JP5484856B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission having a manual mode for switching a gear position according to a driver's shift operation.

  As an automatic transmission mounted on a vehicle, a planetary gear type automatic transmission and a belt drive type continuously variable transmission have been developed. These automatic transmissions are provided with a predetermined shift map, and the gear position is automatically switched according to the shift map (see, for example, Patent Document 1). In order to improve the commerciality of automatic transmissions, automatic transmissions with a manual mode that enable manual shifting have been developed. In this automatic transmission, it is possible to switch gears one by one in accordance with the driver's shift lever operation and paddle shift operation.

JP 2002-13625 A

  However, in recent automatic transmissions, in order to improve shift quality and fuel efficiency, the number of shift stages is increased, and the difference in the gear ratio at each shift stage is set to be small. For this reason, when downshifting to obtain engine braking and downshifting to obtain acceleration force using manual mode, it is often forced to perform multiple shift operations in succession. On the other hand, it was a factor that made me feel bothersome.

  An object of the present invention is to improve the convenience of the manual mode.

An automatic transmission control device according to the present invention is an automatic transmission control device having a manual mode for switching a gear position in accordance with a driver's shift operation, and includes a shift operation detecting means for detecting the driver's shift operation. A shift speed setting means for setting a target shift speed based on the vehicle speed and the accelerator opening, a shift control means for performing shift control based on the target shift speed when a shift operation is detected, a vehicle speed, a maximum acceleration setting means for setting a maximum acceleration of the vehicle based on the engine torque, has a coefficient setting means for setting an acceleration coefficient, a based on the accelerator opening, the shift speed setting means, and the maximum acceleration After setting the required acceleration for the vehicle based on the acceleration coefficient, a target shift stage is set based on the required acceleration .

In the automatic transmission control apparatus according to the present invention, the coefficient setting means sets the acceleration coefficient in consideration of at least one of a road surface gradient, a vehicle braking state, a vehicle turning state, and the number of shift operations. Features.

  The control apparatus for an automatic transmission according to the present invention is characterized in that the shift speed setting means sets a shift speed at which an acceleration closest to the required acceleration is obtained as the target shift speed.

An automatic transmission control device according to the present invention is an automatic transmission control device having a manual mode for switching a gear position in accordance with a driver's shift operation, and includes a shift operation detecting means for detecting the driver's shift operation. A shift speed setting means for setting a target shift speed based on the vehicle speed and the accelerator opening, and a shift control means for performing shift control based on the target shift speed when a shift operation is detected. and the target shift speed in the case of matching the current gear position, the shift control means and performing shift control of one stage.

  The control apparatus for an automatic transmission according to the present invention is characterized in that the shift speed setting means sets the target shift speed for downshifting.

  According to the present invention, in the manual mode in which the shift speed is switched according to the driver's shift operation, the target shift speed is set based on the vehicle speed and the accelerator opening, so that the shift speed is skipped as necessary. Shift control can be executed. As a result, the number of shift operations of the driver can be suppressed, and convenience can be improved.

It is a skeleton figure which shows the continuously variable transmission mounted in a vehicle. It is the schematic which shows the hydraulic control system of a continuously variable transmission. It is a diagram which shows an example of the gear stage used by manual mode. It is a block diagram which shows the downshift control system of a CVT control unit. It is a characteristic diagram which shows an example of an engine torque output characteristic. (A) is a characteristic diagram showing an example of the vehicle acceleration obtained for each gear position, and (B) is a characteristic diagram showing the vehicle acceleration corrected by taking the traveling resistance into consideration. It is a characteristic diagram which shows an example of a basic setting rate. It is table data which shows an example of a gradient coefficient, a brake coefficient, and a turning coefficient. It is explanatory drawing which shows an example of the procedure at the time of setting a target gear stage according to a request | requirement acceleration. (A) is a characteristic diagram showing an example of the vehicle acceleration obtained for each gear position, and (B) is a characteristic diagram showing the vehicle acceleration corrected by taking the traveling resistance into consideration. It is table data which shows an example of a gradient coefficient. It is explanatory drawing which shows an example of the procedure at the time of setting a target gear stage according to a request | requirement acceleration. It is a flowchart which shows an example of the procedure of the shift control in manual mode.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram showing a continuously variable transmission 10 mounted on a vehicle. As shown in FIG. 1, a continuously variable transmission 10 that is an automatic transmission has a primary shaft 12 that is driven by an engine 11 and a secondary shaft 13 that is parallel to the primary shaft 12. A speed change mechanism 14 is provided between the primary shaft 12 and the secondary shaft 13, and a speed reduction mechanism 16 and a differential mechanism 17 are provided between the secondary shaft 13 and the drive wheels 15.

  A primary pulley 20 is provided on the primary shaft 12, and the primary pulley 20 includes a fixed sheave 20a and a movable sheave 20b. A hydraulic oil chamber 21 is defined on the back side of the movable sheave 20b, and the pulley groove width can be changed by adjusting the pressure in the hydraulic oil chamber 21. The secondary shaft 13 is provided with a secondary pulley 22, and the secondary pulley 22 includes a fixed sheave 22a and a movable sheave 22b. A hydraulic oil chamber 23 is defined on the back side of the movable sheave 22b, and the pulley groove width can be changed by adjusting the pressure in the hydraulic oil chamber 23. Further, a drive chain 24 is wound around the primary pulley 20 and the secondary pulley 22. Then, by changing the groove width of the pulleys 20 and 22 to change the winding diameter of the drive chain 24, the continuously variable transmission from the primary shaft 12 to the secondary shaft 13 becomes possible.

  In order to transmit engine power to such a transmission mechanism 14, a torque converter 30 and a forward / reverse switching mechanism 31 are provided between the crankshaft 25 and the primary shaft 12. The torque converter 30 includes a pump impeller 33 connected to the crankshaft 25 via a front cover 32, and a turbine runner 35 facing the pump impeller 33 and connected to the turbine shaft 34. The torque converter 30 is provided with a lock-up clutch 36 that directly connects the crankshaft 25 and the turbine shaft 34 in order to improve the transmission efficiency of engine power. The forward / reverse switching mechanism 31 includes a double pinion planetary gear train 40, a forward clutch 41, and a reverse brake 42. By controlling the forward clutch 41 and the reverse brake 42, it is possible to switch the engine power transmission path.

  FIG. 2 is a schematic diagram showing a hydraulic control system of the continuously variable transmission 10. As shown in FIG. 2, an oil pump 50 driven by the engine 11 is provided in the hydraulic control system in order to supply hydraulic oil to the primary pulley 20 and the secondary pulley 22. The secondary pressure path 51 connected to the oil pump 50 is connected to the hydraulic oil chamber 23 of the secondary pulley 22 and is connected to the pressure adjustment port 52 a of the secondary pressure control valve 52. The secondary pressure as the line pressure regulated via the secondary pressure control valve 52 is regulated based on the engine torque, the target gear ratio, etc. so as not to cause the drive chain 24 to slip. The secondary pressure path 51 is connected to the input port 53 a of the primary pressure control valve 53, and the primary pressure path 54 extending from the output port 53 b of the primary pressure control valve 53 is connected to the hydraulic oil chamber 21 of the primary pulley 20. Yes. The primary pressure regulated through the primary pressure control valve 53 is regulated based on the target gear ratio, the secondary pressure, and the like so as to control the groove width of the primary pulley 20 toward the target gear ratio.

  The CVT control unit 60 that outputs a control signal to such a hydraulic control system includes a microprocessor (CPU) (not shown), and this CPU has ROM, RAM, and I / O ports via a bus line. Connected. The ROM stores control programs and various map data, and the RAM temporarily stores data calculated by the CPU. In addition, detection signals indicating vehicle states are input from various sensors to the CPU via the I / O port. Various sensors connected to the CVT control unit 60 include a primary rotational speed sensor 61 that detects the rotational speed of the primary pulley 20, a secondary rotational speed sensor 62 that detects the rotational speed of the secondary pulley 22, and a vehicle speed sensor that detects the vehicle speed V. 63, an engine speed sensor 64 that detects the engine speed, a throttle opening sensor 65 that detects the throttle opening To of the throttle valve, an accelerator pedal sensor 66 that detects an accelerator opening Acc that is the amount of depression of the accelerator pedal, and a brake The brake pedal sensor 67 that detects the brake operation amount Brk, which is the amount of pedal depression, the gyro sensor 68 that detects the road gradient S, the lateral acceleration sensor 69 that detects the lateral acceleration La acting on the vehicle, and the operation status of the select lever 70 Shift operation detecting means for detecting Such as inhibitor switch 71 and is provided. Further, a navigation system 72 that processes road information and a camera system 73 that processes an image ahead of the vehicle are connected to the CVT control unit 60.

  Subsequently, the shift control of the continuously variable transmission 10 will be described. The CVT control unit 60 has a manual mode for switching the gear position according to the driver's shift operation. Here, FIG. 3 is a diagram showing an example of a gear stage used in the manual mode. As shown in FIG. 3, the first to seventh gears are set as the gears used in the manual mode. As shown in FIG. 2, a manual mode manual gate 75 is provided in the gate 74 for guiding the select lever 70. By operating the select lever 70 forward (in the + direction) within the manual gate 75, upshift control for switching the shift speed toward the high speed (high side) is executed. In this upshift control, each time the select lever 70 is shifted forward (in the + direction), the gear position is switched one step at a time.

  Further, by operating the select lever 70 rearward (− direction) in the manual gate 75, downshift control for switching the shift speed toward the low speed (low side) is executed. In this downshift control, every time the select lever 70 is shifted backward (− direction), the target shift stage is set according to the required vehicle acceleration (required acceleration). That is, in the downshift control, it is possible to switch the gear position by skipping one step and to switch the gear step by skipping two steps according to the magnitude of the required acceleration described later. Although the select lever 70 is used as the manual mode shift device, the present invention is not limited to this, and a paddle shift provided near the steering may be used.

  Hereinafter, the downshift control in the state where the accelerator pedal is released, that is, the downshift control in the manual mode for the purpose of generating the engine brake will be described. Here, FIG. 4 is a block diagram showing a downshift control system of the CVT control unit 60. FIG. 5 is a characteristic diagram showing an example of engine torque output characteristics. Further, FIG. 6A is a characteristic diagram showing an example of the vehicle acceleration obtained for each shift stage, and FIG. 6B is a characteristic diagram showing the vehicle acceleration corrected by taking the traveling resistance into consideration. In FIG. 6, vehicle acceleration (vehicle deceleration) generated on the minus side by the engine brake is shown.

  As shown in FIG. 4, the CVT control unit 60 includes a torque characteristic setting unit 80, an acceleration characteristic setting unit 81, and a maximum acceleration calculation unit 82. The torque characteristic setting unit 80 sets an engine torque output characteristic line with reference to the characteristic diagram of FIG. 5 based on the throttle opening degree To. Here, when the accelerator pedal is not depressed, the throttle opening degree To is 0, so the output characteristic line L1 shown in FIG. 5 is selected. Subsequently, the acceleration characteristic setting unit 81 sets a characteristic line diagram of vehicle acceleration shown in FIG. 6A based on the output characteristic line L1 of engine torque and the gear ratio of each gear. Subsequently, the acceleration characteristic setting unit 81 corrects the vehicle acceleration shown in FIG. 6A in consideration of the running resistance, and sets the vehicle acceleration characteristic diagram shown in FIG. 6B. Then, the maximum acceleration calculation unit 82 calculates the maximum acceleration G, which is the maximum value of the vehicle acceleration, with reference to the characteristic diagram of FIG.

  Further, as shown in FIG. 4, the CVT control unit 60 includes a basic setting rate setting unit 83 that calculates a basic setting rate α ′. Here, FIG. 7 is a characteristic diagram showing an example of the basic setting rate α ′. The basic setting rate setting unit 83 sets the basic setting rate α ′ with reference to the characteristic diagram of FIG. 7 based on the accelerator opening Acc and the vehicle speed V. The CVT control unit 60 also includes a gradient coefficient setting unit 84 that sets the gradient coefficient Ka1, a brake coefficient setting unit 85 that sets the brake coefficient Ka2, and a turning coefficient setting unit 86 that sets the turning coefficient Ka3. Here, FIG. 8 is table data showing an example of the gradient coefficient Ka1, the brake coefficient Ka2, and the turning coefficient Ka3. As shown in FIG. 8, the gradient coefficient Ka1 is set to be smaller as the road surface gradient S is larger, while the gradient coefficient Ka1 is set to be larger as the road surface gradient S is smaller. Further, the brake coefficient Ka2 is set to be smaller as the brake operation amount Brk is larger, while the brake coefficient Ka2 is set to be larger as the brake operation amount Brk is smaller. Further, the turning coefficient Ka3 is set to be smaller as the lateral acceleration La of the vehicle becomes larger, while the turning coefficient Ka3 is set to be larger as the lateral acceleration La of the vehicle becomes smaller. As shown in FIG. 4, the CVT control unit 60 includes a first setting rate calculation unit 87 that calculates the first setting rate α. The first set rate calculation unit 87 receives a basic set rate α ′, a gradient coefficient Ka1, a brake coefficient Ka2, and a turning coefficient Ka3. Then, the first set rate calculation unit 87 calculates the first set rate α (α = α ′ × Ka1 × Ka2 × Ka3) as an acceleration coefficient based on the basic set rate α ′ and the coefficients Ka1 to Ka3. One set rate α is output to the requested acceleration calculation unit 88.

  The CVT control unit 60 includes an increase coefficient calculation unit 89 that calculates the increase coefficient β. The increase coefficient calculation unit 89 includes a basic set rate β ′ corresponding to the accelerator opening Acc, a gradient coefficient Kb1 corresponding to the road surface gradient S, a brake coefficient Kb2 corresponding to the brake operation amount Brk, and a turning coefficient corresponding to the lateral acceleration La. Kb3 is input. The basic set rate β ′, the gradient coefficient Kb1, the brake coefficient Kb2, and the turning coefficient Kb3 are obtained by the same procedure as the basic set rate α ′, the gradient coefficient Ka1, the brake coefficient Ka2, and the turning coefficient Ka3. Then, the increase coefficient calculation unit 89 calculates an increase coefficient β (β = β ′ × Kb1 × Kb2 × Kb3) based on the basic setting rate β ′, the gradient coefficient Kb1, the brake coefficient Kb2, and the turning coefficient Kb3. In addition, the CVT control unit 60 includes a second setting rate calculation unit 90 that calculates the second setting rate (α × β). The first setting rate α described above is input to the second setting rate calculation unit 90, and the second setting rate calculation unit 90 multiplies the first setting rate α by the increase coefficient β to obtain a second setting as an acceleration coefficient. Calculate the rate (α × β). Then, the second set rate calculation unit 90 outputs the second set rate (α × β) to the required acceleration calculation unit 88.

  Furthermore, the CVT control unit 60 includes a third setting rate setting unit 91 that sets the third setting rate γ. The third set rate setting unit 91 receives a preset basic set rate γ ′ and the second set rate (α × β) described above. Then, the third set rate setting unit 91 compares and determines the basic set rate γ ′ and the second set rate (α × β), and the basic set rate γ ′ exceeds the second set rate (α × β). In this case, the basic set rate γ ′ is set as the third set rate γ that is an acceleration coefficient. On the other hand, when the basic set rate γ ′ is lower than the second set rate (α × β), a value exceeding the second set rate (α × β) is set as the third set rate γ that is an acceleration coefficient. Become. Then, the third set rate setting unit 91 outputs the third set rate γ to the required acceleration calculation unit 88.

  Further, the CVT control unit 60 includes a shift number detection unit 92 that detects the number of shift operations of the driver. Based on the output signal Ds of the inhibitor switch 71, the shift number detection unit 92 performs the number of shift operations within a predetermined time (for example, 0.5 seconds) (first shift operation, second shift operation, third shift operation). And the detected number of shift operations is output to the requested acceleration calculation unit 88. Then, the required acceleration calculation unit 88 multiplies the maximum acceleration G by a set rate (α, α × β, γ) corresponding to the number of shift operations, and calculates the required acceleration Gr for the vehicle. That is, the required acceleration calculation unit 88 calculates the required acceleration Gr by multiplying the maximum acceleration G by the first set rate α during the first downshift operation. Also, the required acceleration calculation unit 88 calculates the required acceleration Gr by multiplying the maximum acceleration G by the second set rate (α × β) during the second downshift operation. Further, the required acceleration calculation unit 88 calculates the required acceleration Gr by multiplying the maximum acceleration G by the third set rate γ during the third downshift operation.

  Further, the CVT control unit 60 includes a required shift speed setting unit 93, a current shift speed detection unit 94, and a target shift speed setting unit 95. The requested shift speed setting unit 93 sets a shift speed (requested shift speed) at which the vehicle acceleration closest to the requested acceleration Gr is obtained, and outputs the requested shift speed to the target shift speed setting unit 95. In addition, the current shift speed detection unit 94 detects the current shift speed (current shift speed) and outputs the current shift speed to the target shift speed setting unit 95. Then, the target shift speed setting unit 95 sets a target shift speed that can be shifted after comparing and determining the required shift speed and the current shift speed. That is, when the required shift speed is a lower speed than the current shift speed, the required shift speed is set as the target shift speed as it is. Further, when the required shift speed and the current shift speed coincide with each other, or when the required shift speed is higher than the current shift speed, a shift that is one step lower than the current shift speed is performed. Set the gear as the target gear.

  Then, the target shift speed set by the target shift speed setting unit 95 is converted into a control current via the drive circuit of the shift control unit 96. This control current is supplied to the primary pressure control valve 53 and the secondary pressure control valve 52, and downshift control is executed toward the target shift stage. Thus, the CVT control unit 60 functions as a gear position setting unit, a shift control unit, a maximum acceleration setting unit, and a coefficient setting unit. The CVT control unit 60 also functions as a shift operation detection means that detects the number of shift operations of the driver together with the inhibitor switch 71. Note that, as shown in FIG. 3, since the shift speed that can be changed is limited depending on the vehicle speed range, the downshift operation is performed when the current shift level has already reached the lowest shift level in the vehicle speed range. Even if is done, downshifting is not performed.

  Next, a procedure for setting the target shift speed will be described with reference to the drawings. Here, FIG. 9 is an explanatory diagram showing an example of a procedure for setting the target shift speed according to the required acceleration Gr. As the vehicle state during the downshift operation, the gear position is the seventh speed, the accelerator pedal is in the released state, and the vehicle speed is V1. The first set rate α is 30% and the second set rate (α × β) is based on the vehicle state (accelerator opening Acc, road gradient S, brake operation amount Brk, lateral acceleration La) at the time of downshift operation. 45% and the third setting rate γ is 90%.

  As shown in FIG. 9, when the first downshift operation is performed, the maximum acceleration G1 at the vehicle speed V1 is multiplied by the first setting rate α, and Gra1 is set as the required acceleration Gr. Then, the fourth speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Gra1 is obtained (reference symbol Sa1). Here, since the current shift speed is the seventh speed (reference symbol Sa0), the fourth speed of the required shift speed is set as the target shift speed as it is, and the downshift is performed by skipping the second speed from the seventh speed to the fourth speed. Is executed.

  When the second downshift operation is performed continuously within a predetermined time, the maximum acceleration G1 is multiplied by the second set rate (α × β), and Gra2 is set as the required acceleration Gr. Then, the third speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Gra2 is obtained (reference numeral Sa2). Here, since the current shift speed is the fourth speed, the third speed of the required shift speed is set as the target shift speed as it is, and a downshift is executed from the fourth speed to the third speed.

  Further, when the third downshift operation is performed continuously within a predetermined time, the maximum acceleration G1 is multiplied by the third setting rate γ, and Gra3 is set as the required acceleration Gr. Then, the second speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Gra3 is obtained (reference numeral Sa3). Here, since the current shift speed is the third speed, the second speed of the requested shift speed is set as the target shift speed as it is, and a downshift is executed from the third speed to the second speed.

  Next, downshift control when the vehicle speed is V2 will be described as another example. As the vehicle state during the downshift operation, the gear position is the seventh speed, the accelerator pedal is in the released state, and the vehicle speed is V2. Further, the first set rate α is 40% and the second set rate (α × β) is based on the vehicle state (accelerator opening Acc, road surface gradient S, brake operation amount Brk, lateral acceleration La) during the downshift operation. 64% and the third setting rate γ is 90%.

  As shown in FIG. 9, when the first downshift operation is performed, the maximum acceleration G2 at the vehicle speed V2 is multiplied by the first set rate α, and Grb1 is set as the required acceleration Gr. Then, the sixth speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Grb1 is obtained (reference Sb1). Here, since the current shift speed is the seventh speed (reference Sb0), the sixth speed of the required shift speed is set as the target shift speed as it is, and a downshift is executed from the seventh speed to the sixth speed. .

When the second downshift operation is performed continuously within a predetermined time, the maximum acceleration G2 is multiplied by the second set rate (α × β), and Grb2 is set as the required acceleration Gr. Then, the fourth speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Grb2 is obtained (reference Sb2). Here, since the current shift speed is the sixth speed, the fourth speed of the required shift speed is set as the target shift speed as it is, and the downshift is executed by skipping one speed from the sixth speed to the fourth speed. .

Further, when the third downshift operation is performed continuously within a predetermined time, the maximum acceleration G2 is multiplied by the third setting rate γ, and Grb3 is set as the required acceleration Gr. Then, the fourth speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Grb3 is obtained (reference Sb3). Here, since the current shift speed and the required shift speed are both the fourth speed, the third speed is set as the target shift speed. However, at the vehicle speed V2, the lowest shift speed that can be changed is the first speed. Since it is the fourth speed, the fourth speed is maintained without executing the downshift.

  As described above, in the downshift control in the manual mode, the required acceleration for the vehicle is set based on the vehicle speed V and the accelerator opening degree Acc, and the target shift stage is set based on the required acceleration. It becomes possible to obtain an appropriate vehicle acceleration later. In other words, since the target shift stage is set from the viewpoint of vehicle acceleration, the engine brake intended by the driver can be generated by downshifting, and the vehicle quality can be improved. Moreover, since the target shift speed is set based on the required acceleration, it is possible to execute the downshift while skipping the shift speed as necessary, instead of performing the downshift by one speed for each downshift operation. Become. Thereby, the driver is not forced to perform a plurality of downshift operations, and convenience can be improved.

  Further, when setting the required acceleration based on the accelerator opening degree Acc, the road surface gradient S, the brake operation amount Brk indicating the vehicle braking state, and the lateral acceleration La indicating the vehicle turning state are taken into account. Can be set more appropriately. As shown in FIG. 8, in the downshift control for generating the engine brake, the gradient coefficient Ka1 is set smaller as the road surface gradient S becomes larger. As a result, the downshift amount can be suppressed by setting the required acceleration Gr to be small and the occurrence of engine brake can be suppressed at an uphill where a large engine brake is not required.

  Further, the brake coefficient Ka2 is set smaller as the brake operation amount Brk becomes larger. That is, when the brake pedal is depressed, the required acceleration Gr can be set small to suppress the downshift amount, and the occurrence of engine braking can be suppressed. As a result, the degree of influence of engine braking on vehicle braking can be reduced, and the braking state of the vehicle can be easily controlled. Furthermore, the turning coefficient Ka3 is set smaller as the lateral acceleration La increases. That is, when the vehicle is turning, the required acceleration Gr can be set small to suppress the downshift amount. Thereby, since the fluctuation | variation of a drive torque can be suppressed at the time of vehicle turning, it becomes possible to improve the stability of a vehicle.

  In the above description, the downshift control with the accelerator pedal released is described, that is, the downshift control for generating the engine brake. However, the present invention is not limited to this. The present invention can also be effectively applied to downshift control under the depressed state, that is, downshift control for the purpose of increasing vehicle acceleration. Here, FIG. 10 (A) is a characteristic diagram showing an example of the vehicle acceleration obtained for each gear position, and FIG. 10 (B) is a characteristic diagram showing the vehicle acceleration corrected by taking the running resistance into account. . In FIG. 10, the vehicle acceleration generated on the plus side when the accelerator pedal is depressed is shown.

  First, the torque characteristic setting unit 80 of the CVT control unit 60 sets an engine torque output characteristic line by referring to the characteristic line diagram of FIG. 5 based on the throttle opening degree To. Here, when the accelerator pedal is depressed, an engine torque output characteristic line (for example, L2) is selected by referring to FIG. 5 based on the throttle opening degree To. Subsequently, the acceleration characteristic setting unit 81 sets a characteristic line diagram of vehicle acceleration shown in FIG. 10A based on the output characteristic line L2 of engine torque and the gear ratio of each gear. Subsequently, the acceleration characteristic setting unit 81 corrects the vehicle acceleration shown in FIG. 10A in consideration of the running resistance, and sets the vehicle acceleration characteristic diagram shown in FIG. 10B. Then, the maximum acceleration calculation unit 82 calculates the maximum acceleration G which is the maximum value of the vehicle acceleration with reference to the characteristic diagram of FIG.

  The CVT control unit 60 calculates the first set rate α, the second set rate (α × β), and the third set rate γ according to the same procedure as the downshift control described above, and sets these to the maximum acceleration G. The required acceleration Gr is calculated by multiplication. The CVT control unit 60 sets a required shift speed based on the required acceleration Gr, and sets a target shift speed that can be shifted after comparing and determining the required shift speed and the current shift speed. FIG. 11 is table data showing an example of the gradient coefficient Ka1 that is referred to when the accelerator pedal is depressed. As shown in FIG. 11, the gradient coefficient Ka1 is set to be larger as the road surface gradient S is larger, while the gradient coefficient Ka1 is set to be smaller as the road surface gradient S is smaller. The brake coefficient Ka2 and the turning coefficient Ka3 are set using the table data shown in FIG.

  Next, a procedure for setting the target shift speed will be described with reference to the drawings. Here, FIG. 12 is an explanatory diagram showing an example of a procedure for setting the target shift speed according to the required acceleration Gr. Note that the vehicle state during the downshift operation is a state where the gear stage is the seventh speed, the accelerator pedal is depressed, and the vehicle speed V is V3. The first set rate α is 50% and the second set rate (α × β) is based on the vehicle state (accelerator opening Acc, road gradient S, brake operation amount Brk, lateral acceleration La) during the downshift operation. The third setting rate γ is 75% and 75%.

  As shown in FIG. 12, when the first downshift operation is performed, the maximum acceleration G3 at the vehicle speed V3 is multiplied by the first setting rate α, and Grc1 is set as the required acceleration Gr. Then, the third speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Grc1 is obtained (reference numeral Sc1). Here, since the current shift speed is the seventh speed (reference numeral Sc0), the third speed of the required shift speed is set as the target shift speed as it is, and the third speed is skipped from the seventh speed to the third speed and downshifted. Is executed.

When the second downshift operation is performed continuously within a predetermined time, the maximum acceleration G3 is multiplied by the second setting rate (α × β), and Grc2 is set as the required acceleration Gr. Then, the second speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Grc2 is obtained (reference numeral Sc2). Here, since the current shift speed is the third speed, the second speed of the requested shift speed is set as the target shift speed as it is, and a downshift is executed from the third speed to the second speed.

  Further, when the third downshift operation is performed continuously within a predetermined time, the maximum acceleration G3 is multiplied by the third setting rate γ, and Grc3 is set as the required acceleration Gr. Then, the second speed is set as the required shift speed at which the vehicle acceleration closest to the required acceleration Grc3 is obtained (reference numeral Sc3). Here, since the current shift speed and the required shift speed are both the second speed, the first speed is set as the target shift speed. However, at the vehicle speed V3, the lowest shift speed that can be changed is the first speed. Since it is the second speed, the second speed is maintained without performing the downshift.

  As described above, in the downshift control in the manual mode, the required acceleration for the vehicle is set based on the vehicle speed V and the accelerator opening degree Acc, and the target shift stage is set based on the required acceleration. It becomes possible to obtain an appropriate vehicle acceleration later. That is, since the target shift stage is set from the viewpoint of vehicle acceleration, the vehicle acceleration situation intended by the driver can be obtained by downshifting, and the vehicle quality can be improved. Moreover, since the target shift speed is set based on the required acceleration, it is possible to execute the downshift while skipping the shift speed as necessary, instead of performing the downshift by one speed for each downshift operation. Become. Thereby, the driver is not forced to perform a plurality of downshift operations, and convenience can be improved.

  Further, when setting the required acceleration based on the accelerator opening degree Acc, the road surface gradient S, the brake operation amount Brk indicating the vehicle braking state, and the lateral acceleration La indicating the vehicle turning state are taken into account. Can be set more appropriately. As shown in FIG. 11, in the downshift control for the purpose of increasing the vehicle acceleration, the gradient coefficient Ka1 is set larger as the road surface gradient S increases. In other words, when the vehicle is going uphill where a large vehicle acceleration is required, the required acceleration Gr can be set large to increase the downshift amount, and the vehicle acceleration can be increased.

  Further, the brake coefficient Ka2 is set smaller as the brake operation amount Brk becomes larger. That is, when the brake pedal is depressed, the required acceleration Gr can be set small to suppress the downshift amount, and the acceleration force of the vehicle can be suppressed low. Thereby, it is possible to suppress the acceleration force opposite to the vehicle braking, and to easily control the braking state of the vehicle. Furthermore, the turning coefficient Ka3 is set smaller as the lateral acceleration La increases. That is, when the vehicle is turning, the required acceleration Gr can be set small to suppress the downshift amount. Thereby, since the fluctuation | variation of a drive torque can be suppressed at the time of vehicle turning, it becomes possible to improve the stability of a vehicle.

  Subsequently, the procedure of the shift control in the above-described manual mode will be described with reference to a flowchart. Here, FIG. 13 is a flowchart showing an example of the procedure of the shift control in the manual mode. As shown in FIG. 13, it is determined in step S1 whether or not an upshift operation is being performed. If it is determined in step S1 that an upshift operation has been performed, the process proceeds to step S2 to determine whether or not shifting is possible. If it is determined in step S2 that the current gear stage is the first to sixth gear stage and shift is possible, the process proceeds to step S3, where an upshift is performed to switch the gear stage to the high side. Executed. On the other hand, if it is determined in step S2 that the current shift speed is the seventh speed and shifting is not possible, the routine is exited without executing an upshift.

  If it is determined in step S1 that the upshift operation has not been performed, the process proceeds to step S4 to determine whether or not a downshift operation has been performed. If it is determined in step S4 that the downshift operation has not been performed, the routine is directly exited. On the other hand, if it is determined in step S4 that the downshift operation has been performed, the process proceeds to step S5, where the number of operations for the upshift operation is determined. When it is determined in step S5 that the operation is the first upshift operation, the process proceeds to step S6, where the required acceleration Gr is calculated by multiplying the maximum acceleration G by the first set rate α.

  Next, in step S7, the required shift speed is set based on the required acceleration Gr, and in step S8, the required shift speed is compared with the current shift speed. If the requested shift speed matches the current shift speed, or if the requested shift speed is a higher speed than the current speed, the process proceeds to step S9, and one step lower than the required speed. It is determined whether or not shifting is possible. If it is determined in step S9 that a shift is possible, the process proceeds to step S10, where the target shift stage is set one step lower than the current shift stage, and a downshift is executed based on the target shift stage. The On the other hand, if it is determined in step S9 that shifting is not possible, the routine exits without executing downshifting.

  On the other hand, in step S8, when the required shift speed is a lower speed than the current shift speed, the process proceeds to step S11, and it is determined whether or not a shift is possible with respect to the required shift speed. If it is determined in step S11 that the speed can be changed with respect to the required shift speed, the process proceeds to step S12, where the required shift speed is set as the target shift speed, and a downshift is executed based on the target shift speed. Is done. On the other hand, if it is determined in step S11 that a shift to the required shift stage is impossible, the process proceeds to step S13, where a shift stage that can be shifted is set as a target shift stage, and the speed is reduced based on the target shift stage. A shift is performed.

  If it is determined in step S5 that it is the second upshift operation, the process proceeds to step S14, where the required acceleration Gr is calculated by multiplying the maximum acceleration G by the second set rate (α × β). . In step S7, the required shift speed is set based on the required acceleration Gr, and the above-described downshift control is executed in accordance with the procedure after step S8. Furthermore, when it is determined in step S5 that the operation is the third upshift operation, the process proceeds to step S15, and the required acceleration Gr is calculated by multiplying the maximum acceleration G by the third set rate γ. In step S7, the required shift speed is set based on the required acceleration Gr, and the above-described downshift control is executed in accordance with the procedure after step S8.

  Further, in the above description, when the first downshift operation is performed, the required acceleration Gr is set by multiplying the maximum acceleration G by the first setting rate α. When a downshift operation is performed, the required acceleration Gr may be set by multiplying the maximum acceleration G by the second set rate (α × β) or the third set rate γ. For example, when a travel situation in which deceleration is recommended is detected based on curve information input from the navigation system 72 or inter-vehicle distance information input from the camera system 73, the second set rate is set to the maximum acceleration G. The required acceleration Gr may be calculated to be large by multiplying (α × β) or the third set rate γ, and the amount of downshift may be increased to generate a large amount of engine brake.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above description, the continuously variable transmission 10 having the manual mode is described. However, the present invention is not limited to this, and the planetary gear type or parallel shaft type automatic transmission having the manual mode is not limited thereto. The present invention may be applied. In the above description, the present invention is applied to the downshift control. However, the present invention is not limited to this, and the present invention may be applied to the upshift control.

  In the above description, the first setting rate α and the second setting rate (α × β) are obtained by calculation, and the third setting rate γ is set in advance. (α × β) may be set in advance, or the third setting rate γ may be calculated. Furthermore, in the above description, the brake coefficient Ka2 is set using the brake operation amount Brk. However, the brake coefficient Ka2 may be set based on the pressure of the brake pipe. Furthermore, although the turning coefficient Ka3 is set using the lateral acceleration La, the turning coefficient Ka3 may be set based on the steering angle of the steering wheel or the rotational speed difference of each wheel. Various controls are performed using the accelerator opening Acc and the throttle opening To, but the throttle opening To may be used instead of the accelerator opening Acc, and the accelerator opening instead of the throttle opening To. Acc may be used.

10 Continuously variable transmission (automatic transmission)
60 CVT control unit (shift operation detecting means, shift speed setting means, shift control means, maximum acceleration setting means, coefficient setting means)
71 Inhibitor switch (shift operation detection means)
V Vehicle speed Acc Accelerator opening G Maximum acceleration Gr Required acceleration α First set rate (acceleration coefficient)
α × β 2nd setting rate (acceleration coefficient)
γ Third set rate (acceleration coefficient)

Claims (5)

A control device for an automatic transmission having a manual mode for switching a gear according to a driver's shift operation,
Shift operation detecting means for detecting the driver's shift operation;
Shift speed setting means for setting a target shift speed based on the vehicle speed and the accelerator opening;
Shift control means for performing shift control based on the target shift stage when a shift operation is detected;
Maximum acceleration setting means for setting the maximum acceleration of the vehicle based on the vehicle speed and the engine torque;
Coefficient setting means for setting an acceleration coefficient based on the accelerator opening,
The automatic transmission control device, wherein the shift speed setting means sets a target shift speed based on the required acceleration after setting a required acceleration for the vehicle based on the maximum acceleration and the acceleration coefficient. . A control device for an automatic transmission having a manual mode for switching a gear according to a driver's shift operation,
Shift operation detecting means for detecting the driver's shift operation;
Shift speed setting means for setting a target shift speed based on the vehicle speed and the accelerator opening;
Shift control means for performing shift control based on the target shift stage when a shift operation is detected;
The automatic transmission control device according to claim 1, wherein when the target shift speed matches the current shift speed, the shift control means performs shift control for one speed. The control device for an automatic transmission according to claim 1 ,
The control apparatus for an automatic transmission, wherein the coefficient setting means sets the acceleration coefficient in consideration of at least one of a road surface gradient, a vehicle braking state, a vehicle turning state, and the number of shift operations . The control apparatus of claim 1 or 3, wherein,
The control apparatus for an automatic transmission, wherein the shift speed setting means sets a shift speed at which an acceleration closest to the required acceleration is obtained as the target shift speed. In the automatic transmission control device according to any one of claims 1 to 4 ,
The automatic transmission control apparatus, wherein the shift speed setting means sets the target shift speed for downshifting.

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