JP2007170620A - Shift control device for automatic transmission - Google Patents

Abstract

In a shift control device for an automatic transmission, a driver feels uncomfortable by realizing both a conflicting operation of realizing a shift operation selected by the driver and maintaining a lubrication system of the automatic transmission in a good state. This is to carry out shift control in a manual mode with little.
Oil temperature detecting means for detecting an oil temperature of an automatic transmission is provided, and the control means is provided with determination means for determining whether or not a shift to a selected gear stage can be performed when the manual mode is selected. The determination means includes a determination value that is set in advance and changes according to the oil temperature detected by the oil temperature detection means.
[Selection] Figure 1

Description

  The present invention relates to a shift control device for an automatic transmission, and more particularly to a shift control device for an automatic transmission that allows a driver to arbitrarily select a gear position by a manual operation.

  In a shift control device for an automatic transmission of a vehicle, usually, a gear position is determined according to a shift map, for example, as shown in FIG. Shifting is performed by selectively engaging elements.

  The shift map of FIG. 10 has a predetermined shift stage set in advance and does not necessarily match the driver's preference, so that a manual (manual) shift can be performed even in an automatic transmission. A manual range is set for the shift lever, and each time the shift lever is tilted to the upshift position in this manual range, an upshift can be performed one step at a time. Conversely, each time the shift lever is tilted to the downshift position, 1 is set. Downshifts are possible step by step.

  In a vehicle equipped with such an automatic transmission, the driver can arbitrarily select a gear position by manual operation. For example, when the oil temperature of the automatic transmission is low, an automatic gear shift is selected by selecting a high speed gear. When the machine becomes under-lubricated or when the oil temperature of the automatic transmission is high, the high-speed stage continues to be selected, causing the slippage of the torque converter of the automatic transmission to continue and the oil temperature to rise abnormally There was a problem.

For this reason, conventionally, a shift control device for an automatic transmission includes an automatic shift mode in which shift control is automatically performed based on a preset shift pattern, and a preset shift speed corresponding to a driver's shift operation. There is a manual mode to be selected and prohibits the transition to the manual mode at a low temperature.
Japanese Patent No. 3035184 In addition, the shift control device for an automatic transmission includes an automatic shift mode in which shift control is automatically performed based on a preset shift pattern, and a preset shift speed for a shift operation of the driver. There is a manual mode that is selected in accordance with the automatic mode, and automatic shifting is also performed in the manual mode at high temperatures. Further, in the shift control device for an automatic transmission, when the manual mode is selected, the manual shift is prohibited while the oil temperature exceeds a predetermined value. Some switch to mode. Japanese Patent Laid-Open No. 11-13873

  By the way, conventionally, in the shift control device of the automatic transmission described in each of the above patent documents, the driver does not shift to the manual mode even though the manual mode is selected, or the automatic shift mode. Therefore, there is an inconvenience that a sense of incongruity occurs.

  Therefore, the object of the present invention is to achieve both the conflicting items of realizing the shift operation selected by the driver and maintaining the lubrication system of the automatic transmission in a good state, and the manual mode with less discomfort for the driver. It is an object of the present invention to provide a shift control device for an automatic transmission that performs the shift control.

  The present invention includes an automatic shift mode that automatically shifts based on a preset shift pattern, and a control mode that includes a manual mode that selects a preset shift speed according to a shift operation of the driver. An automatic transmission shift control device provided with an oil temperature detecting means for detecting an oil temperature of the automatic transmission, wherein the control means is capable of shifting to a selected gear stage when the manual mode is selected. The determination means includes a determination value that is set in advance and changes in accordance with the oil temperature detected by the oil temperature detection means.

  The shift control device for an automatic transmission according to the present invention realizes a shift operation selected by a driver and an automatic shift by changing a determination value for determining shift control in a manual mode according to an oil temperature of the automatic transmission. The objective is to carry out manual mode shift control that is compatible with the two conflicting items of maintaining the machine's lubrication system in good condition, and is less uncomfortable for the driver.

The present invention realizes the object of performing manual mode shift control with a little uncomfortable feeling for the driver by changing the determination value for determining the manual mode shift control in accordance with the oil temperature of the automatic transmission.
Hereinafter, embodiments of the present invention will be described in detail and specifically with reference to the drawings.

  1 to 9 show an embodiment of the present invention.

  In FIG. 9, 1 is an in-vehicle engine, and 2 is an automatic transmission connected to the engine 1. The automatic transmission 2 includes a torque converter 3 and an auxiliary transmission mechanism 4.

  The auxiliary transmission mechanism 4 is composed of a planetary gear or the like, and the engagement state is switched by two release-side friction elements 6 and a fastening-side friction element 7 as friction engagement elements 5 composed of clutches, brakes, and the like. . The release-side friction element 6 and the engagement-side friction element 7 operate with a line pressure that is an operating pressure, and perform one downshift by switching one from the release state to the engagement state and the other from the engagement state to the release state. .

  A valve body 8 is provided below the automatic transmission 2. The valve body 8 is provided with shift first and second solenoids 9 and 10 for shift valves that switch the engagement state by supplying line pressure to the friction engagement element 5 of the auxiliary transmission mechanism 4.

  The shift first and second solenoids 9 and 10 are connected to the control means 12 of the shift control device 11.

  The control means 12 includes an engine rotation sensor 13 which is an engine rotation speed detection means for detecting the engine rotation speed of the engine 1 and a throttle opening detection means for detecting the throttle opening of the throttle valve as a load of the engine 1. A throttle opening sensor 14, an input shaft rotation sensor 15 that detects an input rotation speed of the input shaft of the automatic transmission 2, and a vehicle speed that detects a vehicle speed (vehicle speed) as an output rotation speed of the output shaft of the automatic transmission 2. A sensor 16, a shift position switch 17 that detects the shift position of the automatic transmission 2 in conjunction with a select lever operated by the driver, and an oil temperature sensor that is an oil temperature detection means that detects the oil temperature of the automatic transmission 2. 18 is connected.

  In addition, an up switch 20 for performing an upshift and a down switch 21 for performing a downshift are connected to the control means 12 as a manual switch 19 so that the driver can arbitrarily select a gear position by manual operation. ing.

  The control means 12 inputs signals from these sensors and switches to select a gear position, and outputs a shift control signal to the first and second solenoids 9 and 10 for shifting and outputs the first and second shifting gears. (2) The solenoids 9 and 10 are actuated to selectively switch the engagement state of the friction engagement element 5 of the auxiliary transmission mechanism 4 to perform shift control.

  Further, as shown in FIGS. 8 and 9, the control means 12 includes an automatic shift mode in which shift control is automatically performed on the basis of a preset shift pattern and a preset shift stage for a driver's shift operation. Mode selection means 22 for selecting a manual mode to be selected according to the determination means, and determination means for contacting the oil temperature detection sensor 18 to determine whether or not a shift to the selected gear stage can be performed when the manual mode is selected ( Automatic shift condition switching means) 23, and a gear position determining means 24 that communicates with the determination means 23 and communicates with the throttle opening sensor 14, the vehicle speed sensor 16, and the automatic transmission 2.

  The determination unit 23 includes a determination value that is set in advance and changes according to the oil temperature detected by the oil temperature sensor 18. Moreover, the determination means 23 is provided with the determination value set to a different value in the case of upshifting and the case of downshifting. Further, when the determination means 23 determines that the oil temperature detected by the oil temperature sensor 18 is low, the upshift to the highest speed stage is regulated more than when the oil temperature is the normal temperature. It has a judgment value. Furthermore, when the determination unit 23 determines that the oil temperature detected by the oil temperature sensor 18 is high, the determination unit 23 sets a determination value such that the frequency of downshifts is greater than when the oil temperature is normal. I have. Moreover, the determination means 23 uses the vehicle speed as the determination value. Furthermore, the determination means 23 includes a plurality of upshift determination values and a plurality of downshift determination values as determination values, and uses these determination values as shift points for automatic shift control according to the vehicle speed when the manual mode is selected. ing.

  Even in the manual mode, the shift speed determining means 24 determines the shift speed based on the vehicle speed detected by the vehicle speed sensor 16, the throttle opening detected by the throttle opening sensor 14, and the determination value from the determination means 23. The control signal is output to the automatic transmission 2 so that the determined gear position is obtained.

  Therefore, in addition to the conventional automatic shift mode (auto mode) shift map (see FIG. 10), the control means 12 includes a manual mode shift map for normal temperature shown in FIG. 5 as a temperature manual mode shift map. In addition, a low-temperature manual mode shift map shown in FIG. 6 and a high-temperature manual mode shift map shown in FIG. 7 are incorporated.

  In the manual mode shift map for normal temperature shown in FIG. 5, the upshift (1-2, 2-3, 3-4) line is set so that the engine speed does not become excessive, and the downshift ( The lines 2-1, 3-2, 4-3) are set so that, for example, the engine speed does not become too low. Here, each shift line is set to a constant vehicle speed regardless of the throttle opening, but this is not necessarily limited to this, and each shift line may be changed according to the throttle opening.

  6 is a shift map when the oil temperature of the automatic transmission 2 is lower than the normal temperature in the low-temperature manual mode shift map, and the normal-mode manual mode shift map of FIG. 5 described above. 3-4 and 4-3 shift lines are changed, and each shift line is set to a vehicle speed at which the vehicle cannot actually reach, for example, 250 km / h. By doing so, as explained so far, when the vehicle speed is less than 4-3, the upshift to the 4th speed is canceled, so when the oil temperature of the automatic transmission 2 is low, the speed is changed to the 4th speed. The problem that the upshift is restricted and the automatic transmission 2 becomes insufficiently lubricated can be solved.

  7 is a shift map when the oil temperature of the automatic transmission 2 is higher than the normal temperature in the manual mode shift map for the high temperature shown in FIG. 7, and the manual mode shift map for the normal temperature shown in FIG. The downshift (2-1, 3-2, 4-3) vehicle speed line is set higher. By doing so, when the oil temperature of the automatic transmission 2 is high, the vehicle speed for automatic downshifting becomes high, and a lower gear position is easily selected, and the oil temperature is abnormal due to slipping of the torque converter 3. The rise can be prevented. As a result, the range in which the driver can select the gear position is narrowed. Compared to the conventional case where the driver automatically selects a gear at a high temperature even though the driver selects the manual mode. This can prevent the driver from feeling uncomfortable.

  6 and 7 are examples, and are not limited in this embodiment. As another example, for example, the manual mode shift map for high temperature in FIG. Only the fourth speed may be prohibited as in the low-temperature manual mode shift map of FIG. In this example, one shift map is used for low temperature and high temperature. However, for extremely low temperature, low temperature, high temperature, abnormally high temperature, etc. A plurality of shift maps can be provided.

  Next, the operation of this embodiment will be described.

  As shown in the shift control flowchart of FIG. 1, when the shift control program starts (step A01), it is first determined whether or not the manual mode is selected (step A02).

  When this step A02 is YES, the oil temperature (THO) of the automatic transmission 2 detected by the oil temperature sensor 18 is read (step A03), and the oil temperature (THO) is the first predetermined temperature (TMP1). It is judged whether it is lower than (step A04). If this step A04 is YES, a manual mode shift map for low temperature is selected (step A05). This low-temperature manual mode shift map is, for example, a shift map as shown in FIG.

  When the step A04 is NO, it is determined whether or not the oil temperature (THO) is higher than the second predetermined temperature (TMP2) (step A06). When the step A06 is NO, the normal temperature A manual mode shift map for time is selected (step A07). This normal mode manual mode shift map is, for example, a shift map as shown in FIG.

  When step A06 is YES, a manual mode shift map for high temperature is selected (step A08). The manual mode shift map for high temperature is, for example, a shift map as shown in FIG.

  On the other hand, if step A02 is NO, an automatic shift mode (auto mode) shift map (see FIG. 10) is selected (step A09).

  After the process of step A05, after the process of step A07, after the process of step A08, and after the process of step A09, the selected gear position is determined (step A10), and the program ends ( Step A11).

  The process of the flowchart of FIG. 1 is repeatedly performed at predetermined intervals, for example, every 10 msec.

  The determination of the gear position in step A10 of FIG. 1 is performed based on the flowcharts of FIGS.

  As shown in FIG. 2, when the program starts (step B01), it is first determined whether or not an upshift instruction has been given (step B02).

  If this step B02 is YES, it is determined whether or not the current gear stage GPNOW = 4 (fourth speed) (step B03). In this embodiment, a four-speed automatic shift (4AT) is taken as an example, and when the current shift speed is the fourth speed, no further upshifting is possible.

  If this step B03 is NO, the next shift stage GPNEXT = GPNOW + 1 is set, and the next shift stage (GPNEXT) is set to a shift stage that is one step higher than the current shift stage (GPNOW) (step B04).

  If step B02 is NO, it is determined whether there is a downshift instruction (step B05).

  If this step B05 is YES, it is determined whether GPNOW> 1 (first speed) (step B06). In the case of 1st gear, it is not possible to downshift any further. If this step B06 is YES, GPNEXT = GPNOW-1 is set, and the gear position is set one step lower than the current gear position (step B07).

  When step B05 is NO and there is no downshift instruction (that is, when there is no upshift instruction or downshift instruction), and when step B06 is NO and GPNOW = 1, it is determined that GPNEXT = GPNOW. The current gear position is held (step B08).

  When the step B03 is YES, after the process of the step B04, after the process of the step B07, and after the process of the step B08, determination of the gear position based on the shift map selected in the flowchart of FIG. I do.

  When the step B03 is YES, after the process of the step B04, after the process of the step B07, and after the process of the step B08, it is determined whether GPNEXT = 1 (step B09). In the case of YES, it is determined whether or not the vehicle speed (VSP) ≧ 1-2 vehicle speed (step B10). That is, the 1-2 speed vehicle speed set in any of the selected shift maps among the shift maps of FIGS. 5 to 7 and 10 is compared with the actual vehicle speed.

  When this step B10 is YES and VSP ≧ 1-2 vehicle speed, GPNEXT = GPNEXT + 1 is set (step B11).

  In other words, even if GPNEXT = 1 is calculated up to step B08, the shift to the first speed is canceled when the vehicle speed is higher than the 1-2 shift vehicle speed due to GPEXT = 2. It will be.

  When the step B09 is NO and after the processing of the step B11, the process proceeds to the flowchart of FIG.

  As shown in the flowchart of FIG. 3, first, it is determined whether GPNEXT = 2 (step B12). If this step B12 is YES, it is determined whether vehicle speed (VSP) ≧ 2-3 vehicle speed. (Step B13). That is, the 2-3 speed vehicle speed set in any one of the selected shift maps in the shift maps of FIGS. 5 to 7 and 10 is compared with the actual vehicle speed.

  When this step B13 is YES and VSP ≧ 2-3 vehicle speed, GPNEXT = GPNEXT + 1 is set (step B14).

  After step B14 and if step B12 is NO, it is determined whether GPNEXT = 3 (step B15). If step B15 is YES, vehicle speed (VSP) ≧ It is determined whether or not the vehicle speed is 3-4 (step B16). That is, the 3-4 shift vehicle speed set in any of the selected shift maps among the shift maps of FIGS. 5 to 7 and 10 is compared with the actual vehicle speed.

  If this step B16 is YES and VSP ≧ 3-4 vehicle speed, GPNEXT = GPNEXT + 1 is set (step B17).

  When step B10 is NO, when step B13 is NO, when step B15 is NO, when step B16 is NO, and after the process of step B17, it is determined whether GPNEXT = 4 However, if this step B18 is YES, it is determined whether or not the vehicle speed (VSP) ≧ 4-3 vehicle speed (step B19). That is, the vehicle speed of the actual vehicle is compared with the 4-3 shift vehicle speed set in any of the selected shift maps among the shift maps of FIGS. 5 to 7 and 10.

  If this step B19 is YES, GPNEXT = GPNOW-1 is set, and the gear position is set one step lower than the current gear position (step B20).

  In other words, even if GPNEXT = 4 is calculated up to step B17, here, GPNEXT = 3, and if the vehicle speed is less than 4-3, the shift to the fourth speed is cancelled. become.

  When the step B18 is NO and after the processing of the step B20, the process proceeds to the flowchart of FIG.

  As shown in the flowchart of FIG. 4, first, it is determined whether GPNEXT = 3 (step B21). If this step B21 is YES, it is determined whether vehicle speed (VSP) ≧ 3-2 vehicle speed. (Step B22). That is, the vehicle speed of the actual vehicle is compared with the 3-2 shift vehicle speed set in any of the selected shift maps among the shift maps of FIGS. 5 to 7 and 10.

  When this step B22 is YES and the vehicle speed (VSP) ≧ 3-2 vehicle speed, GPNEXT = GPNEXT-1 is set (step B23).

  Then, after the processing of step B23 and when step B21 is NO, it is determined whether GPNEXT = 2 (step B24). If step B24 is YES, vehicle speed (VSP) ≧ It is determined whether or not the vehicle speed is 2-1 (step B25). That is, the vehicle speed of the actual vehicle is compared with the 2-1 shift vehicle speed set in any of the selected shift maps in the shift maps of FIGS. 5 to 7 and 10.

  If this step B24 is YES and the vehicle speed (VSP) ≧ 2-1 vehicle speed, GPNEXT = GPNEXT-1 is set (step B26).

  Therefore, GPNEXT is updated according to the selected shift map.

  When step B19 is NO, when step B22 is NO, when step B24 is NO, when step B25 is NO, and after the processing of step B26, the program is ended (step B27). ).

  Therefore, in this embodiment, in the shift control device 11 of the automatic transmission 2 having the manual mode in which the driver can arbitrarily select the gear position by manual operation, the manual mode is the same as the automatic shift mode. , A condition (shift line) for performing automatic gear shifting is set based on the engine load (for example, throttle opening) and the vehicle speed, and the gear position is determined based on the condition. When the current shift speed is N, even if the driver issues an upshift command, if the vehicle speed is lower than at the downshift speed from N + 1 to N, the upshift command is canceled and the reverse In addition, if the vehicle speed is higher than the upshift vehicle speed from the N-1 stage to the N stage even when the driver issues a downshift command, the conditions for performing the automatic shift in the manual mode are automatically It changes according to the oil temperature of the transmission 2. As a result, even when the oil temperature of the automatic transmission 2 is low or when the oil temperature of the automatic transmission 2 is high, the manual transmission can be performed as much as possible according to the intention of the driver, and the driver feels uncomfortable. To prevent.

  As a result, the control unit 12 includes a determination unit 23 that determines whether or not the shift to the selected gear position can be performed when the manual mode is selected. A determination value that changes in accordance with the oil temperature detected by the temperature sensor 18 is provided. As a result, the two conflicting items of realizing the shift operation selected by the driver and maintaining the lubrication system of the automatic transmission 2 in a good state can be achieved. Thereby, it is possible for the driver to realize manual mode shift control with less discomfort.

  Moreover, the determination means 23 is provided with the determination value set to a different value in the case of upshifting and the case of downshifting. As a result, it is possible to realize a highly accurate shift control without prohibiting the shift control to a shift stage selected more than necessary, and thereby it is possible to realize the shift operation selected by the driver as much as possible. .

  Further, when the determination means 23 determines that the oil temperature detected by the oil temperature sensor 18 is low, the upshift to the highest speed stage is regulated more than when the oil temperature is the normal temperature. It has a judgment value. Thereby, the malfunction that the lubrication system of an automatic transmission becomes insufficient lubrication can be prevented.

  Furthermore, when the determination unit 23 determines that the oil temperature detected by the oil temperature sensor 18 is high, the determination unit 23 sets a determination value such that the frequency of downshifts is greater than when the oil temperature is normal. I have. As a result, it is possible to prevent the oil temperature from becoming excessively high due to continued slippage of the torque converter. Thereby, highly reliable transmission control can be realized.

  Moreover, the determination means 23 uses the vehicle speed as the determination value. As a result, it is not necessary to newly provide a dedicated sensor for determination, and the system is not complicated.

  Furthermore, the determination means 23 includes a plurality of upshift determination values and a plurality of downshift determination values as determination values, and uses these determination values as shift points for automatic shift control according to the vehicle speed when the manual mode is selected. ing. As a result, the determination value can be used as a shift point for automatic shift control during the manual mode selection. Therefore, even if the driver continues to select the manual mode without intention of selecting the manual mode, the vehicle speed Accordingly, since the automatic shift control is performed according to the above, smooth and comfortable travel can be realized.

  Therefore, the present invention achieves both of the conflicting items of realizing the shift operation selected by the driver and maintaining the lubrication system of the automatic transmission 2 in a good state, and the manual mode with less uncomfortable feeling for the driver. The object of performing the shift control can be achieved.

  Changing the determination value for determining the shift control in the manual mode according to the oil temperature of the automatic transmission can be applied to other controls.

It is a flowchart of transmission control. It is a flowchart which determines a gear stage. FIG. 3 is a flowchart for determining a gear position subsequent to FIG. 2. FIG. It is a flowchart which determines the gear stage following FIG. It is a manual mode shift map for normal temperature. It is a manual mode shift map for low temperature. It is a manual mode shift map for high temperatures. It is a control block diagram of a transmission control device. It is a system block diagram of a transmission control apparatus. 10 is a conventional shift map for automatic shift.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 5 Friction engagement element 11 Shift control device 12 Control means 13 Engine rotational speed sensor 16 Vehicle speed sensor 18 Oil temperature sensor 19 Manual switch 20 Up switch 21 Down switch 23 Judgment means 24 Shift stage determination means

Claims (6)

  Automatic provided with a control means provided with an automatic shift mode for automatically controlling the shift based on a preset shift pattern and a manual mode for selecting a preset shift stage according to the shift operation of the driver The transmission control device for the transmission includes oil temperature detection means for detecting the oil temperature of the automatic transmission, and the control means determines whether or not the shift to the selected gear stage can be performed when the manual mode is selected. A shift control apparatus for an automatic transmission, comprising: a determination unit for determining, wherein the determination unit includes a determination value that is set in advance and changes according to the oil temperature detected by the oil temperature detection unit.   2. The shift control device for an automatic transmission according to claim 1, wherein the determination means includes a determination value set to a different value between when the upshift is performed and when the downshift is performed.   When the determination means determines that the oil temperature detected by the oil temperature detection means is a low temperature, the upshift to the highest speed stage is regulated more than when the oil temperature is a normal temperature. The shift control device for an automatic transmission according to claim 1, further comprising a determination value.   The determination means includes a determination value that when the oil temperature detected by the oil temperature detection means is high, the frequency of downshifts is higher than when the oil temperature is a normal temperature. The shift control apparatus for an automatic transmission according to claim 1, wherein   The shift control device for an automatic transmission according to any one of claims 1 to 4, wherein the determination means uses a vehicle speed as a determination value.   The determination means includes a plurality of upshift determination values and a plurality of downshift determination values as determination values, and uses the determination values as shift points for automatic shift control according to the vehicle speed when the manual mode is selected. The shift control apparatus for an automatic transmission according to claim 2.

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