JP4188006B2 - Shift control device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a shift control device for an automatic transmission, and more particularly to a shift control device that improves driving feeling during an antilock brake operation of an automatic transmission in which an antilock brake system and a transmission control system are coordinated.
[0002]
[Prior art]
Recently, vehicles such as automobiles have anti-lock brake systems (ABS) that prevent the wheels from locking during sudden braking by operating the brake pedal to maintain directional stability, ensure steering, and shorten the braking distance. Widely adopted.
[0003]
Generally, in a vehicle equipped with ABS, as disclosed in, for example, Japanese Patent No. 3098840 (Japanese Patent Laid-Open No. 5-215209), the ABS and the transmission control system (TCU) are coordinated to automatically By shifting the gear position of the transmission to the neutral state or fixing the transmission gear position to the high speed side such as the third speed or the fourth speed, the inertia force of the transmission was reduced, and the braking force was relaxed by the ABS operation. The wheel is encouraged to return to rotation.
[0004]
[Problems to be solved by the invention]
However, in the above-described prior art, even when the ABS is operated during low speed traveling, the automatic transmission gear stage is set to the neutral state or the high speed side, so that the low speed side such as the first speed or the second speed is set. If the ABS operates while traveling on a downhill road at the transmission gear position, the engine brake cannot be obtained as expected, resulting in a feeling of idling in the driver, and driving feeling is impaired.
[0005]
Also, since ABS is controlled regardless of the vehicle speed, re-acceleration from a low speed, such as just before stopping, results in acceleration from the gear position set on the high speed side, or the time lag required for gearing from neutral. For this reason, there is a disadvantage that good vehicle acceleration performance cannot be obtained.
[0006]
In view of the above circumstances, the present invention does not impair the feeling of free running to the driver even when the ABS is operated during downhill traveling without impairing the rotational recovery of the wheels during the ABS operation, and the re-acceleration from the ABS operation. An object of the present invention is to provide a shift control device for an automatic transmission that can improve acceleration response at the time and obtain a good driving feeling.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, a shift control device for an automatic transmission according to the present invention includes a wheel lock detecting means for detecting a lock of a wheel at the time of braking, and a control for the wheel when the wheel lock detecting means detects the lock of the wheel. Anti-lock brake means for weakening power, vehicle speed detecting means for detecting vehicle speed, range position detecting means for detecting the range position of the select lever, shift gear position at the start of anti-lock brake operation, and at the start of anti-lock brake operation or Based on the forced shift execution vehicle speed setting means for setting the forced shift execution vehicle speed based on the operating range position, the shift gear position at the start of the antilock brake operation and the range position at the start of the antilock brake operation or the operation Shift pattern setting means for setting the shift pattern for operating the anti-lock brake, and Shift control means for executing upshift and downshift shift control on the automatic transmission according to the shift pattern, wherein the shift control means includes the vehicle speed when the antilock brake operation is started or the vehicle speed and the forced shift execution vehicle speed. When the vehicle speed is greater than or equal to the forced shift execution vehicle speed, shift control is executed based on the antilock brake actuation shift pattern, while when the vehicle speed is less than the forced shift execution vehicle speed, The shift control is executed based on the shift pattern.
[0008]
In such a configuration, the shift control is executed based on the shift pattern during normal driving when the anti-lock brake operation is started or when the vehicle speed is lower than the forced shift execution vehicle speed. However, the gear position is not unnecessarily upshifted, and a feeling of free running can be avoided.
[0009]
In this case, preferably, 1) the shift pattern set by the shift pattern setting means is stored as map data.
[0010]
2) The shift control means is characterized in that the upshift is executed only when the antilock brake operation is started.
[0011]
3) The shift control means is characterized in that the downshift is not executed when the duration set at the same shift gear position is equal to or shorter than a set time.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an overall configuration diagram of a vehicle drive system.
[0013]
Reference numeral 1 in FIG. 1 denotes an engine mounted on a vehicle such as an automobile. The output shaft of the engine 1 is connected to an automatic transmission 3 via a torque converter 2, and the output from the automatic transmission 3 is The oil is distributed to the front wheel shaft 5 side connected to the front wheel 4 and the rear wheel shaft 7 side connected to the rear wheel 6 via a transfer clutch (not shown). Reference numeral 8 denotes a drive shaft that transmits the output of the engine to the rear wheel shaft 7.
[0014]
Further, the automatic transmission 3 is provided with a hydraulic control unit 3a integrally including various control valves for controlling the line pressure and the pilot pressure to the transmission mechanism unit.
[0015]
Further, the vehicle is provided with an anti-lock / brake control unit (ABS_ECU) 9 as an anti-lock brake means and a transmission control unit (TCU_ECU) 10 as a control means as drive system control units.
[0016]
The ABS_ECU 9 is mainly composed of a microcomputer, and the built-in CPU is based on the wheel speeds of the wheels 4 and 6 detected by the wheel speed sensor 11 as the wheel lock detecting means in accordance with a program stored in advance. The presence or absence of wheel lock during braking is detected, and when the wheel lock is detected, the brake hydraulic pressure for the wheel is controlled to avoid the wheel lock.
[0017]
On the other hand, the TCU_ECU 10 performs a gear shift control by outputting a hydraulic pressure control signal for gear shift control to the hydraulic pressure control unit 3a, and, like the ABS_ECU 9, is configured mainly with a microcomputer. The ABS operation signal output from the ABS_ECU 9, the vehicle speed V detected by the vehicle speed sensor 12 as the vehicle speed detection means, the engine speed NE detected by the engine speed sensor 13, and the select lever 16 are connected as parameters for detecting the engine speed. A range position Pr detected by a range position sensor 14 as a range position detecting means, a throttle opening Th detected by a throttle opening sensor 15, a brake switch signal output from a brake switch 17 that is turned ON when a brake pedal is depressed, Brake detected by the brake pressure sensor 18 Pb, and the like are input.
[0018]
As shown in FIG. 2, the TCU_ECU 10 includes a shift control calculation unit 10a and a hydraulic pressure instruction value calculation unit 10b as shift processing functions. The shift control calculation unit 10a sets a gear position for the automatic transmission 3 according to a program stored in advance. Further, when an ABS operation signal is input from the ABS_ECU 9, cooperative control with the ABS_ECU 9 or non-cooperative control is executed according to the driving state.
[0019]
In the coordinated control, the shift pattern during normal shift control is forcibly changed to the neutral state or the high speed side, and the rotation recovery of the wheel during the ABS operation is promoted. On the other hand, in the non-coordinated control, the shift control is performed with a shift pattern during normal driving, so that engine braking is generated during ABS operation to eliminate the feeling of idling, and further, the acceleration response during reacceleration from the ABS operating state Make good.
[0020]
In addition, the hydraulic pressure instruction value calculation unit 10b calculates a hydraulic pressure instruction value corresponding to the shift speed set by the shift control calculation unit 10a, and sends the hydraulic pressure for shift control to the hydraulic control unit 3a provided in the automatic transmission 3. Output a control signal.
[0021]
Specifically, the shift control executed by the shift control calculation unit 10a is processed in accordance with a shift control routine shown in FIGS.
[0022]
This routine is executed every predetermined calculation cycle after the ignition switch is turned on. First, in step S1, parameters indicating the operation state output from the ABS_ECU 9 and each of the sensors / switches 12 to 15, 17, and 18 are set. In step S2, it is checked whether the ABS cooperative control start condition is satisfied.
[0023]
The ABS cooperative control start condition is, for example, that an ON signal indicating depression of the brake pedal is output from the brake switch 17 and a signal indicating ABS operation is output from the ABS_ECU 9, and all these conditions are satisfied. It is determined that the ABS cooperative control start condition is satisfied.
[0024]
If the ABS cooperative control start condition is not satisfied, the process branches to step S3, the cooperative control start determination flag FABS is cleared (FABS ← 0), the process proceeds to step S4, and the shift control according to the shift pattern during normal driving is performed. To exit the routine.
[0025]
On the other hand, when it is determined that the ABS cooperative control start condition is satisfied and the process proceeds to step S5, the value of the cooperative control start determination flag FABS is referred to, and it is checked whether or not it is the first routine after the ABS cooperative control start condition is satisfied. In the case of FABS = 0, that is, the first routine after the ABS cooperative control start condition is satisfied, the process proceeds to step S6, and the current transmission gear position PG of the automatic transmission 3 is set as the transmission gear position SPG at the start of ABS operation ( SPG ← PG). In the case of FABS = 1, that is, in the case of the second and subsequent routines after the ABS cooperative control start condition is established, the routine jumps to step S7.
[0026]
The shift gear position of the automatic transmission 3 is determined by referring to a map based on the vehicle speed V and the engine speed NE, or by reading gear speed data set by the shift control calculation unit 10a, for example. .
[0027]
Then, when the process proceeds from step S5 or step S6 to step S7, the ABS operation speed change control map shown in FIG. 7A is based on the ABS operation start speed gear position SPG and the range position Pr detected by the range position sensor 14. The forced shift execution vehicle speed VC is set with reference to the ABS cooperative pattern selection map constituting the. The range position Pr is a range position during forward traveling, and in the present embodiment, at least four types of D range, 3rd speed range, 2nd speed range, and 1st speed range corresponding to the forward 4th speed are set. It is possible to detect the range position.
[0028]
As shown in FIG. 7, the ABS coordinated shift control map includes an ABS coordinated pattern selection map shown in FIG. 7A, an ABS coordinated pattern setting map shown in FIG. It consists of a shift / downshift vehicle speed setting map.
[0029]
The ABS cooperative pattern selection map shown in FIG. 7 (a) includes a forced shift execution vehicle speed VC obtained from an experiment or the like based on the transmission gear position SPG and the range position Pr at the start of ABS operation, and any ABS cooperative pattern setting map. And a reference map name indicating whether or not to refer to. This ABS cooperative pattern setting map is obtained by converting the shift pattern at the time of ABS cooperative control into map data. In the present embodiment, four types of SK_1DAB, SK_11AB, SK_3DAB, and SK_4DAB are set. The characteristics of each ABS cooperative pattern setting map will be described later.
[0030]
The forced shift execution vehicle speed VC is used to determine whether the shift pattern during the ABS operation is to be coordinated or non-coordinated with the ABS operation. When the vehicle speed V is equal to or greater than the forced shift execution vehicle speed VC, the cooperative control is performed. Non-cooperative control is executed when V is less than the forced shift execution vehicle speed VC.
[0031]
The forced shift execution vehicle speed VC is determined by comparing each shift pattern stored in the ABS cooperative pattern setting map SK_1DAB, SK_11AB, SK_3DAB, SK_4DAB, which is selected when the ABS is operated, with the shift pattern during normal driving. Vehicle speed regions with similar patterns are obtained, and vehicle speed boundaries that allow smooth switching from ABS cooperative control to non-cooperative control are set with reference to them.
[0032]
Then, when the process proceeds from step S7 to step S8, the vehicle speed V and the forced shift execution vehicle speed VC are compared. When V> VC, the ABS cooperative control is executed in step S9 and subsequent steps. When V ≦ VC, the process returns to step S4 to execute non-cooperative control, and shift control according to the shift pattern during normal travel is executed.
[0033]
As a result, when the vehicle speed V is less than the forced shift execution vehicle speed VC even when the ABS is operated, the shift control is performed in accordance with the shift pattern during normal travel. For example, this is the case when the ABS is activated during travel on a downhill road. However, the driver is not given an idling feeling, and a good driving feeling can be obtained.
[0034]
When the process proceeds from step S8 to step S9, the reference map name is selected with reference to the above-described ABS cooperative pattern selection map (see FIG. 7 (a)) based on the shift gear position SPG at the start of ABS operation and the range position Pr. To do.
[0035]
Next, the process proceeds to step S10, where the current transmission gear position PG of the automatic transmission 3 is read (or calculated), the process proceeds to step S11, the value of the cooperative control start determination flag FABS is referred again, and ABS cooperation with FABS = 0 is established. In the case of the first routine execution after the control start condition is satisfied, the process proceeds to step S12, the upshift control is performed, the process proceeds to step S13, the cooperative control start determination flag FABS is set (FABS ← 1), and the routine is exited. .
[0036]
On the other hand, in the case of the second and subsequent routines after establishment of the ABS cooperative control start condition of FABS = 1 in step S11, the process proceeds to step S14, downshift control is executed, and the routine is exited.
[0037]
The upshift control executed in step S12 is processed according to the upshift control routine shown in FIG.
[0038]
In this routine, first, in step S21, the upshift gear stage GUP is set with reference to the ABS cooperative pattern setting map selected in step S9 described above.
[0039]
As shown in FIG. 7B, shift patterns for the automatic transmission 3 are stored in the ABS cooperative pattern setting maps SK_1DAB, SK_11AB, SK_3DAB, and SK_4DAB according to the driving state. As a parameter for determining the pattern, the shift gear position PG during ABS operation, the upshift vehicle speed VUP at the start of ABS operation corresponding to this shift gear position, and the downshift vehicle speed VDN during ABS operation are obtained and stored in advance through experiments or the like. Has been.
[0040]
The upshift vehicle speed VUP at the start of ABS operation and the downshift vehicle speed VDN during ABS operation are stored as variables AS_UPINH, AS_DINH, AS_1D12U, AS_1D23U, AS_1D43D, AS_1132D, AS_3D34U.
[0041]
If the upshift vehicle speed VUP at the start of ABS operation and the downshift vehicle speed VDN during ABS operation are set to 0 (Km / h), non-coordinated control, which is a shift control according to the shift pattern during normal driving, is performed. You may make it perform.
[0042]
The vehicle speed data corresponding to these variables AS_UPINH, AS_DNINH, AS_1D12U, AS_1D23U, AS_1D43D, AS_1132D, AS_3D34U are stored in the upshift / downshift vehicle speed setting map shown in FIG. The vehicle speed data stored in the vehicle speed setting map is rewritable and can be set to the optimum vehicle speed according to the vehicle type.
[0043]
Then, the process proceeds to step S22, where the upshift gear stage GUP is compared with the current transmission gear position PG, and when GUP> PG. Proceeding to step S23, the transmission gear position PG is set at the upshift gear stage GUP (PG ← GUP), and the routine is exited. On the other hand, when GUP ≦ PG, the routine is directly exited.
[0044]
For example, FIG. 8A shows a shift pattern under the operating condition at the start of ABS operation with SPG (shift gear position) = 1 speed and Pr (range position) = D range.
[0045]
With reference to the ABS cooperative pattern selection map in FIG. 7A under these driving conditions, since the ABS cooperative pattern setting map to be selected is SK_1DAB, the vehicle speed V under this driving condition exceeds 30 km / h. The upshift gear position PG at the start of the ABS operation is upshifted to the third speed.
[0046]
FIG. 8B shows a shift pattern under the operating condition at the start of ABS operation with SPG (shift gear position) = 1 speed and Pr (range position) = 1 range.
[0047]
With reference to the ABS cooperative pattern selection map in FIG. 7A under these driving conditions, since the ABS cooperative pattern setting map to be selected is SK_11AB, the vehicle speed V under this driving condition exceeds 30 km / h. The upshift gear position PG at the start of the ABS operation is upshifted to the third speed. When the vehicle speed V is 30 km / h or less and 20 km / h or more, the upshift is not performed and the transmission gear position PG at the start of the ABS operation is maintained at the first speed.
[0048]
Further, FIG. 8C shows a shift pattern under the operating condition at the start of ABS operation with SPG (shift gear position) = 3rd speed and Pr (range position) = D range.
[0049]
With reference to the ABS cooperative pattern selection map in FIG. 7A under these driving conditions, since the ABS cooperative pattern setting map to be selected is SK_3DAB, the vehicle speed V under this driving condition exceeds 60 km / h. The upshift gear position PG at the start of the ABS operation is upshifted to the fourth speed. When the vehicle speed V is less than 60 km / h, the upshift is not performed and the transmission gear position PG at the start of the ABS operation maintains the third speed.
[0050]
FIG. 8D shows a shift pattern under the operating condition at the start of ABS operation with SPG (shift gear position) = 4th speed and Pr (range position) = D range.
[0051]
With reference to the ABS cooperative pattern selection map in FIG. 7A under this driving condition, the ABS cooperative pattern setting map to be selected is SK_4DAB. Therefore, under this driving condition, regardless of the vehicle speed V, the ABS operation start time The transmission gear position PG maintains the fourth speed.
[0052]
On the other hand, the downshift control executed in step S14 of the shift control routine shown in FIG. 4 is processed according to the downshift control routine shown in FIG.
[0053]
In this routine, first, in step S31, the downshift vehicle speed VDN during ABS operation is set based on the current transmission gear position PG with reference to the ABS cooperative pattern setting map selected in step S9 described above.
[0054]
Then, the process proceeds to step S32, the downshift vehicle speed VDN during ABS operation is compared with the vehicle speed V, and if VDN> V, the process proceeds to step S33. In step S33, in order to avoid shift hunting due to a temporary drop in wheel speed at the start of ABS operation, the duration after the current shift gear position PG is set is checked, and the current shift gear position PG is set. When the state continues for the set time or longer, the process proceeds to step S34, and when the duration is shorter than the set time, the routine is exited. This set time is sufficient for avoiding shift hunting, and is set in advance by experiments.
[0055]
When the process proceeds to step S34, the current transmission gear position PG is downshifted to the next lower gear and the routine is exited.
[0056]
On the other hand, if it is determined in step S32 that VDN ≦ V, the routine is exited without performing downshift.
[0057]
For example, under the operating conditions of SPG (transmission gear position) = first speed and Pr (range position) = D range shown in FIG. 8A described above, the ABS cooperative pattern setting map SK_1DAB is referred to, and the map SK_1DAB Downshift control is performed along the shift pattern.
[0058]
Therefore, when the vehicle speed V at the start of the ABS operation exceeds 30 km / h, the transmission gear position PG is upshifted to the third speed, and then downshift control is performed. At that time, since the downshift vehicle speed VDN during ABS operation at the third speed from the third speed is set to 0 (Km / h), the vehicle speed V is reduced to the forced shift execution vehicle speed VC (30 Km / h). Until then, the third speed is maintained without downshifting. When the vehicle speed V becomes equal to or less than the forced shift execution vehicle speed VC (V ≦ VC), the control shifts to non-cooperative control, and shift control is performed according to the shift pattern during normal travel.
[0059]
Further, under the operating conditions of SPG (transmission gear position) = 1 speed and Pr (range position) = 1 range shown in FIG. 8B, the ABS cooperative pattern setting map SK_11AB is referred to, and the shift pattern of this map SK_11AB is shown. Downshift control is performed along
[0060]
Therefore, when the vehicle speed V at the start of the ABS operation exceeds 30 km / h, the transmission gear position PG is upshifted to the third speed, and then downshift control is performed. At that time, the downshift vehicle speed VDN at the third speed is set to 30 km / h, and the downshift vehicle speed VDN at the second speed and the first speed is set to 0 (Km / h), so the vehicle speed V is less than 30 km / h. (VDN> V), the gear position is lowered to the second speed, and then when the vehicle speed V falls below the forced shift execution vehicle speed VC (20 Km / h) (V ≦ VC), the control shifts to the non-coordinated control. Then, shift control is performed according to the shift pattern during normal travel.
[0061]
Further, under the operating conditions of SPG (transmission gear position) = 3rd speed and Pr (range position) = D range shown in FIG. 8C, the ABS cooperative pattern setting map SK_3DAB is referred to, and the transmission pattern of this map SK_3DAB Downshift control is performed along
[0062]
Therefore, when the vehicle speed V at the start of the ABS operation exceeds 60 km / h, the vehicle is upshifted to the fourth speed, and the vehicle speed V at the start of the ABS operation is less than 60 km / h and exceeds 30 km / h. In this case, the transmission gear position PG maintains the third speed, and then downshift control is performed. At that time, the downshift vehicle speed VDN at the fourth speed is set to 60 km / h, the downshift vehicle speed VDN at the third speed is set to 30 km / h, and the downshift vehicle speed VDN at the second speed and the first speed is set to 0 (Km / h). Therefore, when the vehicle speed V is less than 60 km / h (VDN> V), the gear position is lowered from the fourth speed to the third speed, and then the vehicle speed V is changed to the forced shift execution vehicle speed VC (30 km / h). ) When the following condition is satisfied (V ≦ VC), the control shifts to the non-cooperative control, and the shift control according to the shift pattern during the normal running is performed.
[0063]
Further, under the operating conditions of SPG (transmission gear position) = 4th speed and Pr (range position) = D range shown in FIG. 8D, the ABS cooperative pattern setting map SK_4DAB is referred to, and the shift pattern of this map SK_4DAB Downshift control is performed along
[0064]
In this case, the downshift vehicle speed VDN during the ABS operation at each shift stage is all set to 0 (Km / h). Therefore, the shift down is not performed until the vehicle speed V becomes equal to or lower than the forced shift execution vehicle speed VC (60 Km / h). The fourth speed is maintained without being performed. When the vehicle speed V becomes equal to or less than the forced shift execution vehicle speed VC (V ≦ VC), the control shifts to non-cooperative control, and shift control is performed according to the shift pattern during normal travel.
[0065]
By the way, for example, in order to obtain a desired engine brake in traveling downhill, etc., the driver may intentionally perform a downshift operation even though the ABS is operating.
[0066]
For example, if the shift gear position SPG at the start of ABS operation is the fourth speed, the range position Pr at that time is the D range, and the vehicle speed V is 40 km / h and the vehicle is traveling on a downhill road, the forced shift execution vehicle speed VC at this time Is 60 Km / h, therefore, non-cooperative control is performed, and shift control is performed according to the shift pattern during normal travel even when the ABS is operating. At this time, SK_4DAB is selected as the ABS cooperative pattern setting map.
[0067]
When the driver sets the select lever 16 from the D range to the 1 range during the ABS operation under such driving conditions, in step S9, the shift gear position SPG (fourth speed) at the start of the ABS operation and at that time On the basis of the range position Pr (1 range), the ABS cooperative pattern setting map SK_11AB is selected, and the forced shift execution vehicle speed VC is set to 20 km / h.
[0068]
Therefore, the forced shift execution vehicle speed VC is changed from 60 km / h to 20 km / h, and the map to be referenced is switched from SK_4DAB to SK_11AB, so that the shift control is performed according to the shift pattern shown in FIG. .
[0069]
As a result, even when the vehicle speed V is 20 km / h or higher, the gear position is not suddenly shifted down to the first speed, and the fourth speed to the third speed according to the vehicle speed V at that time. Since the gear is shifted down step by step, a sudden shift shock can be avoided.
[0070]
As described above, according to the present embodiment, when the ABS is operated, the TCU_ECU 10 sets the forced shift execution vehicle speed VC according to the ABS operation start shift gear position SPG and the range position Pr at that time. The ABS cooperative pattern setting map to be referred to during the cooperative control is selected. When the vehicle speed V is equal to or greater than the forced shift execution vehicle speed VC, the cooperative control is performed according to the shift pattern set in the ABS cooperative pattern setting map. When the vehicle speed is less than the forced shift execution vehicle speed VC, non-coordinated control is performed in accordance with the shift pattern during normal driving. For example, in a state where the select lever 16 is set to a low speed range such as one range or two ranges. Even when the ABS is activated during traveling, if the vehicle speed V is less than the forced shift execution vehicle speed VC, the upshift is not performed. Since the shift control according to the shift pattern of the normal driving is performed, it is possible to give the empty run feeling to the driver without obtaining a good driving feeling. In addition, a good acceleration response can be obtained even when re-acceleration just before stopping because the gear position is shifted to the low speed side.
[0071]
Further, when the select lever 16 is operated during the ABS operation and the range is set to the low speed side, the ABS cooperative pattern setting map to be referred to is changed, and thereafter, the changed ABS cooperative pattern setting map is changed. Since the shift control is performed according to the shift pattern, the shift shock can be effectively avoided.
[0072]
【The invention's effect】
As described above, according to the present invention, it is possible to obtain a good driving feeling without impairing the driver even if the ABS is operated when traveling on a downhill road without impairing the rotational recovery of the wheels during the ABS operation. Can be obtained.
[0073]
Furthermore, the acceleration response at the time of reacceleration from the ABS operation is improved, and the driving feeling is improved.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a vehicle drive system
FIG. 2 is a functional configuration diagram of a transmission control unit.
FIG. 3 is a flowchart (No. 1) showing a shift control routine.
FIG. 4 is a flowchart showing a shift control routine (part 2).
FIG. 5 is a flowchart showing an upshift control routine.
FIG. 6 is a flowchart showing a downshift control routine.
FIG. 7 is an explanatory diagram of a shift control map during ABS operation.
FIG. 8 is an explanatory diagram showing an example of actual shift control operation during ABS operation.
[Explanation of symbols]
3 Automatic transmission
4 Front wheels
6 Rear wheels
9 Anti-lock brake control unit (ABS_ECU)
10 Control means (TCU_ECU)
11 Wheel speed sensor
12 Vehicle speed sensor (vehicle speed detection means)
14 Range position sensor (Range position detection means)
16 Select lever
Pr range position
Shift gear position at the start of SPG ABS operation
VC Forced shift execution vehicle speed

Claims (4)

Wheel lock detecting means for detecting wheel lock during braking;
Anti-lock brake means for weakening the braking force on the wheel when the wheel lock detecting means detects the lock of the wheel;
Vehicle speed detection means for detecting the vehicle speed;
Range position detecting means for detecting the range position of the select lever;
A forced shift execution vehicle speed setting means for setting a forced shift execution vehicle speed based on the shift gear position at the start of the antilock brake operation and the range position at the start of the antilock brake operation or during operation;
Shift pattern setting means for setting a shift pattern for operating the antilock brake based on the shift gear position at the start of the antilock brake operation and the range position at the start of the antilock brake operation or during operation;
Shift control means for performing upshift and downshift shift control for the automatic transmission according to the set shift pattern;
With
The shift control means compares the vehicle speed when the antilock brake operation starts or is in operation with the forced shift execution vehicle speed, and when the vehicle speed is equal to or higher than the forced shift execution vehicle speed, the shift pattern for the antilock brake operation is used. A shift control device for an automatic transmission, wherein shift control is executed based on a shift pattern during normal travel when the vehicle speed is less than the forced shift execution vehicle speed. 2. A shift control apparatus for an automatic transmission according to claim 1, wherein the shift pattern set by said shift pattern setting means is stored as map data. 3. The shift control device for an automatic transmission according to claim 1, wherein the shift control means executes an upshift only when the anti-lock brake operation is started. The automatic transmission according to any one of claims 1 to 3, wherein the shift control means does not perform downshift when the duration set at the same shift gear position is equal to or shorter than a set time. Shift control device.

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