JP2895582B2 - Control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial applications]

The present invention relates to a control device for an automatic transmission, and more particularly to an improvement in preventing a shift shock generated when a shift pattern is switched.

[Prior art]

Generally, an automatic transmission for a vehicle is provided with a so-called running range such as D, S, and L. The driver selects one of these travel ranges by a selector lever. On the other hand, Japanese Patent Laid-Open No. 57-57948 discloses a technique for electrically selecting a range in such an automatic transmission.
There is a number. The automatic transmission disclosed in this publication is provided with electric switches which are manually selected and operated, each of which has a range position such as forward, backward or neutral. When any one of the switches is operated, the control device that inputs the signal determines the driving range selected by the driver, and based on the driving pattern according to the determined range, the vehicle speed and engine at that time. The shift speed is set according to the load or the like.

[Problems to be solved by the invention]

On the other hand, driving of automobiles is not limited to flat general roads, but is varied on corner roads, hills and the like. Then, in the conventional automatic transmission, the driver himself / herself selects an appropriate traveling range according to these road conditions. Therefore, it is desired to introduce an automatic transmission for automatically selecting such a travel range.
At best, the automatic transmission of No. 57-57948 merely replaces the operation of the conventional selector lever with a button operation, and the selection of the range is still left to the discretion of the driver. Therefore, the present invention proposes a control device for an automatic transmission that can appropriately prevent a shift pattern when the shift pattern is switched according to a change in a running state in the automatic transmission.

[Means and actions for achieving the object]

According to a first aspect of the present invention, there is provided an automatic transmission having a plurality of shift patterns, comprising: detecting means for detecting a gradient of a traveling road surface; Control means for selecting one shift pattern from the plurality of shift patterns, and performing shift control in accordance with the selected shift pattern, wherein the control means switches the shift speed between before and after the shift pattern switching. It is characterized by further comprising means for judging whether or not the difference is different, and means for prohibiting switching of the shift pattern when it is judged to be different. According to a second aspect of the present invention, there is provided an automatic transmission having a plurality of shift patterns, the detecting means for detecting a degree of cornering over a predetermined period up to the present. Control means for selecting one shift pattern from the plurality of shift patterns in accordance with the detected degree, and performing shift control in accordance with the selected shift pattern. Means for determining whether or not the gear changes before and after the change, and means for prohibiting the change of the shift pattern when it is determined that the gear is different. . According to a third aspect of the present invention, there is provided an automatic transmission having a plurality of shift patterns, wherein: first detecting means for detecting a gradient of a road surface; A second detecting means for detecting a degree over a predetermined period up to the present time; selecting one shift pattern from the plurality of shift patterns in accordance with the detected gradient of the road surface and the degree of corner traveling; Control means for performing a shift control in accordance with a pattern, wherein the control means determines, when the shift pattern is switched, a means for determining whether or not the gear position is different before and after the change, and is determined to be different. Means for prohibiting switching of the shift pattern at the time. That is, depending on the control device of the automatic transmission according to the first to third aspects, the road environment is determined by the road gradient in the first aspect, the degree of cornering travel in the second aspect, and the road gradient in the third aspect. And the degree of cornering travel, respectively, and a shift pattern corresponding to this determination is selected and switched. Then, when the speed change pattern is changed before and after the speed change, the change of the speed change pattern is prohibited. Thus, occurrence of an unexpected shift shock is prevented. According to another aspect of the present invention, there is provided an automatic transmission having a plurality of shift patterns, comprising: detecting means for detecting a gradient of a traveling road surface; and detecting the gradient of the detected road surface. Control means for selecting one shift pattern from the plurality of shift patterns according to the selected shift pattern, and performing shift control in accordance with the selected shift pattern. When the shift pattern is switched, the control means includes an engine brake before and after the shift. And means for judging whether or not the operation of the gear is different, and means for prohibiting switching of the shift pattern when it is judged that the operation is different. According to a fifth aspect of the present invention, there is provided an automatic transmission having a plurality of shift patterns, the detecting means for detecting a degree of cornering over a predetermined period up to the present. Control means for selecting one shift pattern from the plurality of shift patterns in accordance with the detected degree, and performing shift control in accordance with the selected shift pattern. Means for judging whether or not the operation of the engine brake before and after is different, and means for prohibiting switching of the shift pattern when it is determined that the operation is different. And Similarly, in order to achieve the above object, according to a sixth aspect of the present invention, in an automatic transmission having a plurality of shift patterns, a first detecting means for detecting a gradient of a running road surface; A second detecting means for detecting a degree over a predetermined period up to the present time; selecting one shift pattern from the plurality of shift patterns in accordance with the detected gradient of the road surface and the degree of corner traveling; Control means for performing shift control in accordance with a pattern, wherein the control means is different from a means for determining whether or not the operation of the engine brake is different before and after the change of the shift pattern. Means for prohibiting switching of the shift pattern when the determination is made. That is, depending on the control device of the automatic transmission according to claims 4 to 6, the road environment, the road gradient in claim 4, the degree of cornering travel in claim 5, and the road gradient in claim 6 And the degree of cornering travel, respectively, and a shift pattern corresponding to this determination is selected and switched. Then, when the shift pattern is switched, if the presence or absence of the operation of the engine brake before and after the shift is different, the shift pattern switching is prohibited. Thus, occurrence of an unexpected shift shock is prevented. According to a preferred embodiment of the present invention, at least one of the plurality of shift patterns has a pattern in which a shift speed is fixed with respect to a change in load.

【Example】

The present invention will be described with reference to the accompanying drawings.
D range of 4 steps forward and S range of 3 steps forward
And a two-stage L range.
An embodiment applied to a control device for a dynamic transmission will be described. FIG. 1 is a block diagram of a control system for a transmission according to this embodiment.
FIG. 3 is a block diagram illustrating a configuration. FIG. 2 shows an automatic transmission.
FIG. 2 is a skeleton diagram showing a configuration of a transmission gear mechanism 500 of the machine.
FIG. 3 shows that hydraulic pressure is applied to each friction engagement element in the automatic transmission.
Of the hydraulic supply circuit 600 for supplying
Diagram showing connection between hydraulic supply circuit 600 and their fastening elements
It is. The control system is generally as shown in FIG.
The engine 400, the transmission gear mechanism 500, and the hydraulic supply circuit 600
And a torque converter 700. This control system also detects the road environment.
As a sensor to input the signals required by
A sensor 801 for detecting the ringing angle and a selector lever
-Inhibitor switch 804 that detects the selected position of 802
And a sensor 803 for detecting the inclination of the vehicle body.
You. In addition, the engine 400 has the engine
The opening of the throttle valve 407 is provided in the intake passage.
Stroller opening sensor 404 for detecting and transmission gear mechanism 500
The transmission gear mechanism 500 detects the vehicle speed.
An output vehicle speed sensor 505 is provided. The automatic transmission has a torque converter as shown in FIG.
Motor 700 and the output of this torque converter 700
Gear mechanism 500 to be moved. Transmission gear machine
The structure 500 includes clutches and shakes that switch the power transmission path.
Multiple friction fastening elements such as brakes and one-way clutches
Are provided, and as a result,
D, S, L, R ranges, 1st to 4th speed in D range, S
1st to 2nd speed in L range and 1st to 2nd speed in L range
It has become. Also, the hydraulic supply circuit 600 has a manual cover described later.
A motor 220 for driving the lube is provided. Book
In the control device of the embodiment, the running is performed independently of the driver selection.
In order for the control unit to independently determine and set the line range,
A transmission motor to drive the manual valve is required.
Because Transmission mechanism Fig. 2 shows gear mechanism 500 with 4 forward gears and 1 reverse gear and torque
A converter 700 is shown. This torque converter 700
Is a pump 7002a connected to the engine output shaft 701,
It includes a data 702b and a turbine 702c. Stator 702b
Rotates the stator 702b in a direction opposite to that of the turbine 702c.
Case 704 via one-way clutch 703 for not
It is provided so that it can be fixed. In addition, multi-stage transmission gears
The mechanism 500 is connected to the turbine 702c of the torque converter 700.
It is connected to the connected converter output shaft 702d. The multi-speed transmission gear mechanism 500 has a Ravigneaux type planetary gear inside.
It has a wheel mechanism 507, and the planetary gear mechanism 507 is
Small-diameter sun gear 508 and large-diameter sun gear 509
A short pinion gear 510 that meshes with the gear 508;
The large-diameter sun gear 9 and the short pinion gear 51
0, the long pinion gear 511 that meshes with
The ring gear 512 meshes with the pinion gear 511.
You. The small-diameter sun gear 508 has a forearm disposed behind it.
Word clutch 515 and serially connected to clutch 515
The first to prevent reverse driving of the converter output shaft 702d
The torque converter is connected via the one-way clutch 516.
Connected to the converter output shaft 702d of the motor 700. So
The above-mentioned forward clutch 515 and the first one way
・ Coast is connected to the system connecting the clutch 516 in series.
-Clutches 517 are connected and arranged in parallel. Also on
The large-diameter sun gear 509 is disposed diagonally rearward.
Brake 518 and the 2-4 brake
The torque converter via the reverse clutch 519
Connected to the converter output shaft 702d of the motor 700. Ma
In addition, the long pinion gear 511 has a rear side
The long pinion gear 511 is fixed via the carrier 520.
Low & reverse brake 521 and long pini
Allows on-gear 511 to rotate in the same direction as engine output shaft 1.
The second one-way clutch 522 is connected in parallel.
And the carrier 523 on all sides is 3-4
The converter of the torque converter 700 via the latch 524
Data output shaft 702d. In addition, ring gi
Gear 512 is connected to the output gear 525 located in front of it.
Are linked. In the figure, 527 is the engine output shaft 701.
Lock-up clutch directly connected to converter output shaft 702d
The switch 528 is connected to the engine output shaft 701 via the intermediate shaft 529.
This is an oil pump that is driven by a motor. In the above configuration, the clutch and brake
The operating state is shown in FIG. Hydraulic Circuit Next, referring to FIG.
Hydraulic circuit 600 for supplying and discharging hydraulic oil to friction elements
explain. The hydraulic circuit 600 first has an oil pump shown in FIG.
Of hydraulic oil discharged from pump 528 to main line 100
Pressure regulator that adjusts the pressure to the specified line pressure
-A valve 61 is provided. In addition, the press
The engine slot is located in the vicinity of the guilator valve 61.
Throttle that generates throttle pressure according to the valve opening
・ Valve 62 and a throttle for adjusting the throttle pressure
・ Regulator valve 63 and the above-mentioned pressure regulator
The line pressure generated by the regulator valve 61 is set in the S and L ranges.
To generate a backup pressure to increase when selecting
An up valve 93 is provided. In addition, the hydraulic circuit 600 includes a pres
・ The line pressure generated by the valve 61 is
Manual that selectively sends out to each hydraulic line according to the
The valve 64 operates in accordance with the shift speed to increase the line pressure
Each shift of 1-2, 2-3, 3-4 selectively supplied to the friction element
The valve 71, 72, 73 is provided. This manual
Lube 64 is controlled by control unit 300
It is driven by the motor 220. That is, the unit 300
To the desired driving range according to the control program
Al valve 64 can be set. The manual valve 64 extends from the main line 100
Input port f into which the in-pressure is introduced, and first to fifth output ports.
And the spool 64a is moved by the movement of the spool 64a.
Input port f is the 1st, 2nd, 3rd output port in D range
a, b, and c, and in the R range to the fifth output port e
And they are in communication. And each output port
a to e respectively have first to fifth output lines 101 to 105.
It is connected. In addition, the 1-2, 2-3, 3-4 shift valves 71, 72, 73
Respectively, spools 71a, 72a, 73a by spring
In the drawing, the right side of these spools
The configuration is such that control ports 71b, 72b, 73b are provided on the side. Soshi
Therefore, the above-mentioned mechanism is connected to the control port 71b of the 1-2 shift valve 71.
The first control line 106 branched from the inline 100 is
−3,3-4 Control valves 72b, 73b of shift valves 72,73
The second and third control lines branched from the first output line 101
In 107 and 108 are connected respectively,
Control lines 106, 107, and 108 respectively include first, second, and third
Solenoid valves 76, 77, 78 are provided. these
Solenoid valves 76 to 78 are
Control pressure is introduced into the control ports 71b to 73b of the shift valve.
The spools 71a-73a on the left side of the drawing.
When ON, the control pressure in the control ports 71b to 73b is reduced.
Drain to position the spools 71a-73a on the right.
It's swelling. Here, these solenoid valves 76 to 78 are
Depending on the vehicle speed of the car and the throttle valve opening of the engine,
ON / OFF control is performed according to the gear position to be set.
However, each solenoid at each gear of the drive range
-The ON / OFF combination patterns of valves 76 to 78 are shown in the table in Fig. 4.
It is set as follows. On the other hand, each output port in the manual valve 64
First to fifth output lines 101 to 105 connected to a to e
In addition, it is communicated with the main line 100 in each forward range of D, S, L
The first output line 101 is connected via a one-way lift 80
And led to Forward Crutch 515. Follow
In the above D, S, L range, forward clutch 515 is always
Will be concluded. The first output line 101
In the case of the forward clutch, the ND
A humulator 81 is provided. A line 111 branches from the first output line 101.
And is led to the above-mentioned 1-2 shift valve 71.
The branch line 111 is connected to the first solenoid valve.
When the valve 71 turns ON and the spool 71a moves to the right,
2-4 Hydraulic up of servo mechanism 35 (to be described later) of brake 518
Connected to the servo apply line 150 leading to the lie room 35b
You. Therefore, the first solenoid valve 76 in the D, S, L range
Is ON, that is, 2,3,4 speed in D range, 2,3 speed in S range
In the second speed of the high speed and the L range,
Bore ply pressure is introduced. Next, the 2-4 brake 518 (friction element) is operated.
The internal configuration of the servo mechanism 35 to be driven will be described. This servo machine
The structure 35 includes a piston 35a associated with the 2-4 brake 518,
The fastening-side oil chamber partitioned left and right in the figure by the piston 35a
Hydraulic chamber 35b as oil and oil as open-side oil chamber
The pressure release chamber 35c and the hydraulic release chamber 35c
Spring 35 for urging piston 35a toward apply chamber 35b
d. The piston 35a has a pressure receiving surface
The product is larger in the release room 35c and smaller in the apply room 35b.
It is formed so that the pressure receiving area difference
Operation of the application chamber 35b fastening pressure (line pressure)
Release pressure (line pressure) acts on release chamber 35b regardless of use
Then, at that release pressure, the piston 35a is moved to the left in the figure.
Move and move 2-4 brake 518 to release side
It has a configuration. On the other hand, 2-4 brake 518 engagement request
Occasionally, a fastening pressure is introduced into the application chamber 35b and released.
By releasing the release pressure of the chamber 35c, the piston 35a
Move to the middle right and apply 2-4 brake 518
It has become a success. In addition, it communicates with the apply chamber 35b of the servo mechanism 35.
The one-way orifice
S 36 are provided. The one way orifice 36
Has an opening 36a having an area smaller than the opening area of the line 150.
A throttle section 36b having a
And a spring 36c for biasing in the direction to the frame 35).
You. Therefore, the one-way orifice 36 is a servo machine.
Throttling effect on oil supply to the apply chamber 35b of the structure 35
When the oil in the apply chamber 35b is discharged,
With the hydraulic pressure, the spring 36c contracts and the throttle part 36a separates
Thus, the throttling effect is lost. Thus, the spring 36c
Has a relatively strong biasing force,
Is the line pressure (servo machine) due to the decrease in the throttle valve opening.
The fastening pressure supplied to the frame 35 also decreases, and this fastening
Energizing force when the value is less than or equal to the set throttle valve opening value
To overcome the fastening pressure and seat the throttle section 36a
Value, and this configuration allows the fastening force to fall below the set value.
At the time of lowering, tighten the line 150 and release the fastening pressure.
I'm trying. Then, the lane on the downstream side of the one-way orifice 36
In 150b, the servo mechanism 35 is fastened to the apply chamber 35b
An accumulator 83 on the piston side that suppresses sudden pressure rise is provided.
Is placed. The accumulator 83 includes a piston 83a,
The oil in 150 flows in and moves the piston 83a to the left in the figure.
Oil chamber 83b to be made, and a spring 83c reduced to the oil chamber 83b.
The piston 83a has a line pressure via a line 151.
Acts as a back pressure. Thus, the spring 83c
The power is set to a large value and the line is
The piston 83a moves from the stage where the oil pressure of the
This gradually moves the piston 35a of the servo mechanism 35
Then, the 2-4 brake 518 is gently engaged.
It is configured as follows. Also, in FIG. 3, the main line 100
The second output line 102 communicating with the
Guided to Lube 72. And the line 102 is the second
Solenoid valve 77 is off and spool 72a is on the left
3-4 class via one way orifice 84
3-4 clutches leading to actuator 43a of stick 43
The communication is made with the terminal 113. Therefore, the second solenoid in the D and S ranges
When the valve 77 is OFF, that is, the 3rd and 4th speeds in the D range and S
The 3-4 clutch 24 will be engaged at the third speed of the range.
You. The 3-4 clutch line 113 has a one-way
Bypass valve 85 and 2-3 taps in parallel with Lee Orifice 84
Animing valve 86 is provided, and 3-4 clutch 24 is tightened.
In addition to adjusting the closing timing,
The -4 clutch line 113 is also loose when the 3-4 clutch is fastened.
An 2-3 accumulator 87 for opposition is provided. Further, the line 1 branched from the above 3-4 clutch 113
14 and a line 115 branched from the first output line 101
Are guided to the 3-4 shift valve 73. And the second
3 Solenoid valve 78 is OFF and spool 73a is on the left
When it is placed, it is branched from the 3-4 clutch line 113.
In 114 servoed via one way orifice 88
Servo release line 1 leading to release chamber 35c of mechanism 35
16 and a line 115 branched from the first output line 101
Is a coast club via One Way Orifice 89.
Coast Crutch Line 117 leading to Tsuchi 517
It is communicated. Therefore, the second and third solenoids in the D and S ranges
When both valves 77 and 78 are OFF, ie, 3rd speed in D range
And 3rd speed in S range, release chamber 35c of servo mechanism 35
Servo release pressure is introduced to the 2-4 brake 518
Released, D, S, L, 3rd solenoid valve in range
When the gear 78 is OFF, ie, 3rd speed in D range, 3rd speed in S range
Speed, L range 2nd speed, and S range Holds
2nd and 3rd speed, L range hold during switch operation
Coast at 1st and 2nd gear during switch operation
-The clutch 517 will be fastened. Here, the 3-4 clutch line 113 and the line 1
Between the line 114 branched from 13
3-4 clutch pressure and suction through branch lines 118 and 119 of
3-2 tie to adjust discharge timing of turbo release pressure
Ming valve 90 and 3-2 capacity valve 91
Have been. In addition, the coast clutch line 11
7 has a one-way orifice 89 bypass
A line 120 is provided, and the line 120 is opened and shut off.
A 3-4 capacity valve 92 is provided. This ba
The lube 92 is activated when the above-mentioned 3-4 clutch pressure is generated.
And manual valve 64 is set to S range or L range.
And the third output line 103 is connected to the main line 100.
Open the bypass line 120 when it is passed,
Adjust the timing of coast clutch pressure release
I'm sorry. In addition, the main valve in the L range by manual valve 64
The fourth output line 104 connected to the IN 100
1-2 shift valve via the source valve 94 and line 122
It is led to Bu 71. The line 122 is connected to the first source.
When the solenoid valve 76 is OFF and the spool 71a is on the left side
One way orifice 95 and shuttle valve
Low & reverse leading to low & reverse brake 21 via 96
To the brake line 123. Therefore, L
When the first solenoid valve 76 is OFF in the range,
Low and reverse brake 521 engaged in first gear of range
Is done. In addition, the fifth room that communicates with the main line 100 in the R range
Line 105 is a one-way orifice 97 and the
The low & reverse brake line above through the torval valve 96
And the fifth chamber line 105
Reverse clutch line via way orifice 98
124 is forked. Therefore, in the R range,
-With reverse brake 521 and reverse clutch 19
Is concluded. The reverse clutch line 124
NR Akyum for buffering when fastening reverse clutch
A generator valve 99 is provided. The fifth output
Line 125 branched from line 105 is a regulator
Guided to the boost side of lube 61, the line pressure is increased in the R range
I am trying to make it. In addition to the above configuration, the hydraulic circuit 600 has a second
The lockup in torque converter 700 shown
The lock-up valve 201 for operating the latch 726 is
Provided. This valve 201 has a pres
Guilator valve 61 to torque converter line 20
2 is connected and connected as a control line 203 at one end.
Has been continued. And, provided on the control line 203
Lock-up solenoid valve 204 is ON
At times, the control pressure in control port 201b is drained and
The position of the torque converter 201a
The line connecting the barter line 202 to the torque converter 700
To the torque converter 700
When the internal pressure of the lock is high, the lock-up clutch 27 is fastened.
You. Also, the above-mentioned solenoid valve 204 is introduced.
When the spool 201a moves to the left by
・ Converter line 202 becomes lock-up release line 206
Communicates and releases lock-up in torque converter 700
Pressure is introduced and lock-up clutch 727 is released
It is configured to be. The table of FIG. 5 shows each of the first, second, and third speeds and 3-4
Clutch 524,2-4 brake 35, first to third solenoid 7
The relationship between the operating states 6 to 78 is shown together. FIG. 6A shows the shift pattern in the D range, and FIG.
Fig. 6B shows the pattern for holding the D range, Fig. 7A
Fig. 7B shows the shift pattern in the S range.
Figure 8A shows the pattern in the L range
Figure 8B shows the L-range hold pattern
This shows the pattern to be applied. The above is the description of the configuration of the automatic transmission according to the present embodiment.
is there. Next, the control operation will be described. <Control operation> The control in this embodiment is performed according to the operating environment and operating conditions.
The optimal running range and hold mode settings.
Automatic switching is performed by selection. That is,
Zu, cornering to check the road environment
And the road gradient are detected. Every cornering run
The case will be described in detail according to FIG. : The detected degree of cornering and road gradient
Depending on the driving range, without the intervention of the driver
Switch. However, instead of simply switching the driving range,
If it is more appropriate to set the
The line range must not be further manipulated by the driver.
Automatically set the hold mode. : Automatic switching of travel range and hold mode
Automatic setting is performed without driver operation
So that careless shift shocks are given to the driver.
-1: When switching the travel range or hold mode automatically,
And change the range so that the gear position changes.
Setting the hold mode is prohibited. −2: Running range and hold mode during coasting
Before and after automatic switching of engine
Range change that results in different operating states of the
Setting the hold mode is prohibited. : Further, the above automatic switching operations are
Iva actively wants such automatic control.
Only when the intention is displayed. There
The selector lever 802 of the vehicle according to the present embodiment has a ninth
As shown in the figure, the “AUTO” switch 805 is
Only when the selector lever is in the D range position.
In addition, the AUTO switch 805 can be operated. The reason for installing this new AUTO switch 805 is as follows.
It is. In view of the above −1 and −2,
The dynamic range switching control keeps the driver from noticing
The range is automatically switched at
Therefore, only in normal range D range, AUTO switch
This is provided with a switch 805. Generally, S range and L level
That the driver sets the selector lever
Means that the gear ratio is frequently changed by the control device
Is what the driver plans to do.
You. Therefore, for S range and L range,
If you do not set the mode for automatic switching, that is,
This is because it is preferable to leave the driver with a choice. Hereinafter, the automatic range switching and the hold mode of the present embodiment will be described.
The mode switching control will be described. Road environment detection Driving range switching and hold mode switching
In this embodiment, the road environment on which the control is based
Defined by road grade and degree of cornering
You. First, the road gradient is the slope mounted on the vehicle of this embodiment.
It is detected by the sensor 803 (FIG. 1). In addition, other detection
Methods include, for example, engine load (eg, slot load).
(Torque opening) from the actual vehicle acceleration state
You may do so. In this case, the vehicle type, air resistance,
Resistance, passengers, engine T / C performance, etc.
This improves the detection accuracy. Next, detection of the "degree" of cornering travel is explained.
I will tell. Here, the "degree" of cornering travel is
What cornering the vehicle has
Quantified with evaluation values
Specifically, the cornering frequency and cornering
Is determined by the magnitude of the touch of the rudder angle. This corner
The "degree" of the ring traveling will be described with reference to FIG. FIG. 10 (a) shows the steering operated by the driver.
When the operation angle θ of 800 is detected by the sensor 801,
It is the figure which plotted with respect to the progress between. In this case,
As an example, the clockwise direction is positive and the counterclockwise direction is negative.
Was. Angle swings from positive to negative (or vice versa)
Enters the corner, turns around the corner,
Means. In other words, within a unit time
The number of swings from positive to negative (or vice versa)
It can be considered that it represents the frequency of the driving. Tenth
(B) of the figure shows the absolute value of the steering angle change of (a).
It was taken. Two mountains in one corner
Will be Also, always play with the steering wheel
In this embodiment, the absolute value is a predetermined value.
Unit time T per hour for a mountain that exceeds the rice level (θ = ± δ)
The number of corners is defined as the number of cornering N. For corner driving, even if the number of steering wheel operations is small
In some cases, the steering angle of the steering wheel changes greatly.
The corner where the steering angle changes greatly
It was a curved road or a meandering road
To If you are traveling on such a road,
Corner frequency N per unit time is at least D range
In addition, driving in the S or L range is easier. Ma
In a car driver equipped with a conventional automatic transmission
If there is, when driving on such a road, S or L range
Would be to choose. In other words, the cornering
"Degree" simply means the number of steering operations.
, Defined only by the cornering frequency N per unit time
Is not enough. Therefore, in this embodiment, as shown in FIG.
The curve θ that represents the change in the ringing angle and the curve parallel to the time axis
The area S surrounded by the straight line θ = δ, that is, the time integral of | θ |
Therefore, it is necessary to define the "degree" of cornering.
I have to. This area S is when the handle is shaken greatly.
Appears as a large area. FIG. 11 shows the relationship between the number of cornering times N and the area S.
Number quantifying the "degree" of defined cornering
It is a table showing a value. In this embodiment, the corner
Ring degree is quantified in one to five steps as an example
Have been. Degree of cornering shown in Fig. 11
Is that the larger the number of cornering N is, the more time integration
The larger S is, the larger it is. Also,
For example, if the number of cornering N (time integral S) is small,
Also have a large time integral S (number of cornering N)
Is defined as a road with a high degree of cornering
ing. FIG. 12 shows the road gradient detected as described above and the
The driving range considered optimal for the degree of
It is summarized as a table. In the figure, the slope is expressed in%.
Yes, "H" means hold mode. Basic concept of driving range selection shown in Fig. 12
The lower the road gradient, the more the cornering
The smaller the value, the more the S and S ranges than the L range
I also try to select the D range. Also, hold mode
The idea of selecting a mode is as follows:
Also, the more downhill you use a lot of hold
You. As described above, automatic switching of the driving range,
The automatic setting of the hold mode follows the table in Fig. 12.
It is not done mechanically. Before and after switching
Range, gear position, etc.
In some cases, switching is prohibited. In this embodiment
Sets two conditions for allowing this switch.
You. That is, one condition is changed as described in -1.
Range changes that would change gears are prohibited
You. The second condition is the course as described in -2.
At the time of automatic switching at the time of
Range changes that result in different brake operation states
Change is prohibited. In Fig. 13, the pattern change allowable range described in
To indicate In the figure, the x mark indicates that the engine brake was activated.
○ indicates the operating state, and ○ indicates the operating state. Ma
C indicates that the cost clutch 517 is on.
-4 indicates a state where the 3-4 clutch 524 is on. In FIG. 12, the arrow indicates the range change / mode change.
Indicates that it is possible. As is apparent from FIG.
The table can be changed only horizontally in the table,
Is not allowed. Changing the gear position in the vertical direction
Because it increases the shock. Ma
In addition, the range switching / hold mode
The switching policy is based on the operating state of the engine brake.
Do not allow anything that is changed by switching
Latch fastening status changes with range change / mode change
Things are not allowed. To specifically explain the switching pattern in FIG. 13, an example
For example, switching from 1st speed in D range to 1st speed in S range
This switch also causes the engine brake to stop working.
Permitted because the dynamic state does not change. From first gear of D to L
The change to 1st gear means that the engine brake changes from non-operation to operation
Is not allowed. Also, D _H Range 3 speed state
To 3rd speed without hold in S range
When changing, the gear position does not change and the engine brake
The operation status of the
Allowed. Control Procedure FIG. 14 is a flowchart showing the control procedure of the embodiment.
You. In accordance with this flowchart, the traveling lens of this embodiment is
Control procedure for automatic switching of the hold / hold mode
This will be described in detail. 14A and 14B.
Are performed at regular intervals according to the main control procedure (not shown).
Is started. First, in step S2 in FIG.
Examine the set of rugs. This flag is controlled by the control
They are set in order. That is, if the selector lever 802 is D
Switch (805 in Fig. 9) is pressed while in range position
Is set when it is set. This flag is not set
As far as possible, proceed to step S28 and normal automatic gearshift control is performed.
Be done. That is, in this normal automatic shift control,
The driving range selected by the selector lever 802 (
HOLD switch 804), current vehicle speed V and slot
6 to 8 based on the throttle opening TV.
The shift control is performed according to the speed change. If the above mode flag has been set,
Proceeding to S4, the current steering angle θ and the gradient are respectively detected by sensors 801 and 803.
Enter from. Then, in step S6, the sampling time
Check the progress of T. That is, the circuit described with reference to FIG.
During the period T, data of the steering angle θ and the road gradient are collected.
You. Once the data for the T time span has been collected,
According to the method described successively, the slice level δ or more
The number N of peaks indicating the value is calculated. In step S10
Is the surface surrounded by the curve θ of the steering angle data and the straight line θ = δ
Calculate the product S. Then, in step S12, the eleventh
Calculate the degree of cornering travel according to the method shown in the figure.
Calculate. In step S14, the gradient input in step S4
And the degree of cornering travel calculated in step S12 and
Will be changed according to the table in Fig. 12
Combination pattern of range and hold mode to be used RH
(N) is determined. In step S16, the previously determined
Turn RH (n-1) and RH (n) determined this time match
Find out if. If matched, range and hole
Since the mode setting is not changed,
Return to the routine. The case where RH (n) ≠ RH (n-1) will be described. This
In the case of, either run range or hold mode
Or both will need to be changed, as described above.
As described above, only when both conditions are satisfied,
(Or hold mode) is changed. Step
For S18 and below, it is determined whether those conditions are satisfied.
This is the procedure to be performed. First, in step S18, the pattern RH (n-1)
Gear change occurs when changing from RH to RH (n)
Find out if it will be. If there is a change,
And the driver will feel uncomfortable
In order to prohibit such a change,
Then, the process returns to the main routine. If there is no change in the gear, proceed to step S20 and
In the pattern RH (n-1), the coast clutch 517 is tightened.
RH (n)
Investigate whether the horn will be fastened. In step S20, even if the pattern RH (n-1) is
Even at H (n), the coast clutch is not concluded,
Alternatively, if it is determined that no
Thus, the above two conditions have been cleared. There
Then, proceed to step S24 to set the range and the hold mode to R.
Change to H (n). That is, a new range, hold mode
6 to 8 according to the setting state of the mode.
The shift control is then performed according to the shift pattern.
Become. In step S26, the pattern R is set for the next control.
Update H (n-1). In step S20, code according to pattern RH (n-1) is obtained.
Stroke clutch is fastened or pattern RH
In (n), when the coast clutch is to be concluded
The case where it is determined will be described. If this is the case,
Proceeding to step S22, the pattern RH (n-1) and the pattern RH
There is no change in the operation state of the engine brake between (n)
Find out what. Such a determination is made from the pattern RH (n-1).
The change to RH (n) is a change according to the arrow in FIG.
By checking whether it is easier or faster. Thirteenth
If the change is according to the arrow in the figure, proceed to step S24.
Then, the control of the aforementioned steps S24 and S26 is performed.
If it is determined in step S22 that the change is not an authorized change,
Return to the main routine without doing anything.
You. If there is a change in the operating state of the engine brake, dry
This is because they shock the bass. <Effects of Embodiment> The state of the range / hold mode of the embodiment described above
According to the automatic change control for the state: the road environment where the vehicle is currently traveling, especially the road gradient, corner
Running range and hold mode optimal for riding condition
Is selected without intervention of the driver. Take
The road environment depends on the road gradient and the degree of cornering.
Will be determined. : When changing the driving range,
If it is more appropriate to set the mode,
In addition to the hole without driver's operation
Mode is set automatically. : Automatic switching of travel range, hold mode
The automatic setting of the gear changes before and after this changeover.
Furthermore, there is no change in the operating state of the engine brake.
Causes that give the driver discomfort as conditions allow
No shift shock occurs. : In the present embodiment, the above-mentioned automatic switching is performed.
Operation is set by the driver to drive in the D range.
Can be set only when the That is, automatic switching
When driving in the S range or L range where
The driver's will is positively reflected by the shifting operation
You. <Modification> The present invention is not limited to the above-described embodiment without departing from the spirit thereof.
Can be changed and modified. For example, the travel distance set in the control device of the present invention
The number of dice is not limited to D, S, and L. In addition, the above example was modified to automatically switch to the S range.
Mode may be set. The present invention is also applicable to a transmission without a hold mode.
Is available. In the above embodiment, the shift shock is applied to the driver.
In the sense that the above two conditions are set to prevent
If the shift shock is tolerated,
For example, allowing changes between adjacent gears,
Change the operating state of the brakes
No.

【The invention's effect】

As described above, according to the control device for an automatic transmission of the present invention, the road environment is determined in three ways based on the road gradient, the degree of cornering travel, or the road gradient and the degree of cornering travel. The shift pattern according to this determination is selected and switched to it. Then, when the speed change pattern is changed before and after the speed change, the change of the speed change pattern is prohibited. Thus, occurrence of an unexpected shift shock is prevented. Further, according to the control apparatus for an automatic transmission of the present invention, when the shift pattern is switched, if the presence or absence of the operation of the engine brake before and after the switch is different, the shift pattern is switched. Is forbidden. Thus, occurrence of an unexpected shift shock is prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an entire control system according to a preferred embodiment of the present invention, FIG. 2 is a skeleton diagram showing the structure of a torque converter and a transmission gear mechanism of the present embodiment, and FIG. Fig. 4 is a diagram showing the configuration of the hydraulic supply circuit of Fig. 4; Fig. 4 is a diagram summarizing the operating clutches and brake states for each of the running ranges applied to the embodiment as a table; FIG. 6A, FIG. 6B, FIG. 7A, FIG. 7B, FIG. 8A, and FIG. 8B are tables summarizing the driving state of each solenoid in the hydraulic supply circuit for each of the applied travel ranges. respectively, D-range, D _H range, S range, S _H, L range, shows a shift pattern in L _H range, Figure 9 is a diagram for explaining the operation of the selector lever to be used to control apparatus of the present embodiment, Fig. 10 explains the method of detecting the number of cornering. FIG. 11 is a diagram illustrating a method of detecting the degree of cornering traveling, FIG. 12 is a table diagram used to determine an optimal traveling range determined based on the gradient and the degree of cornering traveling, FIG. 13 is a diagram showing a mode of switching an allowable traveling range, and FIGS. 14A and 14B are flow charts for explaining a control procedure of the present embodiment. In the figure, 220: manual valve drive motor, 400: engine, 500: transmission gear mechanism, 600: hydraulic supply circuit, 700
…… torque converter, 800 …… handle, 801 …… steering angle sensor, 802 …… selector lever, 803 …… tilt sensor,
804: Hold mode setting button, 805: AUTO mode setting switch.

Continuation of the front page (56) References JP-A-64-30959 (JP, A) JP-A-1-112063 (JP, A) JP-A-1-2699749 (JP, A) JP-A-2-42256 (JP) , A) JP-A-1-98740 (JP, A) JP-A-62-175227 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B60K 41/00-41/28

Claims (7)

(57) [Claims] 1. An automatic transmission having a plurality of shift patterns, a detecting means for detecting a slope of a traveling road surface, and selecting one shift pattern from the plurality of shift patterns according to the detected slope of the road surface. And control means for performing a shift control in accordance with the selected shift pattern, wherein the control means is different from a means for determining whether or not a shift stage is different before and after the shift pattern is switched. A means for prohibiting switching of the shift pattern when it is determined that the automatic transmission is to be changed. 2. An automatic transmission having a plurality of shift patterns, a detecting means for detecting the degree of cornering over a predetermined period up to the present time, and detecting one of the plurality of shift patterns in accordance with the detected degree.
Control means for selecting one of the speed change patterns and performing speed change control in accordance with the selected speed change pattern. The control means determines whether or not the shift speed is different before and after the change of the speed change pattern. A control device for an automatic transmission, further comprising: means for determining; and means for prohibiting switching of the shift pattern when it is determined to be different. 3. An automatic transmission having a plurality of shift patterns, wherein first detecting means for detecting a gradient of a running road surface, and second detecting means for detecting a degree of a corner running over a predetermined period up to the present. Control means for selecting one shift pattern from the plurality of shift patterns in accordance with the detected gradient of the road surface and the degree of corner traveling, and performing shift control in accordance with the selected shift pattern; Means for judging whether or not the gear stage is different before and after the change of the pattern, and means for prohibiting the change of the gear pattern when it is judged that the gear is different. A control device for an automatic transmission characterized by the following. 4. An automatic transmission having a plurality of shift patterns, a detecting means for detecting a gradient of a traveling road surface, and selecting one shift pattern from the plurality of shift patterns according to the detected gradient of the road surface. And control means for performing a shift control in accordance with the selected shift pattern, wherein the control means determines whether or not the operation of the engine brake is different before and after the change of the shift pattern. And a means for prohibiting switching of the shift pattern when it is determined that the shift pattern is different. 5. An automatic transmission having a plurality of shift patterns, a detecting means for detecting the degree of cornering over a predetermined period up to the present, and detecting one of the plurality of shift patterns in accordance with the detected degree.
Control means for selecting one of the shift patterns and performing a shift control in accordance with the selected shift pattern, wherein the control means determines whether the operation of the engine brake differs before and after the change of the shift pattern. A control device for an automatic transmission, further comprising means for judging whether or not the change is made, and means for prohibiting switching of the shift pattern when it is determined that the shift pattern is different. 6. An automatic transmission having a plurality of shift patterns, wherein first detecting means for detecting a gradient of a running road surface, and second detecting means for detecting a degree of a corner running over a predetermined period up to the present. Selecting one shift pattern from the plurality of shift patterns according to the detected gradient of the road surface and the degree of corner travel;
Control means for performing a shift control in accordance with the selected shift pattern, wherein the control means determines, when switching the shift pattern, whether or not the operation of the engine brake is different before and after the switching. A means for prohibiting switching of the shift pattern when it is determined that they are different from each other. 7. The apparatus according to claim 1, wherein at least one of the plurality of shift patterns has a pattern in which a shift speed is fixed with respect to a change in load. 3. The control device for an automatic transmission according to claim 1.