JP2007100924A - Vehicular transmission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To compatibly attain accelerating conveniences and decelerating control of a transmission which has a function of selecting a shift stage or a shift range according to the manual operation of a driver. <P>SOLUTION: When an engine speed NE exceeds an upper limit speed NEU (yes in Sp108), unless a decelerating request exists (no in Sp110), automatic shift-up is executed in spite of manual mode control (Sp106). However, even in the case of NE>NEU (yes in Sp108), when the existence of the decelerating request of the driver is determined (yes in Sp110), automatic shift-up is not executed. Since the automatic shift-up of the shift stage is prohibited when the decelerating request of the driver exists, the automatic shift-up against the intention of the driver who desires to increase engine braking force is prevented. This achieves the above issue. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle transmission control apparatus having a function of selecting a gear position and a gear range corresponding to a manual operation of a driver.

  In automatic transmissions for vehicles, there is an automatic transmission control device that enables automatic mode control and manual mode control that selects a shift stage and a shift range corresponding to a driver's operation (see, for example, Patent Document 1).

  In manual mode control like this, especially when the engine speed rises above the upper limit speed, automatic shift-up is executed in spite of the manual mode, thereby accelerating even in manual mode control. An easy method can be considered.

In addition, even when switching between gear ranges with different maximum gear ratios, instead of increasing the gear speed itself, when the engine speed increases above the upper limit during manual mode control, the higher maximum gear ratio is automatically increased. A method for facilitating acceleration by increasing the shift range can be considered.
JP-A-2-125174 (page 3-5, FIG. 1)

  However, when shifting up based on the upper engine speed during manual mode control, when the driver wants to increase the engine braking force on a downhill, the engine speed increases to shift beyond the upper engine speed. Will be executed. For this reason, there is a possibility that a desired engine braking force cannot be obtained despite the manual mode control.

The same can be said for switching between shift ranges.
An object of the present invention is to provide a vehicle transmission control device that can achieve both convenience during acceleration and deceleration controllability in a transmission having a function of selecting a shift speed and a shift range according to a manual operation of a driver. It is what.

In the following, means for achieving the above object and its effects are described.
The vehicle transmission control device according to claim 1 is a vehicle transmission control device that performs manual mode control for selecting a gear position corresponding to a manual operation of a driver with respect to a manual operation unit, and the manual transmission mode is controlled during manual mode control. A manual mode control automatic up means for automatically increasing the gear position when the rotational speed of the rotational power source exceeds the upper limit rotational speed, a deceleration request presence / absence detecting means for detecting the presence / absence of a driver's deceleration request, When the deceleration request presence / absence detecting means determines that the driver's deceleration request exists, the automatic up prohibiting means for prohibiting the automatic increase of the gear position by the automatic up means during the manual mode control is provided. It is characterized by that.

  The driver's request for deceleration exists even when the manual mode control automatically increases the gear position because the rotational speed of the rotational power source exceeds the upper limit during manual mode control. In the case where it is determined that there is, the automatic up prohibiting means prohibits the automatic increase of the gear position.

  For this reason, when the driver does not request deceleration, the automatic up prohibiting means does not prohibit the automatic increase of the gear position, so that acceleration can be facilitated even during manual mode control. On the other hand, the automatic up prohibiting means prohibits the automatic increase of the gear position when there is a driver's deceleration request, so it can be automatically shifted up against the driver's intention to increase the engine braking force. Is prevented.

This makes it possible to achieve both convenience during acceleration and deceleration controllability in a transmission having a function of selecting a gear position corresponding to the manual operation of the driver.
According to a second aspect of the present invention, the vehicle transmission control device according to the first aspect corresponds to the processing for automatically increasing the gear position by the automatic-up means during the manual mode control and the manual operation of the driver for the manual operation unit. And when the shift speed up process including the process of increasing the shift speed is determined to be overlapped by the up process overlap determining means and the up process overlap determining means, And a duplication prohibiting means for limiting the speed-up process to one time.

  If the gear position is automatically increased during the manual mode control, there is a case where there is an overlap with the process of increasing the gear position in response to the manual operation of the driver. When the gear speed up process overlaps including such a case, the duplication prohibiting means prohibits the gear speed up process for the overlap and limits the gear speed up process to one time.

  As a result, even though the driver performs the upshift once, the phenomenon that the upshift twice occurs due to the overlap with the gear up process by the automatic up means during the manual mode control does not occur. Therefore, it is possible to prevent a shift up with a sense of incongruity during manual mode control.

  According to a third aspect of the present invention, there is provided the vehicle transmission control apparatus according to the first or second aspect, wherein the shift-up prohibition determining unit determines whether there is a shift-up prohibition request in another vehicle travel control unit, and the shift An up prohibition means at the time of a shift up prohibition request for prohibiting a process of automatically increasing the shift stage by the automatic up means during the manual mode control when the up prohibition determination means determines that there is a shift up prohibition request. It is characterized by having.

  In this way, when there is a shift up prohibition request in other vehicle travel control means, the up prohibition means at the time of shift up prohibition request prohibits the shift stage up process by the automatic up means at the time of manual mode control, Interference between vehicle travel controls can be prevented, and deterioration of controllability can be prevented.

  According to a fourth aspect of the present invention, there is provided a vehicle transmission control apparatus that performs manual mode control for selecting a shift range corresponding to a manual operation of a driver with respect to a manual operation unit from a plurality of shift ranges having different maximum speed ratios. A gear control device with a higher maximum gear ratio when the rotational speed of the rotational power source exceeds the upper limit when running at the maximum gear ratio in the current gear range under manual mode control. Auto-up means during manual mode control that automatically increases to the range, deceleration request presence / absence detection means for detecting the presence / absence of a driver's deceleration request, and determination that the driver's deceleration request exists by the deceleration request presence / absence detection means When the manual mode control is performed, the automatic up prohibiting the automatic up of the shift range by the automatic up means is prohibited. Characterized in that a stop means.

  Even under manual mode control, if the rotational speed of the rotational power source exceeds the upper limit when traveling at the maximum speed ratio in the current speed range, the automatic up means during manual mode control will change the speed with a higher maximum speed ratio. The range is automatically changed to the range. As a result, in a transmission having a function of selecting a shift range corresponding to the manual operation of the driver, convenience during acceleration can be improved.

  On the other hand, if it is determined that the driver's deceleration request exists even if the automatic up means during manual mode control automatically enters the range-up state, the automatic up prohibiting means Automatic range up to shift range with is prohibited. For this reason, a range change in which a high gear is automatically selected is prevented against the driver's intention to increase the engine braking force.

Thus, in a transmission having a function of selecting a shift range corresponding to the manual operation of the driver, both convenience during acceleration and deceleration controllability can be achieved.
According to a fifth aspect of the present invention, the vehicle transmission control device according to the fourth aspect corresponds to the processing for automatically increasing the shift range by the automatic up means during the manual mode control and the manual operation of the driver for the manual operation unit. And when the shift range up process including the process of increasing the shift range overlaps, the up process overlap determination unit that determines whether or not the overlap occurs, and the up process overlap determination unit determines that the overlap occurs. And a duplication prohibiting means for limiting the shift range up process to one time.

  If the shift range is automatically increased by the automatic increase means during manual mode control, there may be overlap with the process of changing to a shift range with a higher maximum gear ratio corresponding to the manual operation of the driver. In such a case, the duplication prohibiting means prohibits the shift range up process for the overlap and limits the shift range up process to one time.

  Accordingly, it is possible to prevent the shift range from being increased twice by overlapping the shift range increase process by the automatic increase means during manual mode control even though the driver has increased the range once. As a result, it is possible to prevent the shift range from being uncomfortable.

  The vehicle transmission control device according to claim 6 is the vehicle transmission control apparatus according to claim 4 or 5, wherein the range-up prohibition determining unit determines whether or not there is a range-up prohibition request in another vehicle travel control unit, and the range. When the up prohibition determining means determines that there is a range up prohibition request, the up prohibiting means at the time of the range up prohibition request for prohibiting the process of automatically increasing the shift range by the automatic up means during the manual mode control is provided. It is characterized by having.

  Thus, when there is a range up prohibition request in other vehicle travel control means, the up prohibition means at the time of range up prohibition request prohibits the shift range up processing by the automatic up means at the time of manual mode control. As a result, interference between vehicle travel controls can be prevented and deterioration of controllability can be prevented.

  The vehicle transmission control device according to claim 7, wherein the up process duplication determination means includes a process of automatically up by the automatic up means during the manual mode control, and the manual operation unit. When the execution interval of the up process different from the process up corresponding to the manual operation of the driver is within the reference time, it is determined that duplication occurs.

  In this way, by determining that two different up processes are executed within the reference time when the up process is duplicated, the shift stage up process or the shift range up process having a sense of incongruity is more reliably performed. Can be prevented.

  According to an eighth aspect of the present invention, the vehicle transmission control device according to the third or sixth aspect is characterized in that the other vehicle travel control means is an auto-cruise control system or a vehicle stability control system.

  As other vehicle travel control means, an auto cruise control system or a vehicle stability control system can be cited, and interference with these systems can be prevented to enable more stable vehicle travel.

  The vehicle transmission control apparatus according to claim 9, wherein the deceleration request presence / absence detection means determines that a deceleration request is present when there is no driver acceleration request. It is characterized by doing.

  In this way, when the driver does not request acceleration, a deceleration request is present, thereby prohibiting the automatic increase of the shift speed or the automatic increase to a higher shift range. For this reason, the shift-up process and the shift range-up process, which are contrary to the driver's intention to increase the engine braking force, are prevented.

  Accordingly, in a transmission having a function of selecting a gear position or a gear range in response to a manual operation of the driver, both convenience during acceleration and deceleration controllability can be achieved.

  According to a tenth aspect of the present invention, in the vehicle transmission control device according to any one of the first to ninth aspects, the manual mode control automatic-up means is configured to rotate the input shaft of the transmission instead of the rotational speed of the rotational power source. It is determined whether the upper limit number of rotations has been exceeded using the number or the output shaft number of rotations.

  Instead of determining directly using the rotational speed of the rotational power source in this way, the determination may be made using the input shaft rotational speed or the output shaft rotational speed of the transmission. This increases the degree of freedom in selecting the determination target rotational speed.

[Embodiment 1]
FIG. 1 is a block diagram showing a gasoline engine (hereinafter referred to as an engine) 2 as a rotational power source, an automatic transmission 4 with a manual mode function, and ECUs (electronic control units) 6 and 8 thereof. The engine 2 is mounted on a vehicle as an automobile engine. Here, a gasoline engine is used as the rotational drive source, but a diesel engine may be used instead of this, an electric motor, a hybrid engine, or another engine may be used. As the automatic transmission, a stepped transmission for a vehicle is used as will be described later. However, a continuously variable transmission for a vehicle may be used. In this case, in this embodiment, a stepped step is performed during manual mode control. Therefore, a shift is performed. In this way, the present invention can be applied not only to a stepped transmission but also to a continuously variable transmission that performs a stepped shift.

  Here, the engine 2 is provided with a plurality of cylinders, for example, 4 to 8 cylinders, each of which is provided with a fuel injection valve in the intake port, and this fuel injection valve is requested according to the operating state. An amount of fuel is injected for each cylinder. The engine 2 is provided with various sensors 10 such as an intake air amount sensor, an accelerator opening sensor, a throttle opening sensor, an engine speed sensor 20, a cooling water temperature sensor, and an intake air temperature sensor. The engine ECU 6 detects the driving state of the engine 2 and the traveling state of the vehicle by using these outputs, a brake pedal force sensor, a brake switch, and the like provided in the vehicle. The engine ECU 6 also communicates with the speed change ECU 8 to exchange commands and data with each other. Based on these commands and data, the engine ECU 6 controls the operation of the engine 2 by throttle opening control, fuel injection amount control, and the like.

  The automatic transmission 4 is a torque converter type automatic transmission, and is a stepped transmission for a vehicle that performs a shift by controlling the operation of a rotating element such as a planetary gear and an engaging element including a clutch and a brake. The various sensors 10 also include a shift position sensor, an input shaft rotational speed sensor 22 and an output shaft rotational speed sensor 24 provided in the automatic transmission 4. The shift ECU 8 determines the driver's operation state and the internal state of the automatic transmission 4 based on data such as the accelerator opening ACCP, the throttle opening, the engine speed NE, the shift position, the input shaft speed Ni, and the output shaft speed No. The vehicle running state is detected and the shift control for the automatic transmission 4 is executed. Further, among the data detected by the engine ECU 6, data such as the coolant temperature and the brake state are also read. As described above, the speed change ECU 8 also communicates with the engine ECU 6 to exchange commands and data with each other. The shift ECU 8 performs shift control of the automatic transmission 4 by switching the electromagnetic valve of the hydraulic control circuit 4a based on these commands and data. For example, at the time of automatic shifting, the gear position of the automatic transmission 4 is determined based on the vehicle speed SPD and throttle opening (or accelerator opening ACCP) from a previously stored shift diagram. During manual mode control, the gear position corresponding to the upshift or downshift instruction by the shift lever 4b is determined, and the solenoid valve of the hydraulic control circuit 4a is switched to establish the determined gear position.

  The engine ECU 6 and the shift ECU 8 include a CPU, a ROM that stores various programs and maps in advance, a RAM that temporarily stores calculation results, a non-volatile memory that stores calculation results and pre-stored data, and the like. It is mainly composed of a microcomputer equipped with an interface.

  FIG. 2 shows a gear train skeleton diagram of the automatic transmission 4, and FIG. 3 shows an operation table explanatory diagram for explaining the operating state of the engagement elements when each gear stage is established in the automatic transmission 4. The automatic transmission 4 is controlled by the engagement / release control by the hydraulic pressure of the clutches C1, C2, C3, C4 and the brakes B1, B2 as the engagement elements, and the one-way clutch F1, so that the operation table of FIG. Such shift stages can be realized automatically and manually.

  As a result, the rotational force of the engine 2 is transmitted from the engine output shaft (here, the crankshaft 12) to the input shaft 16 of the automatic transmission 4 via the torque converter 14, and is then shifted according to the gear ratio. It is transmitted to the output shaft 18. The torque converter 14 is provided with a lock-up clutch 14a so that the crankshaft 12 and the input shaft 16 of the automatic transmission 4 can be directly connected.

  The crankshaft 12 is provided with an engine speed sensor 20, the input shaft 16 of the automatic transmission 4 is provided with an input shaft speed sensor 22, and the output shaft 18 is provided with an output shaft speed sensor 24. The rotational speed NE, the input shaft rotational speed Ni, and the output shaft rotational speed No are detected.

  FIG. 4 shows a shift pattern realized by the shift lever 4b provided in the manual operation unit of the automatic transmission 4. Here, “P (parking)” for parking, “R (reverse)” for reverse traveling, “N (numeric)” for interrupting power transmission, “D (drive) for forward traveling by automatic shifting ) ”, And“ S (sequential) ”for forward travel that can be manually shifted as manual mode control.

In the “D” position, the shift ECU 8 performs automatic shift based on the engine load and the vehicle speed based on shift diagram data stored in the memory.
On the other hand, in the “S” position, the shifting ECU 8 executes manual mode control. In this manual mode control, every time the shift lever 4b is tilted to the “+” side (forward), the gears are sequentially shifted up (shift up process) in the range from the first speed (1st) to the eighth speed (8th). Each time the shift lever 4b is tilted to the “−” side (rear), the gear is sequentially shifted down in the range from the eighth speed (8th) to the first speed (1st). This allows the driver to change speed as desired. Further, even during such manual mode control, when the engine speed exceeds the upper limit engine speed, a process for automatically shifting up (shifting speed increasing process) is also executed.

  The shift process during manual mode control is shown in the flowchart of FIG. This process is a process that is executed in a state where the shift lever 4b is set to “S” and is repeatedly executed at a constant period as long as the shift lever 4b is set to “S”.

  When this processing is started by arranging the shift lever 4b at “S”, it is first determined whether or not a downshift operation has been performed (Sp100). That is, it is determined whether or not the shift lever 4b is tilted to the “−” side. If a downshift operation has been performed (Yes in Sp100), the gear change ECU 8 issues a downshift instruction to the hydraulic control circuit 4a (Sp102). When the state before the shift is the first speed, the first speed is maintained here.

  On the other hand, if a downshift operation has not been performed (No in Sp100), it is determined whether or not a next upshift operation has been performed (Sp104). That is, it is determined whether or not the shift lever 4b is tilted to the “+” side. If a shift-up operation has been performed here (Yes in Sp104), the shift ECU 8 issues a shift-up instruction to the hydraulic control circuit 4a (Sp106). If the state before the shift is the eighth speed, the eighth speed is maintained here.

  If neither a downshift operation nor an upshift operation has been performed (No in Sp100, no in Sp104), it is next determined whether or not the engine speed NE exceeds the upper limit engine speed NEU (Sp108). Here, the upper limit rotational speed NEU may be an upper limit value of the engine rotational speed NE provided in common for the first speed to the eighth speed, and the engine rotational speed NE provided for each of the first speed to the eighth speed. The upper limit value may be used.

  If NE ≦ NEU (No in Sp108), there is no shift change operation on the driver side (no in Sp100, no in Sp104), so this process is temporarily terminated. Therefore, the gear position is maintained as it is.

  If NE> NEU (yes in Sp108) without any downshifting or upshifting operation (No in Sp100 and No in Sp104), then the accelerator ON duration Tacon is the reference time TTH (for example, 1 s). It is determined whether or not (S110). This is a determination for detecting that the driver does not request acceleration, that is, a state where the accelerator pedal depression duration is equal to or shorter than the reference time TTH as a deceleration request.

  This accelerator ON duration Tacon is measured at a constant time period by the accelerator ON duration counting process shown in FIG. In the accelerator ON duration counting process, first, it is determined whether or not the accelerator opening is larger than 0% (Sp120). If the accelerator opening is greater than 0% (Yes in Sp120), then the accelerator ON duration Tacon is incremented (Sp122), and this process is temporarily terminated. If the accelerator opening is 0% (No in Sp120), the driver does not depress the accelerator pedal at all, and the value of the accelerator ON duration Tacon is cleared (Sp124), assuming that it is a deceleration request. Exit. In this manner, the time during which the accelerator opening is larger than 0%, that is, the state where the accelerator pedal is depressed by the driver is counted.

  Returning to the description of the manual mode control process (FIG. 5), if Tacon ≦ TTH (Yes in Sp110), it is determined that a deceleration request exists and this process is temporarily terminated without giving an upshift instruction.

  On the other hand, if Tacon> TTH (No in Sp110), a shift-up instruction is given assuming that there is no deceleration request (Sp106), and this process is temporarily terminated. By this shift-up instruction, the shift stage of the automatic transmission 4 is increased by one up to the eighth speed.

  In the configuration described above, the speed change ECU 8 corresponds to a vehicle transmission control device. Steps Sp108 and Sp106 of the manual mode control process (FIG. 5) correspond to the process as the automatic up means during the manual mode control, and Step Sp110 and the accelerator ON duration counting process (FIG. 6) correspond to the process as the deceleration request presence / absence detection means. To do. The process that ends without executing the upshift instruction (Sp106) when it is determined yes in step Sp110 corresponds to the process as the automatic up prohibiting means.

According to the first embodiment described above, the following effects can be obtained.
(I). During manual mode control, if the engine speed NE exceeds the upper limit speed NEU (yes in Sp108), the engine will automatically shift in spite of the manual mode control unless there is a deceleration request (No in Sp110). Up (Sp106).

  However, even if the engine speed NE exceeds the upper limit engine speed NEU (Yes in Sp108), if it is determined that there is a driver deceleration request (Yes in Sp110), automatic upshifting (Sp106) ) Is not executed.

  In this way, when the driver's deceleration request exists, the automatic increase of the gear position is prohibited, so that it is not possible to automatically shift up against the driver's intention to increase the engine braking force. Is done.

This makes it possible to achieve both convenience during acceleration and deceleration controllability in a transmission having a function of selecting a gear position corresponding to the manual operation of the driver.
[Embodiment 2]
In the present embodiment, the manual mode control process of FIG. 7 is executed instead of the process of FIG. Further, the elapsed time counting process after the upshift instruction shown in FIG. 8 is repeatedly executed at regular time intervals. Other configurations are the same as those in the first embodiment.

  The manual mode control process (FIG. 7) differs from the process of FIG. 5 in that it is determined whether or not the elapsed time Tup after the upshift instruction is longer than the reference time TU immediately before the upshift instruction (Sp106). This is a point where processing (Sp120) exists. In FIG. 7, the other processes are the same as those in FIG. 5, and the same processes as those in FIG. 5 are denoted by the same step numbers.

  After it is determined yes in step Sp104 or after it is determined no in step Sp110, if Tup> TU (yes in Sp120), an upshift instruction (Sp106) is executed. However, if Tup ≦ TU (No in Sp120), the upshift instruction (Sp106) is not executed, and the upshift operation by the driver or the automatic upshift during manual mode control at this time is cancelled. It will be.

  The elapsed time Tup after the upshift instruction is counted in the elapsed time after the upshift instruction counting process (FIG. 8). In this process, it is first determined whether or not there is a new upshift instruction (Sp130). If a new upshift instruction (FIG. 7: Sp106) is given between the previous control period and the current control period (yes in Sp130), the value of the elapsed time Tup after the upshift instruction is cleared ( Sp132).

  On the other hand, if a new upshift instruction (FIG. 7: Sp106) has not been issued (No in Sp130), the value of the elapsed time Tup after the upshift instruction is incremented (Sp134). Thus, the elapsed time after the latest upshift instruction is counted up as the elapsed time Tup after the upshift instruction.

  In the above-described configuration, in addition to the relationship described in the first embodiment, the relationship with the claims is that Step Sp120 and the elapsed time counting process after the shift-up instruction (FIG. 8) are processed as the up-process duplication determination unit. Equivalent to. The process that ends without executing the upshift instruction (Sp106) when it is determined no in Step Sp120 corresponds to the process as the duplication prohibiting means.

According to the second embodiment described above, the following effects can be obtained.
(I). The effect of the first embodiment is obtained.
(B). Even if the automatic shift-up at the time of manual mode control and the shift-up by manual operation of the driver are overlapped by step Sp120 and the elapsed time counting process after the shift-up instruction (FIG. 8), the shift up for the overlap is executed. It is prohibited not to.

  This prevents the driver from making two shifts up by overlapping the automatic shift up process during manual mode control even though the driver has shifted up once, so there is no sense of incongruity. Up processing can be executed.

[Embodiment 3]
In this embodiment, the manual mode control process of FIG. 9 is executed instead of FIG. Further, the engine ECU 6 includes an auto-cruise control system (corresponding to other vehicle travel control means) and can execute constant speed travel control. As an auto-cruise control system, in addition to constant-speed traveling control, an inter-vehicle distance control may be provided.

  Further, the engine ECU 6 includes a vehicle stability control system (VSC: equivalent to other vehicle travel control means), and performs control to return the vehicle to a stable state by performing engine output limitation and brake control when the vehicle is unstable. ing.

  In these auto-cruise control systems and VSCs, a shift-up prohibition request is issued on the side of the shift ECU 8 in order to prevent an increase in vehicle speed and a decrease in inter-vehicle distance due to a shift-up or to prevent vehicle instability due to a curve or the like. May be ordered.

Other configurations are the same as those in the first embodiment.
The manual mode control process (FIG. 9) differs from the process shown in FIG. 5 in that it is determined whether or not there is a shift-up prohibition request from the auto-cruise control system or VSC immediately before the shift-up instruction (Sp106). (Sp140) exists.

  That is, after the determination at step Sp104 is yes or the determination at step Sp110 is no, if there is no upshift prohibition request from the auto cruise control system or VSC (No at Sp140), an upshift instruction ( Sp106) is executed. However, if there is a shift-up prohibition request from the auto-cruise control system or VSC (Yes in Sp140), the shift-up instruction (Sp106) is not executed, and the driver performs a shift-up operation or manual mode control at this time. Automatic shift up at the time will be cancelled.

In FIG. 9, the other processes are the same as those in FIG. 5, and the same processes as those in FIG. 5 are denoted by the same step numbers.
In the configuration described above, the relationship with the claims corresponds to the processing as the shift-up prohibition determination unit in step Sp140 in addition to the relationship described in the first embodiment. The process that ends without executing the upshift instruction (Sp106) when it is determined yes in step Sp140 corresponds to the process as the up prohibition means at the time of the upshift prohibition request.

According to the third embodiment described above, the following effects can be obtained.
(I). The effect of the first embodiment is obtained.
(B). If there is a shift-up prohibition request on the auto-cruise control system or the VSC side, the gear-up process is prohibited by determining yes at step Sp140, so that interference between vehicle travel controls is prevented, Deterioration of controllability can be prevented.

[Embodiment 4]
In the present embodiment, the shift pattern realized by the shift lever 4b of the automatic transmission 4 is as shown in FIG. Here, the positions other than the “S” position have the functions as described in the first embodiment. However, in the “S” position, the shifting ECU 8 performs manual mode control different from that in the first embodiment. Execute.

  That is, every time the shift lever 4b enters the “S” position and the shift lever 4b is tilted to the “+” side (forward), the shift range is sequentially increased in the range of L range to 7 range shown in FIG. Up processing). Then, every time the shift lever 4b is tilted to the “−” side (rear), the shift range is sequentially lowered in the range of 7 range to L range.

  As shown in FIG. 10, in the L range, shift control is performed in which only the first speed in a state where the brake B2 shown in FIG. 3 is engaged is realized. In the second range, the second speed is set to the highest gear position, and the first speed (engaged with the brake B2) and the second speed are controlled in the same manner as in the automatic transmission. In the third range, the third speed is set to the highest gear position, and the first speed (engaged with the brake B2), the second speed, and the third speed are controlled in the same manner as in the automatic shift. In the fourth range, the fourth speed is set to the highest gear position, and the first speed (brake B2 engagement), the second speed, the third speed, and the fourth speed are controlled in the same manner as in the automatic shift. In the fifth range, the fifth speed is set to the highest gear position, and the first speed (brake B2 engagement), the second speed, the third speed, the fourth speed, and the fifth speed are controlled in the same manner as in the automatic shift. . In the 6th range, the sixth speed is set to the highest gear position, and the first speed (engaged with the brake B2), the second speed, the third speed, the fourth speed, the fifth speed, and the sixth speed are set in the same manner as in the automatic shift. Shift control is performed. In the 7th range, the seventh speed is the highest gear position, and the first speed (engaged with the brake B2), the second speed, the third speed, the fourth speed, the fifth speed, the sixth speed, and the seventh speed are automatically changed. Shift control is performed in the same manner as described above.

  As described above, during the manual mode control, the maximum gear position, that is, the maximum gear ratio is changed according to the shift range, so that the driver can perform a desired shift. Further, even during such manual mode control, if the engine speed NE exceeds the upper limit engine speed, the L range, 2 range, 3 range, 4 range, 5 range, 6 range, 7 range, D range are automatically set. Processing for sequentially increasing the shift range within the range (shift range increasing processing) is also executed.

  The shift ECU 8 executes a manual mode control process shown in the flowchart of FIG. 11 instead of FIG. Other configurations are the same as those in the first embodiment. Therefore, description will be made with reference to FIGS.

  The manual mode control process (FIG. 11) will be described. This process is a process that is executed in a state where the shift lever 4b is set to “S” and is repeatedly executed at a constant period as long as the shift lever 4b is set to “S”.

  When this processing is started by arranging the shift lever 4b at “S”, it is first determined whether or not a range down operation has been performed (Sp200). That is, it is determined whether or not the shift lever 4b is tilted to the “−” side. If the range-down operation has been performed (Yes in Sp200), the shift ECU 8 executes a range-down process (Sp202). That is, the range is lowered by one in the shift range shown in FIG. For example, if you are traveling in 4 ranges, the range is lowered to 3 ranges. As a result, the automatic transmission in the range from the first speed to the fourth speed is changed to the automatic transmission in the range from the first speed to the third speed. Accordingly, if the vehicle is traveling at the fourth speed until just before, when the range is lowered to the third range, the fourth speed is out of the range, and therefore the speed change ECU 8 is immediately shifted down to the third speed.

  On the other hand, if the range down operation has not been performed (No in Sp200), it is determined whether or not the range up operation has been performed next (Sp204). That is, it is determined whether or not the shift lever 4b is tilted to the “+” side. If the range-up operation is performed here (Yes in Sp204), the shift ECU 8 executes the range-up process (Sp206). That is, the range is increased by one in the shift range shown in FIG. For example, if the vehicle is traveling in 4 ranges, the range is increased to 5 ranges. As a result, the automatic shift in the range from the first speed to the fourth speed is changed to the automatic shift in the range from the first speed to the fifth speed. Therefore, if the vehicle is traveling at the 4th speed until just before, when the range is increased to the 5th range, the maximum gear position becomes the 5th speed. It becomes possible to do.

  If neither the range-down operation nor the range-up operation has been performed (No in Sp200, No in Sp204), it is next determined whether or not the highest gear position state is in the current shift range (Sp207). Here, if the vehicle is not traveling at the maximum gear position in the current gear range (No in Sp207), the present process is temporarily terminated. Therefore, the shift range is maintained as it is.

  If the vehicle is traveling in the maximum gear position in the current gear range (yes in Sp207), it is next determined whether or not the engine speed NE exceeds the upper limit speed NEUr (Sp208). Here, the upper limit rotational speed NEUr may be the upper limit value of the engine rotational speed NE provided for the highest gear position in the current shift range, or may be the upper limit value of the engine rotational speed NE common to the first speed to the eighth speed. good.

If NE.ltoreq.NEUr (No in Sp208), the process is temporarily terminated. Therefore, the shift range is maintained as it is.
When neither NE nor NEUr is satisfied (yes at Sp208) without the range down operation or range up operation (no at Sp200, no at Sp204) and NE> NEUr (yes at Sp208) at the highest gear position of the current gear range (yes at Sp207). It is determined whether or not the ON duration time Tacon is less than or equal to a reference time TTH (for example, 1 s) (S210). This accelerator ON duration Tacon is as described in the first embodiment, and is counted by the accelerator ON duration counting process (FIG. 6).

Here, if Tacon ≦ TTH (yes in Sp210), it is assumed that there is a deceleration request, and this process is temporarily terminated without performing the range-up process.
On the other hand, if Tacon> TTH (No in Sp210), the range-up process is performed assuming that there is no deceleration request (Sp206), and this process is temporarily terminated.

  In the configuration described above, the speed change ECU 8 corresponds to a vehicle transmission control device. Steps Sp207, Sp208, and Sp206 of the manual mode control process (FIG. 11) are processes as automatic up means during manual mode control, and Step Sp210 and the accelerator ON duration counting process (FIG. 6) are processes as a deceleration request presence / absence detection means. It corresponds to. The process that ends without executing the range-up process (Sp206) when it is determined to be yes in step Sp210 corresponds to the process as the automatic up prohibiting means.

According to the fourth embodiment described above, the following effects can be obtained.
(I). At the time of the manual mode control, when the engine speed NE exceeds the upper limit engine speed NEEUr (yes in Sp208) at the maximum gear position in the current gear range (yes in Sp207), unless there is a deceleration request (No in Sp210). However, the range is automatically increased (Sp206).

  However, even if the engine speed NE exceeds the upper limit engine speed NEUr (yes in Sp208) at the maximum gear position in the current gear range (yes in Sp207), it is determined that a driver deceleration request exists. If it is determined (Yes in Sp210), automatic range increase (Sp206) is not executed.

  In this way, when the driver's deceleration request exists, the automatic increase of the shift range is prohibited, so the range is automatically increased against the driver's intention to increase the engine braking force. Is prevented.

Thus, in a transmission having a function of selecting a shift range corresponding to the manual operation of the driver, both convenience during acceleration and deceleration controllability can be achieved.
[Embodiment 5]
In the present embodiment, a manual mode control process shown in FIG. 12 is executed instead of FIG. Furthermore, the post-range-up elapsed time counting process shown in the flowchart of FIG. 13 is repeatedly executed at regular time intervals. Other configurations are the same as those in the fourth embodiment.

  In the manual mode control process (FIG. 12), the difference from the process of FIG. 11 is a process for determining whether or not the elapsed time Tsup after the range up is longer than the reference time TSU immediately before the range up process (Sp206). (Sp220) exists.

  That is, after it is determined yes in step Sp204 or after it is determined no in step Sp210, if Tsup> TSU (yes in Sp220), the range up process (Sp206) is executed. However, if Tsup ≦ TSU (No in Sp220), the range-up process (Sp206) is not executed, and the range-up operation by the driver or the automatic range-up during manual mode control is canceled at this time. become.

In FIG. 12, the other processes are the same as those in FIG. 11, and the same processes as those in FIG. 11 are denoted by the same step numbers.
The elapsed time after range up Tsup is counted in the elapsed time after range up counting process (FIG. 13). In this process, first, it is determined whether or not there is a new range-up process (Sp230). If a new range-up process (FIG. 12: Sp206) is performed between the previous control cycle and the current control cycle (yes in Sp230), the value of the elapsed time Tsup after the range-up is cleared (Sp232). ).

  On the other hand, if the new range up process (FIG. 12: Sp206) is not performed (No in Sp230), the value of the elapsed time Tsup after the range up is incremented (Sp234). Thus, the post-range-up elapsed time Tsup for the latest range-up process is counted up.

  In the configuration described above, the relationship with the claims corresponds to the processing as the up processing duplication determination means in addition to the relationship described in the fourth embodiment, Step Sp220 and the elapsed time after range up processing (FIG. 13). To do. The process that ends without executing the range-up process (Sp206) when it is determined no in step Sp220 corresponds to the process as the duplication prohibiting means.

According to the fifth embodiment described above, the following effects can be obtained.
(I). The effect of the fourth embodiment is obtained.
(B). Even if the automatic range-up during manual mode control and the range-up by manual operation of the driver overlap due to step Sp220 and the elapsed time counting process after the range-up (FIG. 13), the range-up for the overlap is not executed. Is prohibited.

  This makes it possible to prevent the two-range range from being overlapped with the automatic range-up process during manual mode control even though the driver has performed a range-up once. Can be executed.

[Embodiment 6]
In the present embodiment, a manual mode control process shown in FIG. 14 is executed instead of FIG.

  Here, the engine ECU 6 includes an auto-cruise control system and a VSC as in the third embodiment. In these controls, a range up prohibition request is sent to the shift ECU 8 side to prevent an increase in vehicle speed and a decrease in the inter-vehicle distance due to allowing a higher shift speed with a range increase, or to prevent vehicle instability. Control to command is performed.

Other configurations are the same as those in the fourth embodiment.
In the manual mode control process (FIG. 14), the difference from the process of FIG. 11 is a process for determining whether or not there is a range up prohibition request from the auto cruise control system or VSC immediately before the range up process (Sp206). (Sp240) is present.

  That is, after the determination at step Sp204 is yes or after the determination at step Sp210 is no, if there is no range up prohibition request from the auto cruise control system or VSC (No at Sp240), range up processing ( Sp206) is executed. However, if there is a range up prohibition request from the auto cruise control system or VSC (Yes in Sp240), the range up processing (Sp206) is not executed, and the range up operation by the driver or manual mode control at this time is not performed. The automatic range up at the time will be canceled.

In FIG. 14, the other processes are the same as those in FIG. 11, and the same processes as those in FIG. 11 are denoted by the same step numbers.
In the configuration described above, the relationship with the claims corresponds to the processing as the range-up prohibition determination unit in step Sp240 in addition to the relationship described in the fourth embodiment. The process that ends without executing the range up process (Sp206) when it is determined to be yes in step Sp240 corresponds to the process as the up prohibition means at the time of the range up prohibition request.

According to the sixth embodiment described above, the following effects can be obtained.
(I). The effect of the fourth embodiment is obtained.
(B). As described above, when there is a range up prohibition request on the auto cruise control system or the VSC side, the process of automatically increasing the shift range is prohibited by determining “yes” in step Sp240. It is possible to prevent interference between the two and prevent deterioration of controllability.

[Other embodiments]
(A). In Steps Sp110 and Sp210, no is determined when the accelerator ON duration Tacon exceeds the reference time TTH. Alternatively, however, it may be determined whether or not the accelerator is OFF in Steps Sp110 and Sp210. In this case, if the accelerator is OFF, it may be determined as yes because it is a deceleration request, and if the accelerator is ON, it may be determined as no because it is not a deceleration request.

  (B). Step Sp120 in FIG. 7 distinguishes whether the upshift instruction by the shift lever 4b is continuous, the automatic upshift instruction is continuous, or the different upshift instructions are continuous in manual mode control. Not. If the elapsed time Tup after the shift-up instruction is equal to or less than the reference time TU (No in Sp120), the shift-up instruction is canceled as a duplicate shift-up instruction.

  In addition to this, the shift-up instruction may be canceled as a duplicate shift-up instruction only when requests for different shift-up instructions continue as in the manual mode control process shown in FIG.

  In the manual mode control process of FIG. 15, immediately before the process (Sp120) for determining whether or not the elapsed time Tup after the upshift instruction is longer than the reference time TU, whether or not the same upshift instruction request is issued in the previous time and this time. Is determined (Sp150).

If it is the same upshift instruction request in the previous time and this time (yes in Sp150), an upshift instruction is made (Sp106).
If the previous and current shift-up instruction requests are different from each other (No in Sp150), a process of determining whether or not the elapsed time Tup after the shift-up instruction is longer than the reference time TU (Sp120) is performed. If Tup> TU (Yes in Sp120), the upshift instruction (Sp106) is executed as not overlapping, but if Tup ≦ TU (No in Sp120), the upshift instruction is assumed as overlapping. Will be cancelled.

  That is, when one of the previous time and the current time is automatically shifted up (No in Sp110) and the other is due to the driver's upshifting operation (Yes in Sp104) (No in Sp150), the processing in Step Sp120 The overlap is determined at.

  If the shift-up operation by the driver and the automatic shift-up overlap (No in Sp120), the overlap of the shift-up can be avoided and the driver does not feel uncomfortable with the shift.

  In FIG. 12 as well, the process of step Sp150 as shown in FIG. 15 is arranged immediately before step Sp220. A certain range up can be avoided.

  (C). In FIG. 9, step Sp140 is a process for determining whether there is a shift-up prohibition request from the auto cruise control system or VSC. If the vehicle has either an auto-cruise control system or a VSC, the shift-up prohibition request presence determination is made for only one of the systems. The same applies to step Sp240 in FIG.

  (D). Instead of determining the engine speed NE at the upper limit speeds NEU and NEUr at steps Sp108 and Sp208, the input shaft speed obtained from the relationship between the input shaft speed Ni or the transmission ratio and the output shaft speed No is The determination may be made based on the upper limit speed NEU, NEUr or a separately set upper limit speed.

Further, the output shaft rotational speed No may be determined by the upper limit rotational speed for the output shaft rotational speed set for each gear ratio, and the engine rotational speed NE may be indirectly determined.
As a result, the degree of freedom in selecting the rotation speed data used for the determination target can be increased, and smooth control can be performed with data from an appropriate rotation speed sensor in terms of control.

  (E). Immediately after the determination at step Sp120 in FIG. 7 is yes, the processing at step Sp140 shown in FIG. 9 may be arranged. This produces the effects of the second and third embodiments. The process of step Sp240 shown in FIG. 14 may be arranged immediately after the determination in step Sp220 of FIG. 12 is yes. This produces the effects of the fifth and sixth embodiments.

(F). Whether the driver requests deceleration or not may be detected not by the accelerator opening but by the throttle opening when the accelerator pedal and the throttle valve are interlocked.
(G). Instead of configuring the shift lever 4b to tilt forward and backward, the steering post may be provided with two switches “+” and “−”. Of these, every time the “+” switch is turned on, the gear position and the shift range are sequentially increased, and every time the “−” switch is turned on, the gear stage and the gear range are sequentially decreased. Even if the steering wheel is turned, the switch on the steering post does not move, so the driver can change gears while holding the steering wheel.

  Further, the switching from the automatic shift control to the manual mode control may use a mode change switch provided separately instead of the shift lever.

FIG. 2 is a block diagram illustrating a configuration of the first embodiment. FIG. 3 is a gear train skeleton diagram of the automatic transmission according to the first embodiment. Similarly operation chart explanatory drawing of an automatic transmission. Similarly, the shift pattern explanatory drawing in the manual operation part of an automatic transmission. 4 is a flowchart of manual mode control processing according to the first embodiment. 6 is a flowchart of accelerator ON duration counting processing according to the first embodiment. 9 is a flowchart of manual mode control processing according to the second embodiment. 9 is a flowchart of elapsed time counting processing after an upshift instruction according to the second embodiment. 10 is a flowchart of manual mode control processing according to the third embodiment. FIG. 10 is a diagram for explaining the contents of a shift range according to the fourth embodiment. 10 is a flowchart of manual mode control processing according to the fourth embodiment. 10 is a flowchart of manual mode control processing according to the fifth embodiment. 10 is a flowchart of elapsed time counting processing after range up according to the fifth embodiment. 18 is a flowchart of manual mode control processing according to the sixth embodiment. The flowchart of the manual mode control process in other embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 2 ... Engine, 4 ... Automatic transmission, 4a ... Hydraulic control circuit, 4b ... Shift lever, 6 ... Engine ECU, 8 ... Shifting ECU, 10 ... Various sensors, 12 ... Crankshaft, 14 ... Torque converter, 14a DESCRIPTION OF SYMBOLS ... Lockup clutch, 16 ... Input shaft, 18 ... Output shaft, 20 ... Engine speed sensor, 22 ... Input shaft speed sensor, 24 ... Output shaft speed sensor, B1, B2 ... Brake, C1, C2, C3 C4 ... Clutch, F1 ... One-way clutch.

Claims (10)

A vehicle transmission control device that executes manual mode control for selecting a gear position corresponding to a manual operation of a driver with respect to a manual operation unit,
During manual mode control, when the rotational speed of the rotational power source exceeds the upper limit rotational speed, automatic increase means during manual mode control that automatically increases the gear position;
Deceleration request presence / absence detection means for detecting the presence / absence of deceleration request of the driver;
When it is determined by the deceleration request presence / absence detection means that the driver's deceleration request exists, automatic up prohibiting means for prohibiting automatic increase of the gear position by the automatic up means during the manual mode control;
A vehicle transmission control device comprising: 2. The shift speed increase process according to claim 1, further comprising: a process for automatically increasing the shift speed by the automatic increase means during manual mode control; and a process for increasing the shift speed in response to a manual operation of the driver with respect to the manual operation section. Up processing duplication determination means for determining whether or not processing overlaps;
Duplication prohibiting means for limiting the shift speed up processing to one time when it is determined by the up processing duplication judging means that duplication occurs;
A vehicle transmission control device comprising: In Claim 1 or 2, the upshift prohibition determining means for determining whether there is a shiftup prohibition request in other vehicle travel control means,
When the shift-up prohibition determining means determines that there is a shift-up prohibition request, the up-inhibiting means at the time of the shift-up prohibition request prohibits the process of automatically increasing the shift stage by the automatic up means during the manual mode control. When,
A vehicle transmission control device comprising: A vehicle transmission control device that executes manual mode control for selecting a shift range corresponding to a manual operation of a driver with respect to a manual operation unit from a plurality of shift ranges having different maximum speed ratios,
When driving at the maximum gear ratio in the current gear range under manual mode control, the maximum gear ratio is automatically increased to a higher gear range if the rotational speed of the rotating power source exceeds the upper limit. Auto-up means during manual mode control,
Deceleration request presence / absence detection means for detecting the presence / absence of deceleration request of the driver;
When it is determined by the deceleration request presence / absence detection means that the driver's deceleration request exists, automatic up prohibiting means for prohibiting automatic increase of the shift range by the automatic up means during the manual mode control;
A vehicle transmission control device comprising: 5. The shift range increase according to claim 4, further comprising: a process for automatically increasing a shift range by said automatic increase means during manual mode control; and a process for increasing the shift range in response to a manual operation of a driver with respect to said manual operation unit. Up processing duplication determination means for determining whether or not processing overlaps;
Duplication prohibiting means for limiting the shift range up processing to one when the up processing duplication judging means determines that duplication occurs;
A vehicle transmission control device comprising: In claim 4 or 5, the range up prohibition determining means for determining whether or not there is a range up prohibition request in other vehicle travel control means,
When the range up prohibition determining means determines that there is a range up prohibition request, the range up prohibition request up prohibiting means for prohibiting the process of automatically increasing the shift range by the automatic up means during the manual mode control. When,
A vehicle transmission control device comprising: 6. The process according to claim 2, wherein the up process duplication determination means includes a process of automatically up by the automatic up means during the manual mode control and a process of up in response to a manual operation of the driver with respect to the manual operation unit. A transmission control apparatus for a vehicle, wherein it is determined that an overlap occurs when execution intervals of different up processes are within a reference time. 7. The vehicle transmission control device according to claim 3, wherein the other vehicle travel control means is an auto cruise control system or a vehicle stability control system. 9. The vehicle transmission control device according to claim 1, wherein the deceleration request presence / absence detecting means determines that a deceleration request is present when there is no driver acceleration request. In any one of Claims 1-9, the said manual mode control automatic up means exceeds an upper limit rotation speed using the input-shaft rotation speed or output-shaft rotation speed of a transmission instead of the rotation speed of a rotational power source. It is determined whether or not the vehicle transmission control device.

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