vehicle speed increases and the gear stage increases.

  The reason for setting the uphill slope threshold in this way is that the greater the vehicle speed and the greater the gear position, the more easily affected by the decrease in the torque of the EG 250 due to the upshift, which may increase the amount of depression of the accelerator pedal due to the decrease in torque. Because there is. This is because an increase in the amount of depression of the accelerator pedal may cause a busy shift, and this busy shift is prevented.

  FIG. 6 is a diagram illustrating an example of a flowchart for determining whether or not to permit an upshift executed in the shift control apparatus 100.

  First, the TCM 10 determines whether or not the road surface on which the vehicle is traveling is an uphill road based on a signal indicating the uphill slope output from the G sensor 20 (step S61). In this case, as described above, the TCM 10 calculates an uphill slope from data such as vehicle speed, torque, and gear ratio obtained from other sensors, and determines whether the road surface on which the vehicle is traveling is an uphill road. May be.

  If the TCM 10 determines that the road surface on which the vehicle is traveling is not an uphill road, the process returns to step S61.

  If the TCM 10 determines that the road surface on which the vehicle is traveling is an uphill road, then the TCM 10 reads the uphill road shift map from the storage unit 70, and the vehicle speed detection unit 30 reads this shift map. The data indicating the vehicle speed received from the vehicle and the data indicating the accelerator opening received from the accelerator opening detection unit 40 are applied.

  Thereby, it is determined whether or not there is a high possibility that the traveling state of the vehicle intersects the shift line representing the upshift timing in the shift map (step S62).

  If the TCM 10 determines that there is a low possibility of upshifting in the current running state of the vehicle, the TCM 10 does not need to control whether to allow upshifting, and therefore returns the process to step S61.

  On the other hand, when the TCM 10 determines that there is a high possibility of upshifting in the current driving state of the vehicle, the TCM 10 reads an APSd map stored in advance in the storage unit 70, and from this APSd map, from the G sensor 20 Based on the received data indicating the climb slope and the data indicating the vehicle speed received from the vehicle speed detection unit 30, a threshold value for the change amount of the accelerator opening is obtained.

  Further, the TCM 10 obtains the change amount of the accelerator opening degree of the currently traveling vehicle based on the accelerator opening degree received from the accelerator opening degree detection unit 40, and the change amount is determined by the vehicle speed and the uphill slope of the vehicle. It is determined whether or not the accelerator opening threshold of the APSd map is exceeded (step S63).

  The amount of change in the accelerator opening exceeds the threshold value of the accelerator opening in the APSd map because the driver has returned the accelerator pedal too much. There is a high possibility of changing so as to intersect the line indicating the upshift on the map. For this reason, it is necessary to prohibit upshifting.

  For this reason, when the TCM 10 determines that the amount of change in the accelerator opening exceeds the accelerator opening threshold in the APSd map, the TCM 10 prohibits the upshift and starts the time counting of the time measuring unit 60 (step S10). S64).

  Subsequent to step S64, the TCM 10 reads a timer time T map stored in the storage unit 70 in advance. Based on the signal indicating the uphill gradient received from the G sensor 20 and the signal indicating the vehicle speed received from the vehicle speed detection unit 30, the TCM 10 determines the vehicle speed of the current vehicle and the traveling uphill road from the read timer time T map. A timer time T corresponding to the uphill slope is obtained, and it is determined whether or not the time count by the time measuring unit 60 has elapsed for the timer time T (step S65).

  Even if the timer time T has not elapsed, the climbing slope of the traveling path is small, and even if the gear stage is upshifted, if there is no shortage of driving force at the upshifted gear stage, The vehicle can continue to run without downshifting.

  Therefore, when the TCM 10 determines that the time count by the time measuring unit 60 has not passed the timer time T of the timer time T map, the TCM 10 reads the SLOPEu map stored in advance in the storage unit 70, and from the SLOPEu map, Based on the signal indicating the vehicle speed received from the vehicle speed detection unit 30 and the signal indicating the gear stage received from the various sensors 50, an uphill gradient threshold value is obtained.

  Thereby, the TCM 10 determines whether or not the climbing slope (SLOPE) of the traveling road surface received from the G sensor 20 is smaller than the climbing slope threshold value of the SLOPEu map (step S67).

  When the TCM 10 determines that the climbing slope (SLOPE) of the road surface on which the vehicle is traveling is larger than the climbing slope threshold of the SLOPEu map, the process returns to step S65.

  On the other hand, when the TCM 10 determines in step S65 that the time count by the timer 60 has exceeded the timer time T, in step S67, the slope of the road on which the vehicle is traveling (SLOPE) is the slope of the SLOPEu map. When it is determined that the value is smaller than the threshold value, or when it is determined in step S63 that the change amount of the accelerator opening does not exceed the threshold value of the accelerator opening of the APSd map, the upshift is permitted. (Step S66), the process for determining whether or not the upshift is permitted ends.

  Thus, the shift control device 100 of the automatic transmission includes the accelerator opening detection unit 40 that detects the depression amount of the accelerator pedal, and according to the depression amount of the accelerator pedal detected by the accelerator opening detection unit 40, The shift control device 100 of the AT 150 that shifts the automatic transmission includes a time counting unit 60 that counts time, and detects that the accelerator pedal depression amount detected by the accelerator opening detection unit 40 has been reduced by a predetermined amount or more. If it is (step S63), the time measuring unit 60 prohibits an upshift during time counting.

  According to this shift control device 100 for an automatic transmission, unnecessary upshifts due to depression of the accelerator pedal can be prevented, and the running performance of the vehicle can be improved.

  Further, the shift control device 100 of the automatic transmission includes a vehicle speed detection unit 30 that detects the vehicle speed and a G sensor 20 that detects the gradient of the road surface on which the vehicle travels. The upshift is permitted when the gradient of the traveling uphill road is smaller than a predetermined uphill slope threshold value determined from the relationship between the vehicle speed detected by the vehicle speed detection unit 30 and the gradient detected by the G sensor 20. (Step S67) may be performed.

  According to the shift control device 100 for this automatic transmission, even if the possibility of prohibiting upshifting is high, even if the climbing slope of the travel path is small and the gear stage is upshifted, the upshifted gear stage Since there is no shortage of driving force, the vehicle can continue to travel without downshifting again, so that it is possible to improve the traveling performance of the vehicle by upshifting without waiting for a predetermined time. .

  As described above, the embodiments of the present invention have been described, but it is obvious that those skilled in the art can make changes, modifications, and alterations without departing from the scope of the present invention. Such alterations, modifications, and variations and equivalents are intended to be included within the scope of the claims.

10 TCM
20 G sensor (gradient detector)
30 Vehicle speed detector 40 Accelerator opening detector 50 Various sensors 60 Timekeeping unit 70 Storage unit 100 Transmission control device 150 AT (automatic transmission)
160 Differential Gear 200 ECM (Engine Control Module)
250 EG (Engine)
300 wheels

Claims (2)

An accelerator position detector that detects the amount of accelerator pedal depression,
In a shift control device for an automatic transmission that shifts an automatic transmission according to the amount of depression of an accelerator pedal detected by the accelerator opening detector,
It has a timekeeping part that counts time,
The shift control device for an automatic transmission, wherein when the depression amount of the accelerator pedal is detected to be decreased by a predetermined amount or more, the time measuring unit prohibits an upshift during time counting. A vehicle speed detector for detecting the vehicle speed;
A slope detection unit that detects the slope of the road surface on which the vehicle travels,
During the time counting of the time measuring unit, the gradient of the uphill road on which the vehicle travels is a predetermined uphill gradient determined from the relationship between the vehicle speed detected by the vehicle speed detection unit and the gradient detected by the gradient detection unit. 2. The shift control apparatus for an automatic transmission according to claim 1, wherein an upshift is permitted by being smaller than a threshold value.

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