JP4211550B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly, to a control device for an automatic transmission that applies a desired engine brake without a driver operating a shift lever during cornering or the like.

  An automatic transmission mounted on a vehicle includes a transmission mechanism that is connected to an engine via a torque converter or the like and has a plurality of power transmission paths. For example, the automatic transmission is based on an accelerator pedal opening and a vehicle speed. The power transmission path is automatically switched, that is, the gear ratio (transmission gear stage) is automatically switched.

  Generally, a vehicle having an automatic transmission is provided with a shift lever operated by a driver, and a shift position (for example, a reverse travel position, a neutral position, a forward travel position) is set based on the shift lever operation. The automatic shift control is performed in the shift position set in this way (usually, in the forward travel position).

  In the forward travel position, a shift pattern (shift map) set in advance according to the throttle opening (engine load) and the vehicle speed is used, and the shift gear stage is set according to the detected throttle opening and the vehicle speed. Then, the shift control is automatically executed.

  Recently, there is an automatic transmission that performs navigation cooperative control in conjunction with a navigation device. This automatic transmission realizes a higher-level automatic shift according to the driver's intention and the road condition acquired from the navigation device. For example, if the current driving position of the vehicle from the navigation device is an uphill road, do not upshift to OD (Overdrive), but if it is a downhill road, the OD is automatically canceled and the engine braking force is increased. Shift control is performed as described above.

  Japanese Patent Laid-Open No. 9-280353 (Patent Document 1) performs shift down control according to road conditions based on road information stored in a navigation system at a timing that matches a driver's intention to decelerate and at an appropriate position. A vehicle control apparatus for performing is disclosed. The vehicle control device includes a road information storage unit that stores road information, a specific position detection unit that detects a specific position located in the traveling direction of the vehicle from the road information storage unit, and a vehicle position that detects the vehicle position. Detection means, vehicle speed detection means for detecting the vehicle speed of the host vehicle, driving operation detection means for detecting the driving operation of the driver, the detected vehicle speed, and the necessity of deceleration determined according to the road condition at a specific position A speed reduction determining means for selecting, a speed change ratio selecting means for selecting a speed ratio based on a determination that the speed reduction determining means needs to decelerate, and a speed change to the selected speed ratio based on the detection of the driving action by the driving action detecting means. Shift control means for starting a control operation for changing the stage.

According to this vehicle control device, the necessity of deceleration is determined in advance based on the road information on the planned travel route, the content of the deceleration stage control is determined, and the driver is prepared to execute the deceleration control. It is possible to quickly respond to the deceleration operation based on the intention to perform the deceleration control. In addition, since the control operation is started based on the driving operation according to the road condition of the driver, the shift speed control at a timing that matches the driver's intention is possible. Furthermore, if the distance from the vehicle position to the specific position is calculated and the deceleration control according to the distance is performed, a smoother deceleration control is possible. As a result, if a deceleration control operation is started based on an operation intended to decelerate the driver, such as an accelerator off operation, a brake on operation, or a turn signal on operation, the timing is surely matched with the driver's intention and is appropriate. It is possible to perform a speed change operation for deceleration at a proper own vehicle position.
Japanese Patent Laid-Open No. 9-280353

  However, the vehicle control device disclosed in Patent Document 1 described above is based on the road surface information from the navigation device and the operation intended to decelerate the driver such as the accelerator-off operation, the brake-on operation, and the winker-on operation. Shift control is executed. For this reason, if the driver wants to downshift by engine braking at an earlier timing, the driver downshifts from the forward travel (D) position to 2nd (second speed position) or 1st (first speed position).

  In addition, an automatic transmission called sports sequential shiftmatic that enables quick operation like a manual shift (with the shift lever in the manual position, shifting to either "+" (upshift) or "-" (downshift) By operating the lever, the transmission gear stage can be shifted to the one-stage high-speed side or the first-stage low-speed side).

  Thus, if the timing of the navigation cooperative control and the downshift requested by the driver do not match, the driver's preference is not reflected. Such a difference is based on the driving experience and driving preference of each driver. In the shift control device disclosed in Patent Document 1, the downshift timing cannot be made compatible when the driver needs engine braking.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to automatically downshift and operate the engine brake at a timing requested by the driver when the engine brake is operated. It is to provide a transmission control device.

  A control device for an automatic transmission according to a first aspect of the present invention is a navigation device that acquires information relating to a travel location of a vehicle, and a control unit that controls the automatic transmission so as to shift based on information from the navigation device. Based on the detection means for detecting the speed change operation of the driver, the speed change operation detected by the detection means and the information from the navigation device, the same speed change operation is detected more than a predetermined number of times in the same place. Thus, a determination means for determining the driving preference of the driver of the vehicle is included. The control means includes means for controlling the automatic transmission at the location based on the determined driving preference.

  According to the first invention, when the same shift operation is detected at a predetermined number of times or more at the same place based on the vehicle travel location acquired by the navigation device and the driver's shift operation detected by the detecting means. The driving preference of the vehicle driver is determined. For example, in certain places (such as corners on commuting routes or steeply descending slopes), the driver is on the lower speed side compared to downshifting with navigation cooperative control in order to apply strong engine braking to the vehicle. When it is repeatedly detected that a manual downshift operation is performed on the first transmission gear stage or a manual downshift operation is performed earlier on the lower speed transmission gear stage, it is stored as a driving preference at that location. Normally, the gear ratio of the stepped automatic transmission and the gear ratio of the belt-type continuously variable transmission are changed according to a shift map set to improve fuel consumption, for example. However, if these conditions are satisfied, it is determined that the driver is requesting that the engine brake be applied stronger and faster with a special shift operation, and the driver The automatic transmission is controlled to achieve the required power performance. That is, if the same shifting operation is repeated at the same place, the amount of downshift timing, downshift timing, etc. are changed to achieve sufficient deceleration by engine braking, or the downshift timing is advanced to Or, you can realize an early deceleration feeling by braking. By controlling the automatic transmission in this way, it is possible to realize shift control suitable for the driver's sense. As a result, the downshift control is executed in advance of the driver's manual downshift so that the driver does not need to manually downshift, and when the engine brake is to be operated, the downshift is performed at the timing requested by the driver, and the engine brake It is possible to provide a control device for an automatic transmission that can be operated.

  In the control apparatus for an automatic transmission according to the second invention, in addition to the configuration of the first invention, the determination means detects a downshift operation by a manual operation at the same corner more than a predetermined number of times. Means for determining the driving preference.

  According to the second invention, when the corner feels that the downshift amount in the navigation cooperative control is insufficient or the downshift timing is late, the driver performs a manual downshift operation. When such a downshift operation is repeatedly detected, it is determined as the driving preference of the driver, and the downshift amount is changed or the downshift timing is advanced at the corner.

  In the automatic transmission control apparatus according to the third invention, in addition to the configuration of the second invention, the control means shifts the automatic transmission at a timing earlier than the normal downshift control timing at the corner. Means for controlling.

  According to the third invention, when the driver feels that the downshift timing in the navigation cooperative control is late at the corner, the driver performs a manual downshift operation. When such a downshift operation is repeatedly detected, it is determined as the driving preference of the driver, and the downshift timing in the navigation cooperative control is advanced at the corner.

  The control apparatus for an automatic transmission according to a fourth aspect of the invention further includes monitoring means for monitoring the front of the vehicle in addition to the configuration of any one of the first to third aspects of the invention. The determination means includes means for determining driving preference when no other vehicle is present in front of the vehicle or when the inter-vehicle distance from the other vehicle is equal to or greater than a predetermined distance.

  According to the fourth invention, when there is another vehicle in front of the vehicle, the driver's deceleration operation is different from that when the vehicle is not present, and therefore it may not be possible to accurately determine the driving preference. The driving preference is determined only when there is no other vehicle ahead.

  In addition to the configuration of any one of the first to fourth aspects, the control device for an automatic transmission according to a fifth aspect of the invention includes a recognition unit for recognizing a driver of the vehicle, and a determination by a determination unit. Storage means for discriminating and storing the recognized driver. The control means includes means for controlling the automatic transmission based on the information stored in the storage means when information relating to the determination result is stored in the storage means for the current driver.

  According to the fifth invention, whether or not to perform the same shift operation is different for each driver who drives the vehicle even at the same travel location. For this reason, for example, the driver is recognized by an in-vehicle camera or the like. Whether or not to perform the same shift operation at the same travel location is stored separately for each driver. In this way, the shift operation at a predetermined travel location for each driver can be automatically shifted in advance of the driver's shift operation using the automatic transmission that performs navigation cooperative control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A power train of a vehicle including a control device according to an embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling. Note that the present invention is not limited to an automatic transmission having a gear-type transmission mechanism, and may be a continuously variable transmission such as a belt type.

  With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. Specifically, the control device according to the present embodiment is realized by ECT (Electronic Controlled Automatic Transmission) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft rotational speed NE (engine rotational speed NE) of engine 100 detected by the engine rotational speed sensor and input shaft rotational speed (pump rotational speed) of torque converter 200 are the same.

  The torque converter 200 has a lock-up clutch that directly connects the input shaft and the output shaft, a pump impeller on the input shaft side, a turbine impeller on the output shaft side, and a one-way clutch, and exhibits a torque amplification function. It consists of a stator. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. The output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by an output shaft rotational speed sensor.

  Such an automatic transmission 300 includes a plurality of friction elements such as clutches and brakes. Based on a predetermined operation table, clutch elements (for example, clutches C1 to C4) that are friction elements, brake elements (for example, brakes B1 to B4), and one-way clutch elements (for example, one-way clutches F0 to F3) are required. The hydraulic circuit is controlled so as to be engaged and released corresponding to each gear stage. Shift positions (shift positions) of the automatic transmission 300 include a parking (P) position, a reverse travel (R) position, a neutral (N), and a forward travel (D) position.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100 and an ECT_ECU 1020 that controls the automatic transmission 300.

  ECT_ECU 1020 receives a signal representing output shaft rotational speed NOUT detected by the output shaft rotational speed sensor. ECT_ECU 1020 receives an engine speed signal representing engine speed NE detected by the engine speed sensor from engine ECU 1010.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, ECT_ECU 1020 outputs an engine control signal (for example, a throttle opening signal) to engine ECU 1010, and engine ECU 1010 controls engine 100 based on the engine control signal and other control signals. ECT_ECU 1020 outputs a lockup clutch control signal for torque converter 200. Based on this lockup clutch control signal, the engagement pressure of the lockup clutch is controlled. The ECT_ECU 1020 outputs a solenoid control signal to the automatic transmission 300. Based on this solenoid control signal, the linear solenoid valve, the on-off solenoid valve, etc. of the hydraulic circuit of the automatic transmission 300 are controlled, and friction is established so as to constitute a predetermined speed gear stage (for example, first speed to fifth speed). The engagement element is controlled to be engaged and released.

  The ECT_ECU 1020 receives a signal representing the current vehicle position from the navigation system 2200 and an image signal of the driver's head from the in-vehicle camera 2300 or a signal after digitally processing the image signal. ECU 1000 has a memory in which various data and programs are stored.

  ECT_ECU 1020 receives forward vehicle information including distance information from the millimeter wave radar 2400 with respect to the vehicle ahead of this vehicle. Based on this forward vehicle information, the ECT_ECU 1020 determines whether there is another vehicle ahead of the host vehicle, and if there is another vehicle ahead, the ECT_ECU 1020 determines the distance between the other vehicle and the host vehicle. Perform detection. The ECT_ECU 1020 receives a signal indicating the position (position) of the shift lever operated by the driver from the shift position sensor 2900.

  With reference to FIG. 2, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECT_ECU 1020 recognizes the driver with in-vehicle camera 2300. At this time, for example, image processing is performed on the in-vehicle camera 2300 side or the ECT_ECU 1020 side, the driver is identified from the captured head or face pattern recognition, and the driver identification information stored in the memory is read. At this time, the driver identification information is newly stored in the memory for the driver specified for the first time.

  In S200, ECT_ECU 1020 determines whether or not automatic transmission 300 is performing navigation cooperative control. If navigation cooperative control is being performed (YES in S200), the process proceeds to S300. Otherwise (NO in S200), this process ends.

  At S300, ECT_ECU 1020 acquires vehicle current position information (position, gradient, corner curvature) from navigation system 2200. In S400, ECT_ECU 1020 acquires the forward vehicle information from millimeter wave radar 2400. In S500, ECT_ECU 1020 determines whether or not a vehicle is detected ahead based on forward vehicle information input from millimeter wave radar 2400. If a vehicle is detected ahead (YES in S500), this process ends. If not (NO in S500), the process proceeds to S600. Even when a vehicle is detected ahead, the process may be shifted to S600 if the inter-vehicle distance between the vehicle and the host vehicle is equal to or greater than a predetermined distance.

  At S600, ECT_ECU 1020 determines whether or not the strong deceleration intention determination log at the current vehicle position is stored in memory for the vehicle driver recognized at S100. This log shows when the same shift operation (manual downshift) at the current vehicle position is detected or when the same shift operation (manual downshift) at the current vehicle position is detected a predetermined number of times or more. Is memorized. In particular, it is preferable to store the information when it is detected a predetermined number of times or more because the driving preference of the driver can be accurately determined. If a strong deceleration intention determination log at the current vehicle position is stored in the memory for this driver (YES in S600), the process proceeds to S800. If not (NO in S600), the process proceeds to S700.

  At S700, ECT_ECU 1020 determines whether or not a manual downshift by the driver has been detected based on a signal from shift position sensor 2900. If a manual downshift is detected (YES in S700), the process proceeds to S900. If not (NO in S700), the process proceeds to S1100.

  In S800, the shift control is executed with the downshift timing in the navigation cooperative control earlier than the existing set value. At this time, the automatic transmission 300 is controlled using the preceding vehicle information and the shift operation information stored in the memory as the strong deceleration intention determination log. That is, when a state in which no vehicle is detected in the front as the front vehicle information (that is, a state in which the vehicle can travel on a corner or a downhill road without following the front vehicle) is stored, the driver at that location Shift control (downshift amount control and downshift timing control) of the automatic transmission 300 is performed based on the shift operation information representing the contents of the manual shift executed by.

  In S900, ECT_ECU 1020 determines that there is a strong deceleration intention. That is, it is determined that the driver is requesting stronger engine braking before the corner or on a steep downhill road.

  In S1000, driver information, current position information, forward vehicle information, and shift operation information are stored in a memory as a strong deceleration intention determination log.

  In S1100, ECT_ECU 1020 determines that there is no intention of strong deceleration. That is, it is determined that the driver does not require strong engine braking even before the corner or on a steep downhill road.

  An operation of ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver is seated in the driver's seat of the vehicle and, for example, the ignition switch of the vehicle is turned on, the vehicle control system including the ECU 1000 is activated, and the navigation system 2200, the in-vehicle camera 2300, the millimeter wave radar 2400, and the shift position sensor 2900 are activated. Starts operating.

  Until the ignition switch is turned off, current position information indicating the current position of the vehicle is input from the navigation system 2200 to the ECT_ECU 1020, and the driver imaged by the in-vehicle camera 2300 is recognized by the ECT_ECU 1020, or the driver is detected from the in-vehicle camera 2300. Is input to the ECT_ECU 1020, front vehicle information of the vehicle from the millimeter wave radar 2400 is input to the ECT_ECU 1020, and a signal indicating the shift position of the automatic transmission 300 is input to the ECT_ECU 1020 from the shift position sensor 2900. Or

  While the vehicle is traveling, if a strong deceleration intention determination log is stored at this location based on the current position information from navigation system 2200 and the strong deceleration intention determination log stored in memory (YES in S600), Downshift control is performed so that the downshift timing of the automatic transmission 300 by the navigation cooperative control is earlier than the existing set value. Since this downshift control has different contents for each driver, the vehicle power characteristics (feeling of deceleration due to engine braking) required during cornering and downhill driving vary depending on the driver's preference and skill level. A comfortable deceleration performance can be realized for each driver.

  As described above, according to the ECT_ECU, which is the vehicle control apparatus according to the present embodiment, when cornering or traveling on a downhill road, driving is performed based on whether a strong engine brake is requested and a manual downshift is performed. The driver's driving preference is determined and stored for each driver. If the driver feels that strong engine braking is necessary at the location and performs manual downshift, the early downshift control is automatically executed by the ECT_ECU when the driver travels the location next time. In this way, it is possible to provide a control device for an automatic transmission that eliminates the need for the driver to downshift manually and that can realize the feeling of deceleration due to engine braking that the driver requests.

  That is, a manual downshift for applying engine braking during cornering for each driver can be automatically downshifted in advance of a driver's manual downshift using an automatic transmission that performs navigation cooperative control. it can.

  In the above-described embodiment, the downshift timing is advanced, but the present invention is not limited to this. For example, instead of advancing the downshift timing, the shift amount on the lower speed side may be used by increasing the downshift amount.

  The embodiment disclosed this time should be considered as illustrative in all points. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a vehicle control device according to an embodiment of the present invention. It is a flowchart which shows the control structure of the program performed with ECU which is the control apparatus of the vehicle which concerns on embodiment of this invention.

Explanation of symbols

  100 engine, 200 torque converter, 300 automatic transmission, 1000 ECU, 1010 engine ECU, 1020 ECT_ECU, 2200 navigation system, 2300 in-vehicle camera, 2400 millimeter wave radar, 2900 shift position sensor.

Claims (2)

A navigation device for obtaining information on the travel location of the vehicle;
Control means for controlling the automatic transmission to shift based on information from the navigation device;
Detection means for detecting the driver's gear shifting operation;
Based on the speed change operation detected by the detection means and the information from the navigation device, the driving speed of the driver of the vehicle is determined by detecting the same speed change operation at the same place more than a predetermined number of times. Determination means for
The control means includes means for controlling the automatic transmission at the location based on the determined driving preference,
The control device further includes monitoring means for monitoring the front of the vehicle,
The determination means includes an automatic transmission that includes means for determining the driving preference when there is no other vehicle in front of the vehicle or when the inter-vehicle distance from the other vehicle is equal to or greater than a predetermined distance. Machine control device. The controller is
Recognition means for recognizing the driver of the vehicle;
Storage means for distinguishing and storing the recognized driver, information relating to the result of determination by the determination means;
The control means is means for controlling the automatic transmission based on the information stored in the storage means when information on the result of the determination is stored in the storage means for the current driver. The control device for an automatic transmission according to claim 1, comprising:

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