JPS6256657A - Speed change line automatic changeover controlling method for automatic speed change gear - Google Patents

Abstract

PURPOSE:To perform a learning control of a speed change line so as to make a traveling, which accords to the characteristic of a driver, possible by compensating a speed change line to that side one by one when the distribution of a speed change data is biased to either of a high speed side or low speed side. CONSTITUTION:A car speed data or a speed change data of an engine load and the like are sampled more than the specified number so as to judge which side, high speed side or low speed side, these speed change data are biased to. Next, when judged, by this judgement, it is biased to a high speed side, a speed change line is changed to the high speed side to compensate and when judged it is biased to the low speed side a speed change line is changed to the low speed side to compensate. When judged, by this judgement, it is not biased to either side, the speed change line is kept as it stands. When this controlling method is used, the speed change line is made possible to be set while considering the characteristic on the drive, of a driver, therefore drivability can be improved.

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to an automatic shift line switching control method for controlling the gear stages of an automatic transmission in order to obtain an optimal shift line according to the travel history. [Prior Art] Conventionally, the automatic gear shifting method for a vehicle is to generate shift data between the current intermediate speed data and the current throttle opening based on a shift line that is set in advance using intermediate speed data and engine load as parameters. It is known that the speed change conditions are determined by comparing and performing the following. By the way, the above-mentioned shift line may be one that can be manually selected depending on the driving conditions or the driver's preference, or one that can be selected manually depending on the driving conditions or the driver's preference.
There are known devices that detect the speed of 1 liter and automatically switch and select the speed. In addition, as described in Japanese Patent Application Laid-Open No. 55-132452, expected acceleration and actual acceleration are calculated from the average of engine load and vehicle speed data, and two shift lines are calculated from a comparison of both accelerations. Switching devices are also known. [Problems to be Solved by the Invention] However, in the above-mentioned conventional technology, the shift line is uniformly determined by the driver's manual selection or the road surface condition (1) by the speed of the driver, and the shift line is also determined in advance. They had to choose between the two prescribed choices. In other words, since the above-mentioned conventional technologies do not take into consideration driving operation characteristics such as the driver's accelerator work, there is a problem in that it is not possible to obtain a feeling of acceleration and driving that match the driver's operation. Means for Solving the 3゜1 Problems] As shown in Figure 1, the present invention, which has been made to solve the above problems, uses medium speed data or engine negative Ii as shift data. Lean 1 ring more than the specified number (A)
, ai speed side or low speed side -) A judgment is made as to whether or not the distribution is biased by τ (B, C), and when it is determined that the distribution is biased toward the high speed side, the shift gear 1 on the 1st side,
If it is determined that the distribution is biased toward the low speed side, the shift line is changed to the low speed side and corrected [E], and if it is determined that the distribution is not biased in either direction, the shift line is changed as desired. Then, based on the shift line learned and controlled by method L, the shift condition is determined by comparing the medium speed data and the shift note with the engine 9. , 2, what is the negative value (1; t, I-rule series (in addition to this output, there is a In addition, the speed change data to be sampled for determining the minute difference is as follows: a3() during the predetermined period of time. Opening speed and sampling f-
in 2nd gear to reduce

[Contains information such as the opening of the first to third eye, and the second vehicle speed. In addition, as a method of correcting the shift line, it is recommended to change the shift line one by one and change the shift line [).
♀ may be changed at the same time, or the increase/decrease of the correction value for each shift line may be set to different values. 1 effect] In the present invention, among the shift data when the shift operation is insufficient, for example, the shift data for [21] If you have learned a lot about the noise due to the stiffness, and if you are shifting a lot with a large opening or a large opening, change the shift line to the high speed side, and if the opposite is the case, change the shift line We perform so-called learning control that sequentially changes the line to a lower speed side.1 This allows drivers who like to accelerate rapidly by pressing the accelerator deeply, who often drive on rough roads, and who do the opposite accelerator work. For drivers who do so, it becomes possible to drive in accordance with the characteristics and [(1). [Example] An example of the present invention is shown in Figure 2. In the figure, 10 is an engine, 2o is an automatic transmission,
The automatic transmission 2o has two solenoid pals 721a, 21
b enables four-speed shifting. The solenoid valves 21a and 21b are driven by a signal from the control circuit 30, and the control circuit 3o is driven by the signal from the engine 10. Signals from sensors placed in various parts of the vehicle, including the automatic transmission 20, are displayed in a panoramic view. These sensors include a throttle sensor 13 that detects the opening of the valve '12 located in the intake passage 11 of the engine 1o, and a throttle sensor 13 that detects the opening of the valve '12 of the automatic transmission 2°. Switch to detect motion 23. Detects the rotation speed of the output shaft 1 to (1! 1' in the diagram) of the automatic transmission, which is proportional to the speed.
This is a vehicle speed sensor 22. IJ'J3, Su1'tsu1 help 13 is Su'J'J3, Su1'tsu1
The system also includes an idle switch that detects the presence of the valve 12 and outputs a binary signal, and also detects that the valve 12 is in the closed position. The vehicle speed sensor 22 generates a pulse No. 13 whose frequency is proportional to the medium speed. The control circuit 30 is constructed using a microamperometer, is sent to the central processing unit (CPU) 3 as shown in Figure 3.
1. Read only (ROM) 32. Random access 1st, meth (1<AM)33. Person capo 1-34 and output capo ~ l-35 by 7 common bus 36! T is being treated like a sore thumb. 2) The input port 34 has a buffer 7737 and a conversion circuit 38.
Through this, people began to fight the 1cτ. Output capo-1" 35 l;i! Drive circuit 39a, 39
b is connected to 4, conversion circuit 3 B Lt, the pulse of 22 is transmitted to the speed of 22, and the waveform is shaped) J, F
,,,/V conversion, C/D change (1-down/n5-C
be,. ')1. i-d] ROM of the video controller,,3
2 includes, for example, a fourth jit-up pattern that performs learning correction from a steady state to a low or high speed gear.
Shift lines as shown in the figure are stored. Here, the dashed line is the steady shift line, the broken line is the low speed shift line, and the solid line is the high speed shift line. These shift lines are the correction values. The speed is adjusted and the speed is sequentially changed to a higher or lower speed. In addition, a downshift pattern (not shown) for switching from a high speed side to a low speed side is also stored. The CPU 31 determines that the shift position detected by the shift position switch 23 is in the drive range (D).
The next step is to read the vehicle speed data of the above-mentioned shift line from the throttle angle to the 1-degree angle detected by the throttle sensor 13. That is, from the current gear position and throttle valve opening stored in the RAM 33, the vehicle speed of the gear line for upshifting the current gear position and the vehicle speed of the gear line for downshifting the current gear position are read. Then, the vehicle speed on both shift lines is compared with the current vehicle speed detected by the vehicle speed sensor 22, and if the current vehicle speed is higher than the vehicle speed on the shift up shift line, the gear is shifted up by one gear,
When the current intermediate speed is lower than the vehicle speed on the downshift line, the gear is shifted down by one gear from 1 to 1. Further, when the current vehicle speed is between the vehicle speed of the shift t'+up shift line and the vehicle speed of the downshift shift line, neither an upshift nor a downshift to shift 1 is performed. The shift 1 hair extension and shift 1 to down control as described above by the CPU 31 is performed via the output port 35, and the solenoid pulses 721a and 21b are turned on or off, that is, energized, as in the first case below. Alternatively, a four-speed shift is performed by de-energizing the gear. Table 1 The operation of the CPU 31 as described above is achieved by executing the programs shown in FIGS. The program is constituted by the frame 1''-11 in FIG. FIG. 5 shows the main routine of the speed change control program. First, in step 110, the CPU 31 is initialized, and in step 120, the vehicle speed detected by the vehicle speed sensor 22 is subtracted. Then, in step 130,
Detects the signal from the shift 1 position switch 23,
Proceeding to step 140, based on the vehicle speed calculation result of step 120, it is determined whether to shift up or down according to the throttle opening, and in step 150, a shift process is performed by outputting to the solenoid. The detailed flow of the shift determination routine at step 140 in the flowchart of FIG. 5 is shown in detail. In step 210, it is determined whether the throttle sensor is normal or not, and if an affirmative determination is made, the process proceeds to step 220, in which it is determined whether the idle switch is on. When the throttle valves 1 to 1 are in the closed position and the engine 10 is in an idling state, the idle switch is turned on, but when it is not in the idling state, the idle switch is in the Δ-off position. Therefore, if the engine 10 is not in an idling state, an affirmative determination is made in step 220, and in step 230, a determination is made to shift up at a position corresponding to the throttle opening. That is, in step 230, a comparison calculation is made with the shift data based on the shift line in FIG. 4, and when it is determined that an upshift is necessary, the process proceeds to step 240, where the number of shifts n is counted up. Next, in step 250, it is determined whether the throttle opening at the time of upshifting is 04 or more, that is, whether it is a high throttle opening of 04 or more, or a low throttle opening of 04 or less. 04
If it is above, the OL is counted up (step 260), while if it is determined that the throttle opening is low, 7.04 or less, the O8 is counted up (step 270), and the process proceeds to the next step 280. , 600 or more is adopted as the number of rimblings required for learning control, and it is determined whether the number of gear shifts is 600 or more. The reason why 600 times is adopted here is to take into consideration that the gear shift from 1st gear to 4th gear is performed twice per 1 km, and that learning control is performed during 1QQkm of travel. Note that this number of times can be set variably. Next, in step 300, after the number of shifts n is cleared, in steps 320 and 330, it is determined whether the throttle opening degree θL and the degree of O8 are 390 times or more. If it is determined that θL is 390 times or more, that is, the throttle opening is distributed on the high-speed side, the process proceeds to step 340, and 20 (r
pm) A shift judgment is made based on the shift line of the added value. On the other hand, if it is determined that O8 is 390 times or more, that is, the throttle opening is distributed on the low speed side, step 3
50, and 20 (rp
m) A shift judgment is made based on the shift line of the subtracted value. Roughly speaking, if the opening degrees of slots 1 to 3 are not biased toward the high or low speed side, in steps 320 and 330, both are set to N.
It is determined as o, and the process proceeds to step 360, where the shift line is not changed. Therefore, according to the above-mentioned (14), when shifting gears, the gear opening degree should be adjusted to a degree that is less than the predetermined value. When the shift line is set to the high speed side, the shift line is sequentially changed to the high speed side, and when the chain opening degree is greater than the predetermined value -(-C), the shift line is moved to the low speed side. This makes it possible for drivers who like to accelerate rapidly by pressing the accelerator deeply, who often drive on rough roads, or who use the opposite accelerator to drive in a way that matches their characteristics. In addition, in the embodiment described above, the shift line from shift 1 to shift up was explained, but this is not limited to this, and the same can be applied to the shift/rerun line. We judged the opening degree by dividing it into two levels, high and low.
In addition to the slope learning, learning control may also be performed on vehicle speed data. [Effects of the Invention] As explained above, according to the present invention, it is possible to obtain an optimal shift line that matches each driver, thereby providing an acceleration feeling that suits each driver, reducing shift shock, and improving fuel efficiency. It is possible to realize improvements in performance and operability.

[Brief explanation of the drawing]

Fig. 1 is a flowchart showing the configuration of the present invention, Fig. 2 is a schematic configuration diagram showing an embodiment of the invention, Fig. 3 is a block diagram showing the embodiment, and Fig. 4 is a diagram showing the same implementation. FIGS. 5 and 6 are graphs showing shift lines according to an example, and flowcharts 1 to 6 show the same example. 13... Throttle sensor 20... Automatic transmission 22... Vehicle speed sensor 30... Control circuit

Claims (1)

[Scope of Claims] An automatic shift system that determines shift conditions for an automatic transmission by comparing vehicle speed data and engine load with shift data based on a shift line preset using vehicle speed data and engine load as parameters. In the machine gear shift line automatic switching control method, if the distribution of the gear shift data is biased towards the low speed side,
Shift line automatic switching of an automatic transmission characterized by performing learning control in which the shift line is sequentially corrected to the low speed side, and on the other hand, when the distribution of shift data is biased toward the high speed side, the shift line is sequentially corrected to the high speed side. Control method.