JP4899441B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device including an automatic transmission capable of selecting an automatic transmission mode and a manual transmission mode, and more particularly to an automatic upshift performed when a manual transmission mode is selected. is there.

  An automatic shift mode in which a shift stage is determined based on an actual vehicle state indicated by a vehicle speed and an acceleration request value from a predetermined relationship, for example, a shift map, and a shift is performed so as to obtain the determined shift stage; Manual shift operation device that is manually operated to change the gear position, for example, a gear position is set based on the operation of a shift lever, and a manual gear shift mode is selected in which a gear shift is performed so that the set gear position is obtained. In an automatic transmission that is capable, shifting is performed even in the manual shift mode so that the engine speed does not exceed the preset engine overspeed, that is, the allowable engine speed when the manual shift mode is selected. A vehicle control device that performs an automatic upshift during manual gear shifting that changes the gear position set based on the lever operation to a gear position with a smaller gear ratio. It is well known.

  For example, this is the vehicle control apparatus described in Patent Document 1. In Patent Document 1, in an automatic transmission that can select between an automatic transmission mode and a manual transmission mode, when the manual transmission mode is selected in order to protect the engine by avoiding over-revolution of the engine, so-called overrev. Describes a technique in which an upshift is determined and the automatic upshift at the time of the manual shift is performed when the engine rotational speed increases to the vicinity of the engine allowable rotational speed.

  In other words, if a well-known engine fuel cut is performed in order to avoid engine overrevs, the engine torque fluctuation can be large and drivability can be reduced. Done. In addition, since the durability of belts of well-known belt-type continuously variable transmissions may be reduced, they are automatically increased during manual shifting so as not to exceed the permissible rotational speed of the rotating members of belt-type continuously variable transmissions. A shift is performed.

JP-A-8-210497

  However, if the automatic upshift during manual shift is performed regardless of the driver's intention and the driving force decreases, the driving force requested by the driver after the upshift may not be realized and the vehicle may not travel properly. was there. For example, when driving on an uphill road during towing that pulls a trailer, such as when driving at high loads and low vehicle speeds, the driving force required after automatic upshifting during manual gear shifting is not considered. When an automatic upshift is performed during manual shift, the driving force required by the driver cannot be achieved at the shift stage after the upshift due to a decrease in the driving force associated with the automatic upshift during manual shift, and the vehicle speed decreases. There was a possibility.

  In addition, the automatic upshift at the time of manual shift is performed regardless of the driver's intention, and the driving force is reduced. In other words, when the vehicle acceleration is reduced, the feeling of incongruity is particularly noticeable during cornering as compared to straight driving. There was a possibility.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is based on an automatic transmission mode in which a transmission is performed based on a vehicle state and a transmission ratio changed by a manual transmission operation device. In an automatic transmission capable of selecting a manual shift mode in which a shift is performed, an automatic transmission at the time of a manual shift that reduces a gear ratio changed by a manual shift operation device according to a predetermined upshift rule when the manual shift mode is selected An object of the present invention is to provide a vehicle control device capable of suppressing a decrease in driving force against the driver's intention due to an upshift.

The gist of the first invention for achieving this object is as follows: (a) a manual transmission operation device that is manually operated to change the transmission gear ratio, and a predetermined relationship based on the actual vehicle state; And an automatic transmission capable of selecting a manual shift mode in which a shift is performed based on a gear ratio changed by the manual shift operation device, and the manual shift mode is selected. and such that the rotational speed of one of the rotary member in the power transmission path from the power source to the driving wheel does not exceed the respective predetermined limiting speed predetermined for the time being, the rotational speed of the one of the rotating member A control device for a vehicle that performs automatic upshift during manual shift to reduce the gear ratio changed by the manual shift operation device when it rises above a predetermined manual shift automatic upshift determination value. (B) when the rotational speed of any one of the rotating members has risen above the manual shift automatic upshift determination value, the manual shift automatic upshift is performed based on the actual vehicle state. Automatic upshift propriety judging means for judging whether or not it is appropriate, and (c) when the automatic upshift suitability judging means judges that the automatic upshift at the time of manual shift is inappropriate, the manual shift And automatic upshift prohibiting means for prohibiting the time automatic upshift.

In this way, when the manual speed change mode is selected , the rotational speed of any of the rotating members in the power transmission path from the power source to the drive wheels does not exceed a predetermined allowable rotational speed. As described above, when the rotational speed of any of the rotating members increases to a predetermined manual shift automatic upshift determination value or higher, the manual shift automatic increase is performed to reduce the gear ratio changed by the manual shift operation device. In the automatic transmission in which shifting is performed, when the rotation speed of any of the rotating members increases to a value greater than or equal to the automatic upshift determination value during manual shift, the automatic upshift during manual shift based on the actual vehicle state whether it is appropriate is judged by the automatic upshift appropriateness determination means, the manual shift automatic Appushifu by the automatic upshift appropriateness determination means Is determined to be inappropriate, the automatic upshift prohibiting means prohibits the automatic upshift at the time of manual shift, so that the driving force is reduced against the driver's intention by the automatic upshift at the time of manual shift. It is prevented.

Here, in the vehicle control apparatus according to the first aspect of the present invention , the vehicle control device further includes a driving force calculation unit that calculates an estimated driving force after the automatic upshift during the manual shift, and the automatic upshift propriety determination unit includes: When the estimated driving force calculated by the driving force calculating means is below a predetermined driving force required to maintain the current vehicle speed obtained based on the actual vehicle state, the automatic upshift at the time of manual shift is inappropriate. On the other hand, if the estimated driving force exceeds the predetermined driving force even if the driving force decreases due to the automatic upshift during manual shifting, the automatic upshift during manual shifting Is determined to be appropriate . In this way, when the estimated driving force generated at the speed ratio after the upshift does not exceed the predetermined driving force, the automatic upshift at the time of manual shift is prohibited. Reduction is prevented. That is, when the driving force necessary to maintain the vehicle speed cannot be realized at the speed ratio after the upshift, the automatic upshift at the time of manual shift is prohibited. It is possible to prevent the vehicle speed from being lowered against the intention of the person.

The second invention is the control apparatus for a vehicle according to the first invention, further comprising a road information detecting means for detecting at least one of road information and vehicle front road information currently driving, the automatic The upshift propriety determining means determines that the automatic upshift at the time of manual shift is inappropriate when a corner is detected by the road information detecting means. In this way, the automatic upshift during manual shift is prohibited during corner traveling, so that a sense of incongruity that is noticeably generated compared to during straight traveling is prevented due to a change in driving force accompanying the automatic upshift during manual shift. The

According to a third aspect of the invention, in the vehicle control device according to the first or second aspect of the invention , the manual speed change operation device has a plurality of types for limiting a change range of a gear stage or a change range of a gear ratio. The range of the automatic transmission is changed by manual operation to change the gear ratio of the automatic transmission. In this way, in the manual shift mode, the gear ratio of the automatic transmission is appropriately changed by manual operation.

According to a fourth aspect of the present invention, in the vehicle control device according to the first or second aspect of the invention , the manual speed change operation device switches the gear position or a constant speed ratio by manual operation to change the automatic speed change. The gear ratio of the machine is changed. In this way, in the manual shift mode, the gear ratio of the automatic transmission is appropriately changed by manual operation.

Further, the fifth invention is the control apparatus for a vehicle according to any one of the first invention through the fourth invention, the manual shifting automatic upshift is prohibited by the automatic upshift inhibition means Power source rotation control means for maintaining the rotation speed of the power source close to a predetermined allowable rotation speed of the power source so that the rotation speed of the rotating member does not exceed the predetermined allowable rotation speed. It is a waste. In this way, the rotational speed of any of the rotating members in the power transmission path is suppressed from exceeding a predetermined allowable rotational speed, and the rotational speed of the power source is made as high as possible. Appropriate driving force.

According to a sixth aspect of the present invention, in the vehicle control apparatus according to the fifth aspect of the present invention , the power source rotation control means sets the rotational speed of the power source based on a requested acceleration amount to a predetermined tolerance in the power source. It is maintained near the rotation speed. In this way, it is possible to ensure a driving force that appropriately reflects the driver's request.

Also, seventh aspect of the control apparatus for a vehicle according to any one of the first invention to the sixth invention of the manual shifting automatic upshift is prohibited by the automatic upshift inhibition means The rotational speed of the rotating member is compared with a speed ratio change width to a speed ratio that is reduced according to a predetermined upshift rule at the time of automatic upshift at the manual speed shift so that the rotational speed of the rotating member does not exceed the predetermined allowable speed. And a prohibition speed change control means for setting up a new speed change ratio with a small change ratio change width and performing an upshift. In this way, it is possible to prevent the rotational speed of any of the rotating members in the power transmission path from exceeding a predetermined permissible rotational speed, and to upshift compared to an automatic upshift during manual shifting. As a result, the driving force is prevented from being lowered, and an appropriate driving force is ensured.

According to an eighth aspect of the present invention, in the vehicle control apparatus according to the seventh aspect , the prohibited-time shift control means performs the upshift by setting the new speed ratio based on the requested acceleration amount. It is. In this way, it is possible to ensure a driving force that appropriately reflects the driver's request.

Also, ninth aspect of the control apparatus for a vehicle according to any one of the first invention through the fourth invention, the manual shifting automatic upshift is prohibited by the automatic upshift inhibiting means In this case, it further includes an autonomous rotation suppression control means for suppressing the autonomous rotation of the power source so that the rotation speed of the rotating member does not exceed the predetermined allowable rotation speed. In this way, it is possible to suppress the rotational speed of any of the rotating members in the power transmission path from exceeding a predetermined allowable rotational speed, and to suppress a change in driving force as compared to the upshift. As a result, the occurrence of discomfort is suppressed.

According to a tenth aspect of the invention, in the vehicle control apparatus according to the ninth aspect of the invention , the autonomous rotation suppression control means suppresses the autonomous rotation of the power source based on a requested acceleration amount. In this way, it is possible to ensure a driving force that appropriately reflects the driver's request.

  Here, preferably, the acceleration request amount is an amount indicating a driver's intention to accelerate, for example, an accelerator opening indicating an operation amount of an accelerator pedal or a throttle valve corresponding to the accelerator opening. An acceleration operation amount such as a throttle valve opening degree indicating an opening degree, or an acceleration operation speed such as an accelerator opening change rate and a throttle valve opening change rate is used. Further, a fuel injection amount indicating an injection amount of fuel injected into a chamber or a cylinder provided in an intake pipe of the engine corresponding to the accelerator opening, an intake air amount sucked through the intake pipe of the engine, and the like are used. May be.

  Preferably, the rotating member in the power transmission path from the power source to the drive wheel is, for example, an output shaft of a power source, a turbine shaft of a torque converter, an input shaft or an output shaft of an automatic transmission, an axle, a propeller shaft, etc. It is.

  Preferably, in the automatic transmission, a plurality of gear stages (shift stages) are alternatively achieved by selectively connecting rotating elements of a plurality of sets of planetary gear units by an engagement device. For example, various planetary gear type multi-stage transmissions such as 5 forward speeds, 6 forward speeds, 7 forward speeds, 8 forward speeds, etc., and a plurality of pairs of transmission gears that always mesh with each other between two shafts. Synchronous meshing, which is a synchronous mesh type parallel twin-shaft transmission in which the power is selectively transmitted by a synchronizer, but the gear stage can be automatically switched by a synchronizer driven by a hydraulic actuator. Type parallel two-shaft automatic transmission, a so-called belt-type continuously variable transmission in which a transmission belt functioning as a power transmission member is wound around a pair of variable pulleys having variable effective diameters and the gear ratio is continuously changed steplessly Machine or common A pair of cones rotated around an axis and a plurality of rotatable rollers that intersect the axis of the cone are sandwiched between the pair of cones so that the intersection angle between the center of rotation of the roller and the axis is It is constituted by a so-called traction type continuously variable transmission whose transmission gear ratio is variable by being changed.

  Preferably, the mounting position of the automatic transmission with respect to the vehicle is a horizontal type such as an FF (front engine / front drive) vehicle in which the axis of the transmission is in the width direction of the vehicle. It may be a vertical installation type such as an FR (front engine / rear drive) vehicle in the longitudinal direction.

  Preferably, as the engagement device, a multi-plate type, single-plate type clutch or brake engaged by a hydraulic actuator, or a belt type brake is widely used. The oil pump that supplies hydraulic oil for engaging with the hydraulic friction engagement device may be driven by a driving power source to discharge the hydraulic oil, for example, but is disposed separately from the power source. It may be driven by a dedicated electric motor.

  Preferably, the hydraulic control circuit including the hydraulic friction engagement device is responsive to, for example, supplying output hydraulic pressure of a linear solenoid valve directly to a hydraulic actuator (hydraulic cylinder) of the hydraulic friction engagement device. However, it is also possible to control the shift control valve by using the output hydraulic pressure of the linear solenoid valve as a pilot hydraulic pressure, and to supply hydraulic oil from the control valve to the hydraulic actuator.

  Preferably, one linear solenoid valve is provided, for example, corresponding to each of a plurality of hydraulic friction engagement devices. However, the linear solenoid valves are not engaged at the same time or controlled to be engaged or released. When there are a plurality of hydraulic friction engagement devices, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to perform the hydraulic control of all the hydraulic friction engagement devices with the linear solenoid valve. Some or all of the hydraulic control may be pressure control means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve. You can go there.

  Preferably, an engine that is an internal combustion engine such as a gasoline engine or a diesel engine is widely used as the power source. Further, an electric motor or the like may be used in addition to this engine as an auxiliary power source. Or only an electric motor may be used as a power source.

  In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating the configuration of an automatic transmission 10 for a vehicle to which the present invention is applied. FIG. 2 is an operation chart (engagement operation table) for explaining combinations of operations of engagement devices (engagement elements) when a plurality of gear stages (shift stages) of the automatic transmission 10 are established. This automatic transmission 10 includes a first transmission unit mainly composed of a double pinion type first planetary gear unit 12 in a transmission case (hereinafter referred to as a case) 30 as a non-rotating member attached to a vehicle body. 14 and a second transmission 20 mainly composed of a single pinion type second planetary gear device 16 and a double pinion type third planetary gear device 18 on a common axis C, and an input shaft 22 Are rotated and output from the output shaft 24. The input shaft 22 corresponds to an input rotating member, and in this embodiment, the input shaft 22 is a turbine shaft of a torque converter 28 that is rotationally driven by an engine 26 that is a driving power source. The output shaft 24 corresponds to an output rotating member, and rotationally drives the left and right drive wheels 74 sequentially through, for example, a differential gear device (final reduction gear) 70, a pair of axles 72, and the like (see FIG. 3). The automatic transmission 10 is configured substantially symmetrically with respect to the center line (axial center) C, and the lower half of the axial center C is omitted in the skeleton diagram of FIG.

  The first planetary gear device 12 includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to be capable of rotating and revolving, and a ring gear R1 that meshes with the sun gear S1 via the pinion gears P1. Three rotating elements are constituted by the carrier CA1 and the ring gear R1. The carrier CA1 is coupled to the input shaft 22 and driven to rotate, and the sun gear S1 is fixed to the case 30 so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 22, and transmits the rotation to the second transmission unit 20. In the present embodiment, the path for transmitting the rotation of the input shaft 22 to the second transmission unit 20 at the same speed is the first intermediate output path for transmitting the rotation at a predetermined constant gear ratio (= 1.0). The first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the input shaft 22 to the second transmission unit 20 without passing through the first planetary gear device 12, and the first planetary gear from the input shaft 22 to the first intermediate output path PA1. There is an indirect path PA1b for transmitting the rotation to the second transmission unit 20 via the carrier CA1 of the device 12. Further, the transmission ratio from the input shaft 22 to the second transmission unit 20 via the carrier CA1, the pinion gear P1 disposed on the carrier CA1, and the ring gear R1 is larger than the first intermediate output path PA1 (> 1). .0) is a second intermediate output path PA2 that transmits the rotation of the input shaft 22 with a reduced speed (deceleration).

  The second planetary gear device 16 includes a sun gear S2, a pinion gear P2, a carrier CA2 that supports the pinion gear P2 so as to rotate and revolve, and a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2. The third planetary gear unit 18 meshes with the sun gear S3 via the sun gear S3, a plurality of pairs of pinion gears P2 and P3 that mesh with each other, a carrier CA3 that supports the pinion gears P2 and P3 so as to rotate and revolve, and pinion gears P2 and P3. A ring gear R3 is provided.

  In the second planetary gear device 16 and the third planetary gear device 18, four rotating elements RM <b> 1 to RM <b> 4 are configured by being partially connected to each other. Specifically, the first rotating element RM1 is configured by the sun gear S2 of the second planetary gear unit 16, and the carrier CA2 of the second planetary gear unit 16 and the carrier CA3 of the third planetary gear unit 16 are integrally connected to each other. The second rotating element RM2 is configured, and the ring gear R2 of the second planetary gear unit 16 and the ring gear R3 of the third planetary gear unit 18 are integrally connected to each other to configure the third rotating element RM3, and the third planetary gear unit. The 18th sun gear S3 constitutes a fourth rotating element RM4. In the second planetary gear device 16 and the third planetary gear device 18, the carriers CA2 and CA3 are configured by a common member, the ring gears R2 and R3 are configured by a common member, and the second planetary gear device 18 The pinion gear P <b> 2 of the planetary gear device 16 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear device 18.

  The first rotating element RM1 (sun gear S2) is selectively connected to the case 30 via the first brake B1 and stopped rotating, and the first planetary gear unit 12 serving as an intermediate output member via the third clutch C3. The ring gear R1 (that is, the second intermediate output path PA2) is selectively connected to the carrier CA1 of the first planetary gear unit 12 (that is, the indirect path PA1b of the first intermediate output path PA1) via the fourth clutch C4. Connected. The second rotating element RM2 (carriers CA2 and CA3) is selectively coupled to the case 30 via the second brake B2 and stopped rotating, and the input shaft 22 (ie, the first intermediate) via the second clutch C2. It is selectively connected to the direct connection path PA1a) of the output path PA1. The third rotation element RM3 (ring gears R2 and R3) is integrally connected to the output shaft 24 to output rotation. The fourth rotation element RM4 (sun gear S3) is connected to the ring gear R1 via the first clutch C1. A one-way clutch F1 that prevents the reverse rotation of the second rotation element RM2 while allowing the normal rotation of the second rotation element RM2 (the same rotation direction as the input shaft 22) is provided between the second rotation element RM2 and the case 30. It is provided in parallel with B2.

Returning to FIG. 2, this engagement operation table is a table for explaining the operation states of the clutches C <b> 1 to C <b> 4 and the brakes B <b> 1 and B <b> 2 when each gear stage of the automatic transmission 10 is established. The state, “(◯)” represents the engaged state only during engine braking, and the blank represents the released state. As described above, the automatic transmission 10 includes three sets of planetary gear units 12, 16, and 18, and selectively engages the clutches C1 to C4 and the brakes B1 and B2 to thereby change the gear ratio γ (= input shaft). A plurality of gear stages having different rotational speeds N _IN / output shaft rotational speeds N _OUT ), for example, multi-speed shifting with 8 forward speeds is achieved. In particular, since the one-way clutch F1 is provided in parallel with the second brake B2, when the first gear (1st) is established, the second brake B2 is engaged during engine braking, It is released when driving.

  The gear ratios that differ for each gear stage are appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18. The clutches C1 to C4 and the brakes B1 and B2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are hydraulic friction members that are controlled by a hydraulic actuator such as a multi-plate clutch or a brake. This is a combination device (hereinafter referred to as an engagement device), and the engagement and release states are switched by the excitation, de-excitation, and current control of the linear solenoid valves SL1 to SL6 in the hydraulic control circuit 76 (see FIG. 3). In this case, the transient hydraulic pressure at the time of release is controlled.

  FIG. 3 is a block diagram illustrating a main part of a control system provided in the vehicle for controlling the automatic transmission 10 of FIG. The electronic control device 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. By performing signal processing, output control of the engine 26, shift control of the automatic transmission 10, and the like are executed. For engine control and shift control for controlling the linear solenoid valves SL1 to SL6 as necessary. It is divided into parts.

3, from the sensors and switches provided in the vehicle, for example, a crank angle (position) ACR (°) and the crank position sensor 32 detects a crank position corresponding to the rotational speed N _E of the engine 26, the torque converter 28 A turbine rotation speed sensor 34 that detects the turbine rotation speed _NT, that is, the rotation speed N _IN of the input shaft 22 of the automatic transmission 10, and an output shaft rotation speed sensor 36 that detects the rotation speed N _OUT of the output shaft 24 corresponding to the vehicle speed V. , An intake air amount sensor 38 for detecting the intake air amount Q _AIR of the engine 26, a shift position sensor 42 for detecting a lever position (operation position) P _SH of the shift lever 40 as a manual transmission operation device, and an operation amount of the accelerator pedal 44 An accelerator opening sensor 46 for detecting the accelerator opening Acc, A throttle position sensor 52 for detecting an opening angle of the electronic throttle valve 50 provided in the intake pipe 48, that is, a throttle valve opening θ _TH , and a brake operation signal B _ON indicating whether or not the foot brake 54 as a service brake is operated are detected. From the brake switch 56, the AT oil temperature sensor 58 for detecting the AT oil temperature T _OIL which is the temperature of the hydraulic oil in the hydraulic control circuit 76, the acceleration sensor 60 for detecting the acceleration (deceleration) G of the vehicle, and the like. , Crank angle (position) ACR (°) and engine speed N _E , turbine speed N _T (= input shaft speed N _IN ), vehicle speed V, output shaft speed N _OUT , intake air amount Q _AIR , lever position P _SH, the accelerator opening Acc, the throttle valve opening theta _TH, brake operation signal _B ON, AT oil temperature _{T oIL,} Speed signal representative of the like (deceleration) G is supplied to the electronic control unit 100.

  The accelerator pedal 44 is depressed according to the vehicle driving force requested by the driver, corresponds to an output operation member, and the accelerator opening Acc, which is the operation amount, corresponds to the acceleration request amount.

The turbine rotation speed N _T (= input shaft rotation speed N _IN ), the vehicle speed V, the output shaft rotation speed N _{OUT and the} like are related values (equivalent values) corresponding to the engine rotation speed _NE on a one-to-one basis. these engine rotational speed-related values, including the rotational speed N _E is the rotational speed of the rotating member in the power transmission path from the engine 26 to the driving wheel 74. In addition, for example, the rotational speed of the axle 72, the rotational speed of a propeller shaft (not shown), the rotational speed of the output shaft of the differential gear device 70, etc. are used as the engine rotational speed related values. Hereinafter, in this embodiment, what is expressed as the engine rotation speed also represents an engine rotation speed related value unless otherwise specified.

Further, the electronic control unit 100 drives the throttle actuator 62 for controlling the opening / closing of the electronic throttle valve 50 according to the engine output control command signal S _E for controlling the output of the engine 26, for example, the accelerator opening degree Acc. A signal, an injection signal for controlling the amount of fuel injected from the fuel injection device 64, an ignition timing signal for controlling the ignition timing of the engine 26 by the igniter 66, and the like are output. Further, a shift control command signal S _P for shift control of the automatic transmission 10, for example, excitation or de-excitation of the linear solenoid valves SL 1 to SL 6 in the hydraulic control circuit 76 for switching the shift stage of the automatic transmission 10. A valve command signal for control, a drive signal to the linear solenoid valve SLT for controlling the line hydraulic pressure PL, and the like are output.

  FIG. 4 is a circuit diagram relating to the linear solenoid valves SL1 to SL6 and the like for controlling the operation of the hydraulic actuators of the clutch C and the brake B, and is a circuit diagram showing the main part of the hydraulic control circuit 76.

  4, D range pressures (forward range pressure, forward hydraulic pressure) output from the hydraulic pressure supply device 90 are applied to the hydraulic actuators (hydraulic cylinders) 78, 80, 86, 88 of the clutches C1, C2 and brakes B1, B2. ) PD is regulated and supplied by linear solenoid valves SL1, SL2, SL5, SL6, and the line hydraulic pressure PL1 output from the hydraulic pressure supply device 90 is linearly supplied to the hydraulic actuators 82, 84 of the clutches C3, C4, respectively. The pressure is regulated and supplied by solenoid valves SL3 and SL4. Note that either the output hydraulic pressure of the linear solenoid valve SL6 or the reverse pressure (reverse range pressure, reverse hydraulic pressure) PR is supplied to the hydraulic actuator 88 of the brake B2 via the shuttle valve 99.

The hydraulic pressure supply device 90 adjusts the line hydraulic pressure PL1 (first line hydraulic pressure PL1) using the hydraulic pressure generated from a mechanical oil pump 68 (see FIG. 1) rotated and driven by the engine 26 as a source pressure, for example, a relief type primary. For regulating the line hydraulic pressure PL1 by the regulator valve (first pressure regulating valve) 92 and the first pressure regulating valve 92, the hydraulic pressure discharged from the first pressure regulating valve 92 is used as the original pressure, and the line hydraulic pressure PL2 (second line hydraulic pressure PL2, secondary secondary regulator valve (second pressure regulating valve) 94 for pressurizing the pressure PL2) tone, line oil pressure PL1 corresponding to the engine load or the like represented by the accelerator opening Acc or the throttle valve opening theta _TH, in order to be pressure PL2 two tone signal pressure to the first pressure regulating valve 92 and the second pressure regulating valve 94 _{P SLT} for supplying the linear solenoid valve SLT, line pressure P The oil path is switched mechanically in response to the operation of the modulator valve 96 that regulates the modulator hydraulic pressure PM to a constant value with 1 as the original pressure, and the shift lever 40 that is mechanically connected via a cable or a link. When the shift lever 40 is operated to the “D” position or the “S” position, it is output as the D range pressure PD, or is output as the reverse pressure PR when the shift lever 40 is operated to the “R” position. Manual pressure valve 98 and the like, and supply line oil pressures PL1 and PL2, modulator oil pressure PM, D range pressure PD, and reverse pressure PR.

  The linear solenoid valves SL1 to SL6 have basically the same configuration, and are excited and de-energized independently by the electronic control unit 100, and the hydraulic pressures of the hydraulic actuators 78 to 88 are independently regulated to control the clutches C1 to C1. The engagement pressure of C4 and brakes B1 and B2 is controlled. In the automatic transmission 10, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. In the shift control of the automatic transmission 10, for example, a so-called clutch-to-clutch shift is performed in which release and engagement of the clutch C and the brake B involved in the shift are controlled simultaneously. For example, as shown in the engagement operation table of FIG. 2, in the downshift from the fifth speed to the fourth speed, the clutch C2 is disengaged and the clutch C4 is engaged, so that the release transient hydraulic pressure of the clutch C2 is suppressed so as to suppress the shift shock. And the engagement transient hydraulic pressure of the clutch C4 are appropriately controlled. Thus, since the engagement devices (clutch C, brake B) of the automatic transmission 10 are controlled by the linear solenoid valves SL1 to SL6, the responsiveness of the operation of the engagement device is improved. Alternatively, the hydraulic circuit for the engagement / release operation of the engagement device is simplified.

  The shift lever 40 is disposed in the vicinity of the driver's seat, for example, and is manually operated to five lever positions “P”, “R”, “N”, “D”, or “S” as shown in FIG. It is like that.

  The “P” position (range) releases the power transmission path in the automatic transmission 10, that is, a neutral state (neutral state) in which the power transmission in the automatic transmission 10 is interrupted, and is mechanically output by the mechanical parking mechanism. This is a parking position (position) for preventing (locking) the rotation of 24, and the “R” position is a reverse travel position (position) for making the rotation direction of the output shaft 24 of the automatic transmission 10 reverse. , “N” position is a neutral position (position) for setting a neutral state in which power transmission in the automatic transmission 10 is interrupted, and “D” position is a shift range (D) that allows the automatic transmission 10 to shift. Range), the forward travel position (position) for executing the automatic shift control using all the forward gears of the first gear stage “1st” to the eighth gear stage “8th”. The “S” position is a forward travel position in which a manual shift can be performed by switching among a plurality of shift ranges that limit the range of gear shift, that is, a plurality of shift ranges with different shift speeds on the high speed side. (Position).

In this “S” position, the shift range is shifted to the down side every time the shift lever 40 is operated, the “+” position as the lever position P _SH for shifting the shift range to the up side every time the shift lever 40 is operated. A “−” position is provided as a lever position P _SH for the movement. For example, in the “S” position, any of the “8” range to the “L” range is changed according to the operation of the shift lever 40 to the “+” position or the “−” position. The “L” range in the “S” position is also an engine brake range for obtaining a further engine brake effect by engaging the second brake B2 at the first gear stage “1st”.

  The “D” position is an automatic transmission mode that is a control mode in which automatic transmission control is performed in the range of, for example, the first gear to the eighth gear as shown in FIG. The “S” position is a shift position to be selected. In the “S” position, automatic shift control is executed within a range that does not exceed the maximum speed gear of each shift range of the automatic transmission 10 and the shift changed by manual operation of the shift lever 40. It is also a shift position for selecting a manual shift mode that is a control mode in which manual shift control is executed based on the range (that is, the highest speed gear stage).

FIG. 6 is a functional block diagram illustrating the main part of the control function of the electronic control device 100. In FIG. 6, the engine output control means 102 controls the fuel injection device 64 for the fuel injection amount control and the igniter 66 for the ignition timing control in addition to the opening / closing control of the electronic throttle valve 50 by the throttle actuator 62, for example. An engine output control command signal _SE to be controlled is output. For example, the opening and closing control of the electronic throttle valve 50 is experimentally determined in advance and stored relationship between the engine rotational speed N _E and the engine torque estimated value T _E0 throttle valve opening theta _TH as shown in FIG. 7 as a parameter controlling the throttle valve opening theta _TH by the throttle actuator 62 so (engine torque map) the actual engine speed from the N _E and obtained based on the accelerator opening Acc target engine torque T _E ^* are obtained.

The shift control means 104 shifts based on the actual vehicle speed V and the accelerator opening Acc from the relationship (shift map, shift diagram) stored in advance with the vehicle speed V and the accelerator opening Acc as variables, for example, as shown in FIG. A determination is made to determine whether or not the shift of the automatic transmission 10 should be executed. For example, the shift stage of the automatic transmission 10 to be shifted is determined, and the automatic transmission 10 is configured so as to obtain the determined shift stage. Automatic shift control is executed. At this time, the shift control means 104 engages and / or releases the hydraulic friction engagement device involved in the shift of the automatic transmission 10 so that the shift stage is achieved according to, for example, the engagement table shown in FIG. A shift control command signal S _P (shift output command, hydraulic command) is output to the hydraulic control circuit 76.

In accordance with the command S _P, and the linear solenoid valve SL1~SL6 the hydraulic control circuit 76 is driven so that the shift of the automatic transmission 10 is performed, the hydraulic actuators of the hydraulically operated frictional engaging devices involved in the shifting Is activated.

In the shift diagram of FIG. 8, a solid line is a shift line for determining an upshift (upshift line), and a broken line is a shift line for determining a downshift (downshift line). Further, the shift line in the shift diagram of FIG. 8 indicates whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the actual accelerator opening Acc (%), that is, the value on which the shift on the shift line is to be executed ( It is for determining whether exceeds the shift point vehicle speed) V _S, also will have been previously stored as a series of the values V _S that shift point vehicle speed. 8 illustrates the shift lines in the first to sixth shift stages among the first to eighth shift stages in which the automatic transmission 10 performs a shift.

For example, when the shift control means 104 determines that the actual vehicle speed V has crossed the 2nd speed → 3rd speed upshift line at which the 2nd speed → 3rd speed upshift should be performed, that is, the shift point vehicle speed _V2-3 is set. When it is determined that the brake B1 has been exceeded, a command to release the brake B1 and to engage the clutch C3 is output to the hydraulic control circuit 76, that is, a command to drain (drain) the engagement hydraulic pressure of the brake B1 by de-excitation is linear. In addition to outputting to the solenoid valve SL5, a command to supply the engagement hydraulic pressure of the clutch C3 by excitation is output to the linear solenoid valve SL3.

  Thus, the shift control means 104 controls the excitation and non-excitation of the linear solenoid valves SL1 to SL6, respectively, thereby engaging the clutches C1 to C4 and the brakes B1 and B2 respectively corresponding to the linear solenoid valves SL1 to SL6. In this case, the disengagement state is switched to establish any one of the first gear stage “1st” to the eighth gear stage “8th”.

Further, the shift control means 104, so that the engine rotational speed N _E does not exceed a predetermined limiting speed when the shift lever 40 is the manual shift mode is operated to the "S" position is selected, the shift lever The shift range changed by the operation of 40 is changed to the shift range on the high speed side according to a predetermined upshift rule, in other words, the automatic upshift at the time of manual shift that reduces the gear ratio set by manual operation according to the predetermined upshift rule I do.

The predetermined allowable rotational speed is a predetermined engine that is determined experimentally in advance so that it can be used in an engine rotational speed range that does not exceed the maximum allowable rotational speed allowed for the engine 26 in consideration of the durability of the engine 26 and the like. The allowable rotational speed _NE '. This predetermined engine allowable rotational speed N _E ′ is also a predetermined fuel cut operation rotational speed for protecting the engine 26 by stopping fuel supply to the engine 26 by the engine output control means 102, that is, fuel cut. is there.

Further, the predetermined upshift rules, as the engine rotational speed N _E during running at the highest speed side gear stage does not exceed a predetermined engine allowable rotation speed N _{E 'in} the current shift range, variable speed maximum speed side the gear change to the high-speed side is intended to reduce the engine rotational speed N _E, if the engine rotational speed N _E during running at the highest speed side gear stage rises above a predetermined upshift rotation speed N _{EUP '} Further, it is predetermined that the shift range set by manual operation is changed to one side or more to the high speed side. The predetermined upshift rotation speed N _{EUP 'is} predetermined engine permissible rotational speed N _E' a rotation speed of the neighborhood, taking into consideration the racing amount of the engine speed N _E by the shift response delay or the like at the time of upshifting This is an automatic upshift determination value at the time of a manual shift that is obtained and set in advance by an experiment or the like to a value lower than the predetermined engine allowable rotational speed N _E ′ by a predetermined value.

However, the engine rotational speed N _E is running the manual shifting automatic upshift is performed uniformly by the shift control means 104 becomes the predetermined upshift rotation speed N _{EUP 'above,} for example, the uphill road during towing In such a case, there is a possibility that the required driving force cannot be obtained because the driving force is reduced against the driver's intention due to the automatic upshift during manual shifting.

Therefore, the shift control unit 104 does not execute the automatic upshift its manual shift when the engine rotational speed N _E is not suitable manual shifting automatic upshift even if the predetermined upshift rotation speed N _{EUP 'or} .

Specifically, the manual shift mode determination unit 106 determines whether the shift lever 40 is operated to the “S” position and the manual shift mode is being executed based on the lever position P _SH .

When the manual shift mode determination unit 106 determines that the manual shift mode is being executed, the automatic upshift determination unit 108 determines the engine rotation speed while traveling at the highest gear position in the current shift range. N _E determines whether rises above the predetermined upshift rotation speed N _{EUP '.}

Automatic upshift appropriateness determination means 110, when said engine rotational speed N _E by an automatic upshift determining means 108 is determined to rise above a predetermined upshift rotation speed N _{EUP ',} based on the actual vehicle state It is determined whether the automatic upshift during manual shift by the shift control means 104 is appropriate.

For example, the automatic upshift suitability determining means 110 calculates a driving force for calculating an estimated driving force _FUP generated after the automatic upshift during manual shift and a predetermined driving force _FUP ′ required after the automatic upshift during manual shifting. Means 112, and when the estimated driving force F _UP calculated by the driving force calculating means 112 is equal to or less than the predetermined driving force F _UP ', the automatic upshift at the manual shift is prohibited so that the automatic upshift at the manual shift is prohibited. It is determined that the upshift is inappropriate.

The predetermined driving force F _UP ′ is the current vehicle speed determined based on the actual vehicle state so that the vehicle speed V is prevented from decreasing due to a decrease in driving force due to an automatic upshift during manual shifting. This is the driving force required to maintain V, that is, the vehicle speed maintaining driving force.

Here, calculation of the estimated driving force F _UP and the predetermined driving force F _UP ′ by the driving force calculation means 112 will be described below. The driving force here is a vehicle driving force (hereinafter referred to as driving force) F [N] in the driving wheel 36 or a driving force related value (equivalent value) corresponding to the driving force F on a one-to-one basis. In addition to the driving force F, for example, acceleration G [G, m / s2], torque on the axle 72 as driving shaft torque (hereinafter referred to as axle torque) T _D [Nm], vehicle output (hereinafter output) P [PS, kW, HP], which is referred to as power), torque on the crankshaft as output torque of the engine 26 (hereinafter referred to as engine torque) T _E [Nm], turbine of the torque converter 28 as output torque of the torque converter 28 torque on the axis (hereinafter referred to as turbine _torque) T T [Nm] that (hereinafter referred to the input shaft _torque) torque on the input shaft 22 as an input torque of the automatic transmission 10 _{T iN} [ m], the output shaft torque on the 24 (hereinafter referred to as the output shaft _torque) T OUT as an output torque of the automatic transmission 10 [Nm], such as the torque _T P on the propeller shaft [Nm] are used.

The driving force calculating means 112 has a current vehicle speed V (output shaft rotational speed N _OUT ) as an actual vehicle state and a gear ratio γ in a gear stage that is one speed higher than the current speed, that is, a gear stage after an automatic upshift during manual shift. Based on the _UP , the engine rotational speed N _EUP (= N _OUT × γ _UP : the rotational speed ratio of the torque converter 28 is set to 1 for convenience) after the automatic upshift at the time of manual shift is calculated. Then, determine an estimated engine torque T _EUP after the automatic upshift manual shift based from the engine torque map shown in FIG 7 to the engine rotational speed N _EUP and the actual throttle valve opening theta _TH. Then, the driving force calculating means 112 estimates the estimated driving force F _UP (based on the estimated engine torque T _EUP , the gear ratio γ _UP , the reduction ratio i of the differential gear device 70, and the tire effective radius r _W of the driving wheel 74. = T _EUP × γ _UP × i / r _W ).

Further, the driving force calculating means 112 calculates a running resistance fres on flat road running. The running resistance fres is a rolling resistance Rr (= μr × W; μr is a rolling resistance coefficient, W is a vehicle weight) and an air resistance Ra (= μa × A × V ² ; μa is an air resistance coefficient, and A is a front projected area. , V is the sum of the vehicle speed) and is expressed as fres = Rr + Ra. For example, the travel resistance based on the actual vehicle speed V from the relationship (map) obtained and stored experimentally between the travel resistance fres and the vehicle speed V in advance. Calculate fres.

Further, the driving force calculating means 112 obtains an estimated engine torque T _E0 that is currently running based on the actual engine speed _NE and the throttle valve opening θ _TH from the engine torque map as shown in FIG. Based on the engine torque T _E0 , the transmission gear ratio γ at the actual gear stage of the automatic transmission 10, the reduction gear ratio i of the differential gear device 70 and the like, and the tire effective radius r _W of the drive wheel 74, = T _E0 × γ × i / r _W ) is calculated.

  The driving force calculating means 112 is a reference that is a vehicle acceleration G that should be generated by the generated driving force Freal on a flat road based on the generated driving force Freal, the travel resistance fres, the vehicle weight W, and the equivalent inertial mass Wr. The vehicle acceleration Gb (= (Freal-Fres) / (W + Wr)) is calculated. The equivalent inertia mass Wr is a rotary partial inertia weight obtained by replacing the inertia moment of the engine 26, the power transmission system, etc. with the weight on the effective radius of the drive shaft, and is a value obtained and stored in advance.

Further, the driving force calculating means 112 calculates an acceleration difference G ′ (= Gb−Gs) between the reference vehicle acceleration Gb and the actual vehicle acceleration Gs, and is experimentally obtained and stored in advance using the acceleration difference G ′ as a parameter. has been seeking road surface gradient theta _a relationship between the road surface gradient theta _a apparent vehicle speed V from (map) apparent on the basis of the calculated acceleration difference G 'and the actual vehicle speed V. This acceleration difference G ′ represents the magnitude of the road gradient θ that the vehicle is actually traveling by comparing the actual vehicle acceleration Gs with respect to the reference vehicle acceleration Gb. The larger this difference, the more the road gradient θ becomes. It will be big. In addition, the apparent road surface gradient θ _A is added with a gradient portion in which a weight other than the vehicle weight W, for example, the weight of the trailer to be pulled, is equivalently replaced with the actually traveling road surface gradient θ.

Then, the driving force calculation means 112 determines a predetermined driving force F _UP ′ (= K × (f (W, θ _A ) + fres): K based on the vehicle weight W, the apparent road surface gradient θ _A , and the travel resistance fres. Is a predetermined coefficient experimentally obtained in advance, and f (W, θ _A ) is a map or function obtained experimentally and stored in advance.

  When the automatic upshift prohibition means 114 determines that the automatic upshift appropriateness determination means 110 determines that the automatic upshift during manual shift by the shift control means 104 is inappropriate, the automatic upshift prohibition means 114 performs automatic upshift during manual shift by the driver. A command for prohibiting execution of automatic upshift during manual shift is output to the shift control means 104 so that the driving force is prevented from being reduced against the intention.

Incidentally, when the execution of the manual shifting automatic upshift when the engine rotational speed N _E rises above a predetermined upshift rotation speed N _{EUP 'is} prohibited, over-revving of the engine 26 with the or or fuel cut operation occurs May cause discomfort. Therefore, as inhibiting or or fuel cut operation of the over-revving of the engine 26 is avoided, suppressing the increase in the engine rotational speed N _E.

For example, the engine output control means 102 includes a power source rotation control means 116 for maintaining the engine rotational speed N _E in the vicinity predetermined rotational speed, manual gear shifting by the shift control means 104 by the automatic upshift inhibiting means 114 If the automatic upshift is prohibited, appropriate driving force engine rotational speed N _E is as high as possible with the engine rotational speed N _E is suppressed from exceeding the predetermined engine permissible rotational speed N _{E '} so they are secured, to maintain the engine rotational speed N _E to the power source rotation control means 116 to the rotation speed of the given engine allowable rotation speed N _{E 'neighborhood.}

The power source rotation control means 116, for example, maintained by opening and closing control and the fuel injection quantity control and ignition timing control of the electronic throttle valve 50 of the engine rotational speed N _E to the rotation speed of the given engine allowable rotation speed N _{E 'neighborhood.} Here, the rotation speed in the vicinity of the predetermined engine allowable rotation speed N _E ′ is, for example, the predetermined upshift rotation speed N _EUP ′, or the predetermined upshift rotation speed N _EUP ′ and the predetermined engine allowable rotation speed N _E ′. Rotational speed between is set.

More specifically, the power source rotation control means 116, so as to secure a driving force appropriately reflecting the driver's request, predetermined engine permissible rotational speed N _E of the engine rotational speed N _E based on the acceleration demand 'Maintain the rotation speed in the vicinity. For example, the predetermined engine permissible rotational speed N _{E 'rotational} speed in the vicinity of a predetermined engine permissible rotational speed N _E than enough to accelerator opening Acc _increases' is set close.

  FIG. 9 is a flowchart for explaining the main part of the control operation of the electronic control unit 100, that is, the control operation for appropriately determining whether or not the manual upshift automatic upshift is appropriate when the manual upshift automatic upshift is executed. For example, it is repeatedly executed with a very short cycle time of about several milliseconds to several tens of milliseconds.

In FIG. 9, in step (hereinafter, step is omitted) SA1 corresponding to the manual shift mode determination means 106, the shift lever 40 is operated to the “S” position based on the lever position P _SH to execute the manual shift mode. It is determined whether it is in the middle.

If the determination at SA1 is negative, this routine is terminated. If the determination is affirmative, at SA2 corresponding to the automatic upshift determination means 108, the vehicle is traveling at the highest gear in the current shift range. engine rotational speed N _E is whether rises above the predetermined upshift rotation speed N _{EUP 'is} determined to.

If the determination at SA2 is negative, this routine is terminated. If the determination is affirmative, at SA3 corresponding to the automatic upshift suitability determination means 110, the routine is generated at the gear stage after the automatic upshift during manual shift. It is determined whether or not the estimated driving force F _UP is equal to or less than a predetermined driving force F _UP ′ that is a driving force necessary for maintaining the current vehicle speed V.

When the estimated driving force F _UP exceeds the predetermined driving force F _UP ′ in SA3 and it is determined that the automatic upshift during manual shift is appropriate and the determination in SA3 is negative, the shift control means 104 is informed. In corresponding SA4, an automatic upshift at the time of manual shift is executed in which the shift range changed by operating the shift lever 40 is changed to the shift range on the high speed side in accordance with a predetermined upshift rule.

If it is determined in SA3 that the estimated driving force _FUP is less than or equal to the predetermined driving force _FUP ′ and the automatic upshift during manual shift is inappropriate, and the determination in SA3 is affirmed, the automatic upshift prohibiting unit 114 is informed. In a corresponding step (not shown), a command for prohibiting the execution of the automatic upshift at the time of manual shift is issued so as to prevent the driving force from being lowered against the intention of the driver by the automatic upshift at the time of manual shift. 104 is output. In addition, in the not-shown step corresponding to the engine output control means 102, high as possible is the engine rotational speed N _E with the engine rotational speed N _E is suppressed from exceeding the predetermined engine permissible rotational speed N _{E '} which are as appropriate driving force is reserved, the engine rotational speed N _E is maintained at the rotational speed of the predetermined engine allowable rotation speed N _{E 'neighborhood.} For example, the rotation speed in the vicinity of the predetermined engine allowable rotation speed N _E ′ is larger than the predetermined accelerator allowable rotation speed N _{E as the} accelerator opening Acc is increased so as to ensure a driving force that appropriately reflects the driver's request. 'Set near.

  As described above, according to the present embodiment, when the automatic upshift propriety determining unit 110 determines that the automatic upshift during manual shift is inappropriate, the automatic upshift prohibiting unit 114 automatically detects the automatic upshift during the manual shift. Since the upshift is prohibited, the driving force is prevented from being lowered against the driver's intention by the automatic upshift during manual shift.

Further, according to the present embodiment, when the estimated driving force _FUP generated in the gear stage after the automatic upshift during the manual shift by the automatic upshift propriety determining means 110 is equal to or less than the predetermined drive force _FUP ′, the manual shift is performed. since automatic upshift when it is determined to be unsuitable, the drive associated with the manual shift automatic upshift is prohibited manual shifting automatic upshift when the estimated driving force F _uP does not exceed the predetermined driving force F _{uP '} Power loss is prevented.

Further, according to the present embodiment, the predetermined driving force F _UP ′ is a driving force necessary for maintaining the current vehicle speed V, and therefore the vehicle speed V is maintained in the gear stage after the automatic upshift during manual shift. Therefore, when the necessary driving force cannot be achieved, automatic upshifting during manual shifting is prohibited, and the vehicle speed may decrease against the driver's intention due to a reduction in driving force associated with the automatic shifting during manual shifting. Is prevented.

  Further, according to the present embodiment, the shift lever 40 changes the gear ratio of the automatic transmission 10 by manually switching a plurality of types of ranges that limit the change range of the gear stage. The gear ratio of the automatic transmission 10 is appropriately changed by manual operation.

Further, according to this embodiment, when the manual shifting automatic upshift the automatic upshift inhibiting means 114 is prohibited, the engine output control means 102 (power source rotation control means 116) by the engine rotational speed N _E Is maintained at a rotational speed in the vicinity of the predetermined engine allowable rotational speed N _E ′, so that the engine rotational speed N _E is suppressed from exceeding the predetermined engine allowable rotational speed N _E ′ even when the upshift is not performed and the engine speed is increased. speed N _E is as high as possible suitable drive force is ensured.

Further, according to this embodiment, since based on the acceleration demand by the power source rotation control means 116 engine rotational speed N _E is maintained at the rotational speed of the predetermined engine allowable rotation speed N _{E 'near} the driver's request It is possible to secure a driving force appropriately reflecting the above.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

In the above-described embodiment, when the automatic upshift at the time of manual shift is executed, the appropriateness of the automatic upshift at the time of manual shift is appropriately determined based on the estimated driving force _FUP and the predetermined driving force _FUP '. On the other hand, when cornering, regardless of the driver's intention, an automatic upshift during manual shifting is performed and the driving force decreases (changes). In other words, when the vehicle acceleration decreases (changes), it feels strange compared to when driving straight. May occur significantly. Therefore, in this embodiment, the shift control means 104, the manual shifting automatic up when the engine rotational speed N _E is a predetermined upshift rotation speed N _{EUP 'or} the cornering or during cornering immediately preceding even when Do not perform a shift.

  Specifically, FIG. 10 is a functional block diagram illustrating the main part of the control function of the electronic control device 100, and corresponds to FIG.

In the embodiment of FIG. 6, the automatic upshift propriety determining unit 110 includes the driving force calculating unit 112 that calculates the estimated driving force F _UP and the predetermined driving force F _UP ′, and the estimated driving force F _UP is the predetermined driving force F _{UP. It} was determined whether or not the automatic upshift at the time of manual shift was inappropriate based on whether or not it was below _UP ′. In FIG. 10, instead of this, the automatic upshift propriety determining means 110 includes road information detecting means 118 for detecting at least one of the road information currently traveling and the road information ahead of the vehicle, and the road information detecting means. It is determined that the automatic upshift at manual shift is inappropriate so that the automatic upshift at manual shift is prohibited when a corner is detected by 118.

  When the automatic upshift prohibition means 114 determines that the automatic upshift appropriateness determination means 110 determines that the manual shift automatic upshift by the shift control means 104 is inappropriate, the automatic upshift prohibition means 114 performs the manual upshift automatic upshift. More specifically, in order to prevent the driving force from being reduced against the driver's intention, the driving force changes due to the automatic upshift at the time of manual shift, so that it is more noticeable than during straight running during cornering. A command for prohibiting execution of automatic upshifting at the time of manual shift is output to shift control means 104 so as to prevent a sense of discomfort that occurs.

  The road information detection means 118 detects, for example, road information on the current traveling or road information ahead of the vehicle from a well-known navigation system, vehicle acceleration G, steering wheel steering angle, wheel speed difference, etc. The corner is detected by determining whether the vehicle is turning by detecting the road information currently traveling or by detecting the road information ahead of the vehicle using a front obstacle detection sensor or the like.

The above, in the embodiment of FIG. 6, the engine output control means 102 includes a power source rotation control means 116 for maintaining the engine rotational speed N _E in the vicinity predetermined rotational speed, by the automatic upshift inhibiting means 114 when the manual transmission when the automatic upshift by the shift control means 104 is inhibited, and its power source rotation control means 116 to maintain the engine rotational speed N _E to the rotation speed of the given engine allowable rotation speed N _{E 'neighborhood.} In FIG. 10, instead, the engine output control means 102 includes an autonomous rotation suppression control means 120 that suppresses autonomous rotation of the engine 26, that is, a fuel supply suppression control means that suppresses fuel supply to the engine 26, when the manual transmission when the automatic upshift by the shift control means 104 by the automatic upshift inhibiting means 114 is inhibited, the engine rotational speed N _E is prevented from exceeding a predetermined engine permissible rotational speed N _{E '} The autonomous rotation suppression control means 120 is restrained from supplying fuel to the engine 26 so that a change in driving force is suppressed as compared to an upshift or a fuel cut operation, and the occurrence of uncomfortable feeling is suppressed.

Thus, the autonomous rotation suppression control means 120 inhibit the fuel supply to the engine 26 so that the change of the engine torque T _E is reduced as compared with the fuel cut operation to completely shut off the fuel supply to the engine 26 To do.

  More specifically, the autonomous rotation suppression control means 120 suppresses the autonomous rotation of the engine 26 based on the acceleration request amount so as to ensure the driving force that appropriately reflects the driver's request, that is, the engine 26. The amount of fuel supplied to For example, the suppression of the fuel supply amount to the engine 26 is made smaller as the accelerator opening Acc becomes larger.

In the embodiment of FIG. 6, the predetermined upshift rotational speed _NEUP 'is used as the automatic upshift determination value at the time of manual shift, and the automatic upshift determination means 108 is at the highest speed side gear in the current shift range. engine rotational speed N _E is determined whether rises above the predetermined upshift rotation speed N _{EUP 'during} running. In FIG. 10, instead of this, a predetermined upshift vehicle speed V _UP ′ corresponding to the vehicle speed V, which is an engine speed related value, is used as the automatic upshift determination value at the time of manual shift. It is determined whether or not the vehicle speed V has risen above the predetermined upshift vehicle speed V _UP ′ during traveling at the highest speed gear in the current shift range. The predetermined upshift vehicle speed V _{UP 'is} predetermined upshift rotation speed N _EUP' in the same manner as the engine rotation during the running at the highest speed side gear stage in the current shift range speed N _E is predetermined engine permissible rotational speed N _E 'This is a determination value obtained and set in advance by an experiment or the like for performing automatic upshift during manual shift according to the predetermined upshift rule so as not to exceed.

  FIG. 11 is a flowchart for explaining a main part of the control operation of the electronic control unit 100, that is, a control operation for appropriately determining whether or not the manual upshift automatic upshift is appropriate when the manual upshift automatic upshift is executed. FIG. 10 is a diagram corresponding to FIG. 9.

In FIG. 11, SB1 indicates that the shift lever 40 is operated to the “S” position based on the lever position P _SH and the sequential mode, that is, the manual shift mode is selected. That is, the case where the determination of SA1 in FIG. 9 is affirmed is shown.

Next, in SB2 corresponding to the automatic upshift determining means 108, it is determined whether or not the vehicle speed V has increased to or above the predetermined upshift vehicle speed _VUP 'during traveling at the highest speed gear in the current shift range. Is done.

  If the determination of SB2 is negative, this SB2 is repeatedly executed. If the determination is positive, in SB3 corresponding to the automatic upshift propriety determination means 110, for example, currently running from a well-known navigation system It is determined whether or not a corner has been detected based on the road information and the road information ahead of the vehicle.

  If the corner is not detected in SB3 and it is determined that the automatic upshift during manual shift is appropriate and the determination in SB3 is negative, the shift lever 40 is operated in SB4 corresponding to the shift control means 104. An automatic upshift at the time of manual shift is executed in which the changed shift range is changed to a high-speed shift range according to a predetermined upshift rule.

When it is determined that the automatic upshift at the time of manual shift is inappropriate due to the detection of the corner at SB3 and the determination at SB3 is affirmative, the automatic upshift prohibiting means 114 and the engine output control means 102 are notified. In the corresponding SB5, the execution of the automatic upshift at the time of manual shift is prohibited so that the change in the driving force accompanying the automatic upshift at the time of manual shift prevents a sense of discomfort that is noticeably generated during cornering compared to during straight running. A command is output to the shift control means 104. In addition, the variation of the driving force compared with is suppressed occurrence of uncomfortable feeling is suppressed upshift or fuel cut operation while being prevented from engine speed N _E exceeds a predetermined engine permissible rotational speed N _{E '} As described above, the fuel supply to the engine 26 is suppressed. For example, the suppression of the fuel supply amount to the engine 26 is made smaller as the accelerator opening Acc becomes larger so as to ensure the driving force that appropriately reflects the driver's request.

  As described above, according to the present embodiment, as in the above-described embodiment, when the automatic upshift appropriateness determination unit 110 determines that the automatic upshift during manual shift is inappropriate, the automatic upshift is prohibited. Since the automatic upshift at the time of manual shift is prohibited by the means 114, the automatic upshift at the time of manual shift prevents the driving force from being lowered against the driver's intention.

  Further, according to the present embodiment, when the corner is detected by the road information detecting means 118, the automatic upshift appropriateness determining means 110 determines that the automatic upshift at the time of manual shift is inappropriate, and the manual operation is performed during cornering. Since the automatic upshift at the time of shifting is prohibited, it is possible to prevent a sense of incongruity that is remarkably generated compared to that during straight running due to a change in driving force accompanying the automatic upshift at the time of manual shifting.

Further, according to this embodiment, when the automatic upshift prohibiting means 114 prohibits the automatic upshift during manual shift, the engine output control means 102 (autonomous rotation suppression control means 120) supplies fuel to the engine 26. the supply is suppressed, the engine speed N _E predetermined engine permissible rotational speed N _{E 'that} is compared to the change in the driving force is suppressed to up-shift or a fuel cut operation while being suppressed more than the generation of discomfort Is suppressed.

  Further, according to this embodiment, the power source rotation control means 116 suppresses the autonomous rotation of the engine 26 based on the acceleration request amount, that is, the fuel supply amount to the engine 26 is suppressed. It is possible to secure a driving force appropriately reflecting the above.

  FIG. 12 is a functional block diagram illustrating a main part of the control function of the electronic control device 100, and corresponds to FIG.

In the embodiment of FIG. 6, the engine output control means 102 includes a power source rotation control means 116 for maintaining the engine rotational speed N _E in the vicinity predetermined rotational speed, the shift control by the automatic upshift inhibiting means 114 If the manual shifting automatic upshift is prohibited by means 104 and its power source rotation control means 116 to maintain the engine rotational speed N _E to the rotation speed of the given engine allowable rotation speed N _{E 'neighborhood.} In FIG. 12, instead of this, the shift control means 104 has a smaller shift range compared to a shift range change that is changed to a high speed side by two or more ranges according to a predetermined upshift rule at the time of automatic upshift at manual shift. It includes a prohibition shift control means 122 that sets a new shift range that changes and performs an upshift when prohibition, and the automatic upshift prohibition means 114 prohibits the automatic upshift during manual shift by the shift control means 104. If it is a decrease in the driving force due to the upshift speed ratio varies with the engine rotational speed N _E is prevented from exceeding a predetermined engine permissible rotational speed N _{E 'is} compared to a large manual shifting automatic upshifting Upshift when prohibited to the shift control means 122 when prohibited so that appropriate driving force is suppressed. Is executed. However, when the predetermined upshift rule is an automatic upshift during manual shift in which the shift range is changed to one range high speed side, the prohibited upshift by the prohibited shift control means 122 is not executed.

  As described above, the prohibited-time shift control means 122 executes an upshift by setting a new shift range in which the change ratio change width is smaller than the change ratio change width at the time of automatic upshift at the time of manual shift. It is.

  More specifically, the prohibited-time shift control means 122 performs an upshift by setting a new shift range based on the acceleration request amount so as to ensure a driving force that appropriately reflects the driver's request. For example, the new shift range is set to a shift range on the lower speed side as the accelerator opening Acc becomes larger.

In the present embodiment, when the determination of SA3 in the flowchart of FIG. 9 is affirmative, in a step (not shown) corresponding to the automatic upshift prohibiting means 114, driving is performed against the driver's intention by the automatic upshift during manual shift. A command for prohibiting execution of the automatic upshift at the time of manual shift is output to the shift control means 104 so that the force is prevented from decreasing. In addition, in the not-shown step corresponding to the shift control portion 104, an upshift in comparison to the manual transmission when the automatic upshift with the engine rotational speed N _E is prevented from exceeding a predetermined engine permissible rotational speed N _{E '} In order to prevent a decrease in the driving force accompanying the above and ensure an appropriate driving force, a new shift range that is smaller than the predetermined upshift rule is set, and an upshift when prohibited is performed. Is called.

As described above, according to the present embodiment, the estimated driving force F _UP generated in the gear stage after the automatic upshift at the time of manual shift by the automatic upshift propriety determination means 110 is predetermined drive as in the above-described embodiment. force F _{uP 'when} the following determined as manually shift the automatic upshift is determined to be unsuitable, the estimated driving force F _uP predetermined driving force F _uP' by automatic upshift inhibiting means 114 when not exceeding Since the automatic upshift at the time of the manual shift is prohibited, the driving force is prevented from being lowered against the driver's intention by the automatic upshift at the time of the manual shift.

Further, according to this embodiment, when the automatic upshift prohibiting unit 114 prohibits the automatic upshift during manual shift, the shift control unit 104 (prohibited shift control unit 122) follows the predetermined upshift rule. since compared with a small shift range change to become a new shift range is set to prohibit upshift on the shift range change is changed to 2 range or high-speed side is performed, the engine speed N _E predetermined engine limiting speed N _E ′ is prevented from exceeding, and a decrease in driving force due to upshifting is suppressed as compared with an automatic upshift during manual shifting, and an appropriate driving force is ensured.

  Further, according to this embodiment, a new shift range is set based on the requested acceleration amount by the prohibition shift control means 122 and an upshift is performed, so that a driving force that appropriately reflects the driver's request is ensured. can do.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, although in the foregoing embodiments, the predetermined upshift rotation speed N _{EUP 'and} the predetermined upshift vehicle speed V _UP', taking into account the durability of the engine 26 engine rotational speed N _E is predetermined engine permissible rotational speed N _E ' Although the automatic upshift determination value at the time of manual shift is performed so that the automatic upshift at the time of manual shift is performed according to a predetermined upshift rule so as not to exceed, the automatic transmission 10 is a belt type continuously variable transmission (CVT). case, in place of or in addition to considering the durability or the like of the engine 26, the predetermined upshift rotation speed N _{EUP 'and} the predetermined upshift vehicle speed V _uP' is considering durability of the belt of the CVT manual shifting automatic up according to the input shaft rotational speed N _iN is a predetermined input shaft speed N _{iN 'predetermined} upshift rules so as not to exceed the CVT Shift manual gear shifting may be automatic upshift decision value to be done. Thus, the predetermined engine allowable rotational speed N _E ′ and the predetermined upshift rotational speed N _EUP ′ are values related to the engine rotational speed, like the predetermined input shaft rotational speed N _IN ′ and the predetermined upshift vehicle speed V _UP ′. The predetermined permissible rotational speed corresponding to the rotational speed of any of the rotating members in the power transmission path from the engine 26 to the drive wheels 74 and the automatic upshift determination value at the time of manual shift are replaced. Even in such a case, the present invention can be applied.

  In the above-described embodiment, the shift lever 40 is disposed in the vicinity of the driver's seat as a manual shift operation device so as to be manually operable. However, a plurality of shift positions such as “P”, “R”, and “N” are provided. , “D”, and “S” are suitably used in addition to the examples as long as they are provided to be selectably operated.

  For example, an operation device arranged near the steering wheel, a switch capable of selecting multiple types of shift positions such as a push button type switch and a slide type switch, or in response to a driver's voice regardless of manual operation A device that can switch a plurality of types of shift positions, an operation device that can switch a plurality of types of shift positions by operating a foot, and the like may be used.

  Further, when the manual shift mode is selected by operating the shift lever 40 to the “S” position, a plurality of types of shift ranges that limit the change range of the gear stage can be switched. When the machine 10 is a continuously variable transmission (CVT), a plurality of types of shift ranges that limit the range of change of the continuously changing gear ratio, that is, a plurality of types of shift ranges having different speed ratios on the high-speed side that can be changed. Are configured to be switchable. Even in this case, the gear ratio of the automatic transmission 10 is appropriately changed by manual operation in the manual transmission mode.

  When the manual shift mode is selected by operating the shift lever 40 to the “S” position, the gear stage (shift stage) may be switched in place of a plurality of types of shift ranges. That is, the highest speed gear stage of each shift range may be set as each gear stage so that it can be switched every time the shift lever 40 is operated. For example, when the shift lever 40 is manually operated to the upshift position “+” or the downshift position “−” in the “S” position, for example, any one of the first speed gear stage to the eighth speed gear stage is the shift lever 40. It is switched according to the operation. Further, when the automatic transmission 10 is a continuously variable transmission (CVT), a predetermined gear ratio that is stored in advance, that is, a plurality of fixed gear ratios is shifted so as to correspond to a gear stage in the stepped transmission. It is configured to be switchable every time the lever 40 is operated. Even in this case, the gear ratio of the automatic transmission 10 is appropriately changed by manual operation in the manual transmission mode.

  In the above-described embodiment, the predetermined upshift rule is changed to the high speed side by one range or more, and the prohibited-time shift control means 122 changes the speed to be changed to the high speed side by two ranges or more according to the predetermined upshift rule. In the manual shift mode, when a gear position is switched instead of the shift range, a new shift range that changes to a small shift range compared to the range change was set to perform upshifting when prohibited. The predetermined upshift rule is to be changed to a high speed side by one gear stage or more, and the prohibited-time shift control means 122 compares it with a change in gear ratio that is changed to a high speed side by two gear stages or more according to the predetermined upshift rule. Set up a new gear stage with a small change in gear ratio and perform an upshift when prohibited. Further, the prohibition time shift control means 122 sets a new gear based on the requested acceleration amount and performs an upshift when prohibited. Even if it does in this way, the effect similar to the above-mentioned Example is acquired.

  In particular, when the automatic transmission 10 is a continuously variable transmission (CVT), the predetermined upshift rule is changed to a higher speed than a predetermined gear ratio, and the prohibited-time shift control means 122 is configured to perform a predetermined upshift. A new second predetermined speed ratio that is smaller than the speed ratio change that is changed to a higher speed than the first predetermined speed ratio in accordance with the shift rule is set to perform upshifting when prohibited. Further, the prohibited-time shift control means 122 sets a new second predetermined gear ratio based on the requested acceleration amount and performs an upshift when prohibited. Even if it does in this way, the effect similar to the above-mentioned Example is acquired. Furthermore, since the gear ratio is continuously changed, unlike the gear ratio in a gear stage that changes stepwise, a driving force that more appropriately reflects the driver's request can be ensured.

  Further, in the above-described embodiment, when the automatic upshift at the time of manual shift is prohibited, the engine output control means 102 is arranged so that a decrease in the driving force accompanying the upshift is suppressed and an appropriate driving force is ensured. Instead of providing the power source rotation control means 116, the shift control means 104 is configured to include the prohibition-time shift control means 122, but either the power source rotation control means 116 or the prohibition-time shift control means 122 is used. May also be provided. In this way, it is possible to ensure a driving force that more appropriately reflects the driver's request.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle automatic transmission to which the present invention is applied. FIG. 2 is an operation chart for explaining a combination of operations of the hydraulic friction engagement device when a plurality of shift stages of the vehicle automatic transmission of FIG. 1 are established. FIG. 2 is a block diagram illustrating a main part of a control system provided in the vehicle for controlling the automatic transmission of FIG. 1. FIG. 4 is a circuit diagram relating to a linear solenoid valve that controls the operation of each hydraulic actuator for clutches and brakes, and is a circuit diagram showing a main part of the hydraulic control circuit shown in FIG. 3. It is a figure explaining the operation position of the shift lever of FIG. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. FIG. 5 is a relationship diagram (map) stored in advance for calculating engine torque as an estimated engine torque value based on the throttle valve opening and the engine speed. It is a figure which shows an example of the shift map used in the shift control of the electronic controller of FIG. FIG. 4 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 3, that is, a control operation for appropriately determining whether or not the manual upshift automatic upshift is appropriate when the manual upshift automatic upshift is executed. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. 3, Comprising: It is a figure equivalent to FIG. FIG. 4 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 3, that is, a control operation for appropriately determining whether or not a manual shift automatic upshift is appropriate when a manual shift automatic upshift is executed. FIG. 10 is a diagram corresponding to FIG. 9. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. 3, Comprising: It is a figure equivalent to FIG.

Explanation of symbols

10: Automatic transmission 26: Engine (power source)
40: Shift lever (manual shift operation device)
74: Drive wheel 100: Electronic control device (control device)
110: Automatic upshift propriety determination means 112: Driving force calculation means 114: Automatic upshift prohibition means 116: Power source rotation control means 118: Road information detection means 120: Autonomous rotation suppression control means 122: Inhibition speed change control means

Claims (10)

A manual transmission operation device manually operated to change the transmission ratio, an automatic transmission mode in which a transmission is performed based on an actual vehicle state from a predetermined relationship, and a transmission ratio changed by the manual transmission operation device. An automatic transmission capable of selecting a manual shift mode in which a gear shift is performed based on the rotation speed of any of the rotating members in the power transmission path from the power source to the drive wheels when the manual shift mode is selected. When the rotational speed of any one of the rotating members has risen above a predetermined automatic upshift determination value during manual shift so that the rotational speed does not exceed a predetermined allowable rotational speed, the manual shift is performed. A control device for a vehicle that performs automatic upshifting at the time of a manual shift to reduce a gear ratio changed by an operation device,
When the rotational speed of any one of the rotating members has risen above the manual shift automatic upshift determination value, it is determined whether the manual shift automatic upshift is appropriate based on the actual vehicle state. Automatic upshift propriety judging means to
Automatic upshift prohibiting means for prohibiting the automatic upshift during manual shift when the automatic upshift propriety determination means determines that the automatic upshift during manual shift is inappropriate ;
Driving force calculating means for calculating an estimated driving force after the automatic upshift during manual shifting,
The automatic upshift propriety determining unit is configured such that the estimated driving force calculated by the driving force calculating unit is equal to or less than a predetermined driving force required to maintain the current vehicle speed obtained based on an actual vehicle state. However, the estimated driving force exceeds the predetermined driving force even if the driving force is reduced due to the automatic upshifting at the time of manual shifting. A vehicle control apparatus characterized by determining that the automatic upshift at the time of manual shift is appropriate when the vehicle is in a manual shift . Road information detecting means for detecting at least one of road information currently traveling and road information ahead of the vehicle,
2. The vehicle control device according to claim 1, wherein the automatic upshift propriety determination means determines that the automatic upshift during manual shift is inappropriate when a corner is detected by the road information detection means. The manual shift operation device according to claim 1 or 2 in which a plurality of types of ranges to limit the change in scope or range of variation of the transmission ratio of the gear stage is switched by a manual operation to change the speed ratio of the automatic transmission Vehicle control device. The vehicle control device according to claim 1 or 2 , wherein the manual transmission operation device changes a transmission gear ratio of the automatic transmission by manually switching a gear stage or a constant transmission gear ratio. When the automatic upshift during manual shifting is prohibited by the automatic upshift prohibiting means, the rotational speed of the power source is set so that the rotational speed of the rotating member does not exceed the predetermined allowable rotational speed. The vehicle control device according to any one of claims 1 to 4 , further comprising power source rotation control means for maintaining the vicinity of a predetermined permissible rotational speed of the engine. 6. The vehicle control device according to claim 5 , wherein the power source rotation control means maintains the rotation speed of the power source in the vicinity of a predetermined allowable rotation speed of the power source based on a requested acceleration amount. When the automatic upshift during the manual shift is prohibited by the automatic upshift prohibiting means, a predetermined speed during the automatic upshift during the manual shift is set so that the rotational speed of the rotating member does not exceed the predetermined allowable rotational speed. 2. A prohibition-time shift control means for setting a new gear ratio that is a smaller gear ratio change width compared to a gear ratio change width to a gear ratio that is made smaller in accordance with the upshift rule and performing an upshift. The vehicle control device according to any one of 1 to 6 . 8. The vehicle control device according to claim 7 , wherein the prohibited-time shift control means performs an upshift by setting the new gear ratio based on an acceleration request amount. Autonomous rotation that suppresses autonomous rotation of the power source so that the rotational speed of the rotating member does not exceed the predetermined allowable rotational speed when the automatic upshift during manual shifting is prohibited by the automatic upshift prohibiting means control device according to any one of the vehicle according to claim 1 to 4 which further contains a suppression control means. The vehicle control device according to claim 9 , wherein the autonomous rotation suppression control unit suppresses autonomous rotation of the power source based on an acceleration request amount.

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