JPH0449409Y2 - - Google Patents

Description

[Detailed explanation of the idea]

(Industrial Field of Application) The present invention relates to a device for effectively performing gear change control, particularly during cornering, of an automatic transmission that transmits power from an engine to driving wheels to drive a vehicle. (Prior Art) Automatic transmissions are generally prepared in advance using a signal corresponding to the vehicle speed and a signal corresponding to the engine load (throttle opening, etc.), as shown in Japanese Patent Laid-Open No. 59-37359. Generally, the gear position is calculated based on the determined shift pattern, and the gear is automatically shifted to a predetermined gear position by selectively energizing a shift solenoid corresponding to the gear position. (Problems to be solved by the invention) However, in the case of such conventional automatic transmissions,
Shifting occurs even when the vehicle is turning,
The following problems were occurring. In other words, shifting gears while turning not only changes the steering characteristics as the driving force changes, but also changes the steering force of a vehicle equipped with engine speed-sensitive power steering as the engine speed changes, causing discomfort to the driver. In addition to this, if the above change is sudden, there is a risk that an inexperienced driver may mis-steering the vehicle. This problem does not occur when the vehicle is turning with a small steering angle; rather, it is better to leave it to normal speed change control and focus on power performance, but it becomes more noticeable when the vehicle is turning with a large steering angle. (Means for solving the problem) From this point of view, the present invention solves the above-mentioned problem by making it difficult for the automatic transmission to shift as the steering angle increases. As shown in the concept, in a vehicle that is driven by power from an engine via an automatic transmission 1,
A steering angle sensor 2 detects the steering angle of the vehicle, and upon receiving a signal from this sensor, as the steering angle increases, the shift line of the automatic transmission is changed to a higher vehicle speed side for an upshift line, and a downshift line is set to a higher vehicle speed side for an upshift line. This is characterized by a configuration that includes a shift line changing means 3 that respectively changes the vehicle speed to a lower vehicle speed side, and a shift means 4 that changes gears based on the changed shift line. (Function) As the steering angle detected by the sensor 2 increases, the means 3 changes the upshift and downshift shift lines to a high vehicle speed side and a low vehicle speed side, respectively. The means 4 controls the shift of the automatic transmission 1 based on the changed shift line, and as a result, the shift becomes less likely to occur when turning with a larger steering angle. Therefore, while turning to increase the steering angle, it is possible to prevent the steering characteristics and steering force from changing due to gear changes.
The discomfort and danger associated with these can be avoided. (Example) Hereinafter, an example of the present invention will be described in detail based on the drawings. FIG. 2 is a schematic diagram showing an embodiment of the transmission control device of the present invention, in which 10 is an electronically controlled automatic transmission;
1 is a valve body for controlling the speed change, 12 to 13 each indicate a shift solenoid, 12 is a 1-2 shift solenoid, 13 is a 2-3 shift solenoid,
14 is a 3-4 shift solenoid. Note that the automatic transmission 10 has a 1-2 shift solenoid 12.
By switching ON and OFF, the speed is changed from 1←→2, and 2-3
By switching the shift solenoid 13 ON and OFF, 2←→3 gears are shifted, and the 3-4 shift solenoid 14
The gears are shifted from 3←→4 by switching ON and OFF, and 1st to 4th speeds are selected by the combinations of ON and OFF of these shift solenoids shown in the table below, but the reverse gear is not related to this invention. Since there is no such thing, the explanation will be omitted.

[Table] The shift solenoids 12 to 14 are individually controlled ON and OFF by the controller 15 to perform normal speed change control and speed change control aimed at by the present invention. For this reason, the controller 15 has a throttle opening that represents the engine load.
For example, a configuration as shown in JP-A-59-68621 is used to detect a signal from a throttle opening sensor 16 for detecting TH, a signal from a vehicle speed sensor 17 for detecting vehicle speed V, and a steering angle θ of the vehicle. The controller 15 inputs the signal from the steering angle sensor 18 that detects the selected gear position and the signal G from the gear position sensor 19 that detects the selected gear, and based on the calculation results of these input information, the controller 15 turns on the shift solenoids 12 to 14.
OFF control. For this purpose, the controller 15 is assumed to be a microcomputer, for example, and executes the control program shown in FIG. This control program is repeatedly started at step 20 at every fixed crank angle of the engine or every fixed period of time, first, the steering angle θ is read at step 21, and then the steering angle θ is read at the next step 22.
Based on this steering angle θ, the shift line slope change amount α is retrieved from data corresponding to, for example, FIG. This inclination change amount α is for changing the inclination of the shift line of the automatic transmission as described below so that shifting is less likely to occur.For the above-mentioned reason, when the steering angle θ is less than θ ₁ , α is set to 0, and θ> At θ ₁ , α is set larger as the steering angle θ increases. In the next step 23, the throttle opening TH is
In step 24, the currently selected gear G is read, and in the next step 25, an upshift vehicle speed V _SU and a downshift vehicle speed V _SD related to the selected gear G are calculated as follows. That is,
Assuming that the normal shift line of the automatic transmission 10 is set as shown in FIG. 6, and the third speed is currently selected, 3→ in FIG. 6 related to the third speed is set as shown in FIG.
The 4th shift line and the 2←3 shift line are a and b in Figure 5, respectively.
It is transposed as follows. And changing these by α to make it difficult to shift means that
The purpose is to increase the distance between shift lines a and b, so line a
, the inclination is the one where the vehicle speed when the throttle opening is 0 is shifted by α in the direction of arrow x (see a')
The slope of line b is changed so that the vehicle speed when the throttle opening is 8/8 is shifted by α in the direction of arrow y (see b'). From this, the throttle opening is TH ₁
Assuming that, the upshift vehicle speed V _SU and the downshift vehicle speed V _SD are (1−TH ₁ )α, for the vehicle speeds V _U1 and V _D1 based on lines a and b, respectively.
It is expressed by adding or subtracting TH ₁ ×α. In this way, in step 25, the vehicle speed V _SU is changed,
After calculating V _SD , the vehicle speed V is read in step 26, and in the next steps 27 and 28, the vehicle speed V is compared with the variable speed vehicle speeds V _SU and V _SD . If V>V _SU , that is, the vehicle speed V exceeds the upshift vehicle speed _VSU , and if an upshift is to be performed, the control proceeds to step 29 and G+1 is set to shift the gear G to the higher speed side by one step. . If V<V _SD , that is, if the vehicle speed V is lower than the downshift vehicle speed V _SD and a downshift should be performed, control is performed in step 3.
G- to advance to 0 and move the gear G one gear to the lower speed side.
Set to 1. From step 29 or 30, control proceeds to step 31, where shift solenoid 1 is activated to obtain a gear position corresponding to G+1 or G-1.
Switch ON and OFF of 2 to 14 to perform upshift or downshift as desired. Note that the determination results in steps 27 and 28 are V _SD ≦V<
If V _SU , that is, the vehicle speed V is the both-shift vehicle speed V _SD ,
If the current gear G is preferable during _VSU , step 31 is skipped, the gear is not changed, and the current gear is maintained. Due to the above action, when the steering angle θ is less than θ ₁ in Fig. 4 and the shift line slope change amount α is 0, both shift vehicle speeds are
V _SU and V _SD are determined by the normal shift lines shown in FIG. 6, respectively. Therefore, at this time, a normal speed change is performed in accordance with the speed change pattern shown in FIG. On the other hand, when θ>θ ₁ and α>0, the normal shift line is obtained by changing the slope amount by α to the higher vehicle speed side for the upshift line, and to the lower vehicle speed side for the downshift line. Shift vehicle speed by different shift line
V _SU and V _SD are determined. Therefore, at this time, as the steering angle θ increases, it becomes difficult to shift gears, and the steering characteristics and steering force do not change due to gear shifting, and the discomfort and danger associated with this can be avoided. Note that in a state where θ≦θ ₁ does not cause such a problem, normal gear shifting is performed and power performance is not sacrificed. (Effect of the invention) Thus, as described above, the transmission control device of the present invention sets the upshift transmission line and the downshift transmission line in the high vehicle speed direction and in the direction of high vehicle speed, respectively, so that the automatic transmission becomes more difficult to shift as the steering angle θ becomes larger. Since the vehicle speed is configured to change to a lower speed direction, it is possible to eliminate the sense of discomfort and danger caused by changes in steering characteristics and steering force due to gear changes during the turning. Moreover, in the present invention, since the degree to which gear shifting becomes difficult to perform is set to increase as the steering angle increases, the above-mentioned degree can be set to an appropriate degree under any turning driving, and unnecessary gear shifting can be avoided. The power performance may be sacrificed due to the limitations of
There is no problem of poor fuel efficiency.

[Brief explanation of the drawing]

Fig. 1 is a conceptual diagram of the transmission control device of the present invention, Fig. 2 is a system diagram showing an embodiment of the invention, Fig. 3 is a flowchart showing a control program executed by the controller of the same device, and Fig. 4 is a change characteristic diagram of the amount of shift line change, Fig. 5 is a diagram showing a method of calculating the shifting vehicle speed based on the changed shift line, and Fig. 6 is a shift pattern diagram of an automatic transmission showing a normal shift line that is not changed. be. 1... Automatic transmission, 2... Steering angle sensor, 3...
...Shift line changing means, 4...Transmission means, 10...Electronically controlled automatic transmission, 11...Valve body for speed change control, 12-14...Shift solenoid, 15
... Controller, 16 ... Throttle opening sensor, 17 ... Vehicle speed sensor, 18 ... Steering angle sensor, 19 ... Gear position sensor.

Claims (1)

[Scope of Claim for Utility Model Registration] In a vehicle that is driven by power from an engine via an automatic transmission, there is a steering angle sensor that detects the steering angle of the vehicle, and as the steering angle increases in response to a signal from the sensor. A shift line changing means for changing the shift line of the automatic transmission, an upshift shift line to a higher vehicle speed side and a downshift shift line to a lower vehicle speed side, and shifting based on the changed shift line. 1. A speed change control device for an automatic transmission, comprising a speed change means.