JP2817370B2 - Transmission control device for automatic transmission - Google Patents
Transmission control device for automatic transmissionInfo
- Publication number
- JP2817370B2 JP2817370B2 JP2198435A JP19843590A JP2817370B2 JP 2817370 B2 JP2817370 B2 JP 2817370B2 JP 2198435 A JP2198435 A JP 2198435A JP 19843590 A JP19843590 A JP 19843590A JP 2817370 B2 JP2817370 B2 JP 2817370B2
- Authority
- JP
- Japan
- Prior art keywords
- speed
- shift
- vehicle speed
- traveling
- gear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
- B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Controls For Constant Speed Travelling (AREA)
- Control Of Transmission Device (AREA)
Description
【発明の詳細な説明】 産業上の利用分野 この発明は定速走行手段を備えたエンジンに連結され
ている自動変速機の変速を制御する装置に関するもので
ある。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling a shift of an automatic transmission connected to an engine having a constant speed traveling means.
従来の技術 この種のエンジンは、設定した車速と検出した車速と
に基づいてスロットル開度を制御することにより、実際
の車速を設定車速に維持するよう構成したものである
が、この種のエンジンと併せて自動変速機を搭載した車
両では、一般には、エンジンの定速走行制御と自動変速
機の変速制御とを特に積極的には関連させていないの
で、自動変速機での変速は通常の車両と同様に車速およ
びスロットル開度に応じて行なわれる。したがって例え
ば走行抵抗が大きいためにスロットル開度が増大しても
車速が速くならない場合には、自動変速機は変速線図に
従ってダウンシフトを実行し、その結果、駆動力が大き
くなって車速が速くなるとアップシフトを実行すること
になる。すなわち設定車速における走行抵抗に適合する
駆動力が二つの変速段で得られる駆動力の中間程度であ
れば、上に述べたようなダウンシフトとアップシフトと
が繰り返し生じることになる。ダウンシフトとアップシ
フトとの繰り返し頻度が高いと変速ショックが大きくな
るので乗心地が悪化し、また低速度で常時走行するとす
れば、エンジン回転数が高くなるので燃費や騒音が悪化
する問題が生じる。2. Description of the Related Art This type of engine is configured to maintain an actual vehicle speed at a set vehicle speed by controlling a throttle opening based on a set vehicle speed and a detected vehicle speed. In addition, in vehicles equipped with an automatic transmission, in general, constant speed traveling control of the engine and shift control of the automatic transmission are not particularly positively associated with each other. This is performed according to the vehicle speed and the throttle opening as in the case of the vehicle. Therefore, for example, if the vehicle speed does not increase even if the throttle opening increases due to large running resistance, the automatic transmission performs a downshift according to the shift diagram, and as a result, the driving force increases and the vehicle speed increases. Then, an upshift is performed. That is, if the driving force suitable for the running resistance at the set vehicle speed is about the middle of the driving force obtained at the two shift speeds, the above-described downshift and upshift will occur repeatedly. If the downshift and the upshift are repeated frequently, the shift shock becomes large and the riding comfort deteriorates, and if the vehicle is constantly driven at a low speed, the engine speed increases and the fuel consumption and noise deteriorate. .
このような定速走行手段を備えたエンジンに連結して
ある自動変速機を制御する装置として、従来、特開平1
−208236号公報には、定速走行時に、自動変速機の変速
点を定めている変速線図におけるアップシフト線を高速
側に変更し、またダウンシフト線を低速側に変更する装
置が記載されており、この装置によれば、所定の変速段
で受け持つ車速範囲が拡大するので、変速が生じにくく
なり、二つの変速段の間で変速が繰り返し生じる所謂ビ
ジーシフトが防止される。As a device for controlling an automatic transmission connected to an engine having such a constant speed traveling means, a device disclosed in Japanese Patent Application Laid-Open
Japanese Patent Application Laid-Open No. 208208/1990 describes an apparatus for changing an upshift line in a shift diagram defining a shift point of an automatic transmission to a high speed side and changing a downshift line to a low speed side during constant speed traveling. According to this device, the range of the vehicle speed covered by the predetermined shift speed is expanded, so that the shift is less likely to occur, and a so-called busy shift in which the shift is repeatedly performed between the two shift speeds is prevented.
発明が解決しようとする課題 上記の従来の装置では、車速が相当遅くならなけれ
ば、あるいはスロットル開度が相当大きくならなけれ
ば、ダウンシフトが生じず、また車速が相当速くならな
ければ、あるいはスロットル開度が相当小さくあらなけ
れば、アップシフトが生じないので、ビジーシフトを防
止することができるが、変速線は本来必要な駆動力を得
るよう設定しているのであるから、これを低速側あるい
は高速側に変更すると、必要な駆動力が得られなくなっ
て動力性能が低下したり、あるいは乗心地が悪くなる問
題が生じる。すなわち上記従来の装置では、走行抵抗に
対して駆動力が不足して車速が低下した場合であっても
ダウンシフトが生じにくく、その結果、一旦遅くなった
車速を設定車速に戻すタイミングの遅れが大きくなって
動力性能が悪い印象の車両となる。またダウンシフトし
た後に車速が上がった場合には、アクセル操作で設定車
速を維持する。しかしアップシフト点が高くなるとエン
ジン回転数が高い状態に持続されることになり、エンジ
ン回転数が高い状態での走行が強いられ、燃費が悪くな
る。Problems to be Solved by the Invention In the above-mentioned conventional apparatus, if the vehicle speed does not decrease significantly or the throttle opening does not increase significantly, no downshift occurs, and if the vehicle speed does not increase significantly, If the opening is not considerably small, no upshift occurs, so that a busy shift can be prevented.However, since the shift line is set to obtain the originally required driving force, the shift line is set to the lower speed side or If the speed is changed to the high-speed side, the required driving force cannot be obtained, and the power performance is reduced, or the ride comfort is deteriorated. That is, in the above-described conventional device, even when the driving speed is insufficient due to the running resistance and the vehicle speed decreases, a downshift is unlikely to occur. It becomes a vehicle with the impression that power performance is bad when it grows large. If the vehicle speed increases after downshifting, the set vehicle speed is maintained by operating the accelerator. However, when the upshift point becomes high, the engine speed is maintained at a high state, and the running at the high engine speed is forced, and the fuel efficiency is deteriorated.
この発明は上記の事情を背景としてなされたもので、
定速走行制御時の頻繁な変速を防止すると同時に充分な
駆動力を得ることのできる変速制御方法を提供すること
を目的とするものである。The present invention has been made in view of the above circumstances,
It is an object of the present invention to provide a shift control method capable of preventing a frequent shift during constant speed traveling control and obtaining a sufficient driving force at the same time.
課題を解決するための手段 上述した従来の装置では、得られる駆動力が不適切に
なることを犠牲にして変速を生じ難くしているが、この
発明はこれとは反対に、設定車速における走行抵抗に対
して駆動力を可及的に適合させることにより、変速を生
じにくくしたものである。すなわちこの発明は、車速を
設定車速に維持する定速走行手段を備えたエンジンに連
結された自動変速機の変速制御装置において、前記定速
走行手段を作用させて定速走行を行っていることを検出
する手段と、前記定速走行を行っていることが検出され
た場合に、定速走行を行っていることが検出されない場
合よりも、変速段の数を増大させて少なくともいずれか
2つの変速段の間での変速比の幅が狭くなる複数の変速
段に設定する手段とを備えていることを特徴とする自動
変速機の変速制御装置である。Means for Solving the Problems In the conventional device described above, shifting is hardly caused at the expense of inadequate driving force to be obtained, but the present invention contradicts this problem. By adapting the driving force to the resistance as much as possible, it is difficult to cause a shift. That is, according to the present invention, in a shift control device for an automatic transmission connected to an engine having a constant speed traveling means for maintaining a vehicle speed at a set vehicle speed, the constant speed traveling means is operated to perform constant speed traveling. Means for detecting the vehicle speed, and when it is detected that the vehicle is traveling at a constant speed, the number of gears is increased by increasing the number of gears compared to when the vehicle is not traveling at a constant speed. Means for setting a plurality of gears in which the width of the gear ratio between the gears becomes narrower.
作用 この発明の装置では、定速走行手段を作用させて定速
走行制御を行なうと、自動変速機で設定される変速段の
数が増大させられて隣接する変速段の変速比の間隔(差
もしくは比率)すなわち変速比の幅が狭くなり、設定車
速での走行抵抗に対してより適切な駆動力を得ることの
できる変速段が選択される。したがって車速が大きく低
下したり、また反対に増大したりすることがないので、
頻繁な変速が生じないうえに、静粛かつ低燃費の走行が
可能になる。In the device according to the present invention, when the constant speed traveling control is performed by operating the constant speed traveling means, the number of speed stages set by the automatic transmission is increased, and the interval (difference) between the speed ratios of the adjacent speed stages is increased. Or the ratio), that is, the width of the gear ratio becomes narrower, and a gear position capable of obtaining a more appropriate driving force with respect to the running resistance at the set vehicle speed is selected. Therefore, the vehicle speed does not significantly decrease or increase,
Frequent shifts do not occur, and quiet and fuel-efficient traveling becomes possible.
実 施 例 つぎにこの発明の装置を実施例に基づいて説明する。EXAMPLE Next, an apparatus of the present invention will be described based on an example.
この発明の装置の一例を第1図にフローチャートで示
してあるが、この装置で対象とする自動変速機は、定速
走行制御の可能なエンジンに連結され、かつ複数種類の
係合・解放パターンで所定の変速段を設定できるもので
あり、第2図はその一例を示すブロック図である。すな
わち自動変速機AはトルクコンバータTを介してエンジ
ンEに連結されており、また変速制御装置10はスロット
ル開度θや車速V、ブレーキ信号、冷却水温度、パター
ンセレクト信号およびその他の信号が入力され、これら
の情報に基づいて設定すべき変速段およびその変速段を
設定するための係合・解放パターンを選択して油圧制御
装置Cに信号を出力するようになっている。さらに変速
制御装置10はエンジン制御装置11に接続されている。こ
のエンジン制御装置11は、設定された車速を維持するよ
うスロットルバルブを所定のアクチュエータ(それぞ図
示せず)で制御するものであり、その定速走行制御を行
なっていることおよび行なっていないことを示す信号を
変速制御装置10に出力するようになっている。An example of the device of the present invention is shown in a flowchart in FIG. 1. The automatic transmission targeted by this device is connected to an engine capable of constant-speed running control and has a plurality of types of engagement / disengagement patterns. Can set a predetermined gear position. FIG. 2 is a block diagram showing an example. That is, the automatic transmission A is connected to the engine E via the torque converter T, and the transmission control device 10 receives the throttle opening θ, the vehicle speed V, the brake signal, the coolant temperature, the pattern select signal, and other signals. Then, based on such information, a gear position to be set and an engagement / disengagement pattern for setting the gear position are selected and a signal is output to the hydraulic control device C. Further, the shift control device 10 is connected to the engine control device 11. The engine control device 11 controls the throttle valve with a predetermined actuator (not shown) so as to maintain the set vehicle speed, and that the constant speed traveling control is performed and not performed. Is output to the transmission control device 10.
上記の自動変速機Aは、所定の変速段を設定するため
の係合・解放パターンが複数種類ある歯車列を備えてお
り、その歯車列の一例を第3図に示す。ここに示す例
は、三組のシングルピニオン型遊星歯車機構1,2,3を主
体として構成され、それらの遊星歯車機構1,2,3におけ
る各要素が次のように連結されている。すなわち第1遊
星歯車機構1のキャリヤ1Cと第3遊星歯車機構3のリン
グギヤ3Rとが一体となって回転するよう連結されるとと
もに、第2遊星歯車機構2のリングギヤ2Rと第3遊星歯
車機構3のキャリヤ3Cとが一体となって回転するよう連
結されている。また第1遊星歯車機構1のサンギヤ1Sは
第2クラッチ手段K2を介して第2遊星歯車機構2のキャ
リヤ2Cに連結される一方、第4クラッチ手段K4を介して
第2遊星歯車機構2のサンギヤ2Sに連結され、さらに第
2遊星歯車機構2のキャリヤ2Cは第3遊星歯車機構3の
サンギヤ3Sに一体となって回転するよう連結されてい
る。The above-mentioned automatic transmission A is provided with a gear train having a plurality of types of engagement / disengagement patterns for setting a predetermined gear position. An example of the gear train is shown in FIG. The example shown here is mainly composed of three sets of single pinion type planetary gear mechanisms 1, 2, and 3, and the respective elements of the planetary gear mechanisms 1, 2, and 3 are connected as follows. That is, the carrier 1C of the first planetary gear mechanism 1 and the ring gear 3R of the third planetary gear mechanism 3 are connected so as to rotate integrally, and the ring gear 2R of the second planetary gear mechanism 2 and the third planetary gear mechanism 3 And the carrier 3C are connected so as to rotate integrally. The sun gear 1S of the first planetary gear mechanism 1 is connected to the carrier 2C of the second planetary gear mechanism 2 via the second clutch means K2, while the sun gear 1S of the second planetary gear mechanism 2 is connected via the fourth clutch means K4. The carrier 2C of the second planetary gear mechanism 2 is further connected to the sun gear 3S of the third planetary gear mechanism 3 so as to rotate integrally therewith.
なお、上記の各要素の連結構造としては、中空軸や中
実軸もしくは適宜のコネクティングドラムなどの一般の
自動変速機で採用されている連結構造などを採用するこ
とができる。In addition, as a connection structure of the above-described components, a connection structure employed in a general automatic transmission such as a hollow shaft, a solid shaft, or an appropriate connecting drum can be employed.
入力軸4は、トルクコンバータや流体継手などの動力
伝達手段(図示せず)を介してエンジンEに連結されて
おり、この入力軸4と第1遊星歯車機構1のリングギヤ
1Rとの間には、両者を選択的に連結する第1クラッチ手
段K1が設けられ、また入力軸4と第1遊星歯車機構1の
サンギヤ1Sとの間には、両者を選択的に連結する第3ク
ラッチ手段K3が設けられている。The input shaft 4 is connected to the engine E via a power transmission means (not shown) such as a torque converter and a fluid coupling, and the input shaft 4 and a ring gear of the first planetary gear mechanism 1 are connected.
1R, a first clutch means K1 for selectively connecting the two is provided, and between the input shaft 4 and the sun gear 1S of the first planetary gear mechanism 1, the two are selectively connected. Third clutch means K3 is provided.
なお、実用にあたっては、各構成部材の配置上の制約
があるから、各クラッチ手段K1,K2,K3,K4に対する連結
部材としてコネクティングドラムなどの適宜の中間部材
を介在させ得ることは勿論である。In practical use, there is a restriction on the arrangement of the components, so that an appropriate intermediate member such as a connecting drum can be interposed as a connecting member for the clutch means K1, K2, K3, K4.
また上記の遊星歯車機構1,2,3における回転部材の回
転を阻止するブレーキ手段として、第2遊星歯車機構2
のキャリヤ2Cの回転を選択的に阻止する第2ブレーキ手
段B2と、第2遊星歯車機構2のサンギヤ2Sの回転を選択
的に阻止する第3ブレーキ手段B3とが設けられている。
これらのブレーキ手段は多板構造のもの以外に、トラン
スミッションケース(以下、単にケースと記す)6との
間に設けた一方向クラッチやこの一方向クラッチと並列
の関係に配置したバンドブレーキなどを単独で、もしく
は組合せて構成することができる。なお、実用にあたっ
ては、これらのブレーキ手段B2,B3とこれらのブレーキ
手段B2,B3によって固定すべき各要素との間もしくはケ
ース6との間に適宜の連結部材を介在させ得ることは勿
論である。The second planetary gear mechanism 2 serves as brake means for preventing the rotation of the rotating members in the planetary gear mechanisms 1, 2, and 3 described above.
A second brake means B2 for selectively blocking the rotation of the carrier 2C and a third brake means B3 for selectively blocking the rotation of the sun gear 2S of the second planetary gear mechanism 2 are provided.
These braking means may be a one-way clutch provided between a transmission case (hereinafter simply referred to as a case) 6 and a band brake arranged in parallel with the one-way clutch, in addition to the multi-plate structure. , Or in combination. In practical use, a proper connecting member can be interposed between the brake means B2, B3 and each element to be fixed by the brake means B2, B3 or the case 6. .
そしてプロペラシャフトやカウンタギヤ(それぞれ図
示せず)に回転を伝達する出力軸5が、互いに連結され
た第2遊星歯車機構2のリングギヤ2Rと第3遊星歯車機
構3のキャリヤ3Cに対して連結されている。An output shaft 5 for transmitting rotation to a propeller shaft and a counter gear (not shown) is connected to a ring gear 2R of the second planetary gear mechanism 2 and a carrier 3C of the third planetary gear mechanism 3 connected to each other. ing.
上記の自動変速機Aでは、前進5段・後進1段を主た
る変速段とし、これに前進第2速と第3速との間に所謂
第2.5速の中間変速段を付加し、かつ前進第3速と第4
速との間に所謂第3.2速と第3.5速との二つの中間変速段
を付加した前進8段・後進1段の変速段を設定すること
が可能であり、これを作動表として示せば第1表のとお
りである。なお、第1表において、○印は係合すること
を示し、空欄は解放することを示し、また*印は係合さ
せてもよいことを示す。また第1表に示す変速段の変速
比は、各遊星歯車機構1,2,3のギヤ比(サンギヤの歯数
とリングギヤの歯数との比)を、ρ1=0.450,ρ2=ρ
3=0.405とした場合の値である。In the automatic transmission A described above, five forward speeds and one reverse speed are set as main shift speeds, and a so-called 2.5th intermediate speed is added between the second forward speed and the third forward speed. 3rd and 4th
It is possible to set eight forward speeds and one reverse speed by adding two intermediate speeds, so-called 3.2th and 3.5th speeds, between the speeds. It is as shown in Table 1. In Table 1, ○ indicates that they are engaged, blanks indicate that they are released, and * indicates that they may be engaged. The gear ratios of the gears shown in Table 1 are the gear ratios (ratio between the number of teeth of the sun gear and the number of teeth of the ring gear) of each of the planetary gear mechanisms 1, 2, and 3 as ρ1 = 0.450, ρ2 = ρ
This is the value when 3 = 0.405.
上記の歯車列を備えた自動変速機Aを対象としたこの
発明の制御装置による制御例は第1図にフローチャート
で示すとおりであり、まずステップ1においてスロット
ル開度θや車速V、定速走行制御(オートドライブ制
御)の有無、パターンセレクト信号、冷却水温度などの
走行条件を読み込む。これは前述した変速制御装置10に
よって行なうことができ、ついで読み込んだデータから
定速走行制御を行なっているか否か、すなわちオートト
ライブ作動を判断する(ステップ2)。その判断結果が
“ノー”の場合には、ステップ3に進んで前進5段・後
進1段の変速段列を設定し、走行条件に基づいてこれら
の変速段のうちから選択した所定の変速段へ変速する。
ここで選択される前進5段の変速段は、第1表に示す第
1速、第2速、第3速、第4速および第5速であり、こ
れらの変速段の変速比は等比級数に近い関係になるもの
であって、その幅(変数比同士の比率)は“1.5"ないし
“1.4"程度である。 An example of control by the control device of the present invention for the automatic transmission A having the above-described gear train is as shown in the flowchart of FIG. 1. First, in step 1, the throttle opening θ, the vehicle speed V, and the constant speed traveling The running conditions such as presence / absence of control (auto-drive control), a pattern select signal, and cooling water temperature are read. This can be performed by the shift control device 10 described above, and then it is determined from the read data whether or not the constant-speed running control is being performed, that is, the auto-tribe operation is determined (step 2). If the result of the determination is "No", the process proceeds to step 3 where a gear sequence of five forward speeds and one reverse speed is set, and a predetermined gear speed selected from these gear speeds based on running conditions is selected. Shift to.
The five forward speeds selected here are the first speed, the second speed, the third speed, the fourth speed, and the fifth speed shown in Table 1, and the speed ratios of these speed stages are equal ratios. The relationship is close to a series, and its width (ratio between variable ratios) is about “1.5” to “1.4”.
また定速走行制御を行なっていてステップ2の判断結
果が“イエス”であれば、ステップ4に進んで第1表に
示す全ての前進段を含む前進8段の変速段列を設定し、
走行条件に基づいてこれらの変速段のうちから選択した
所定の変速段へ変速する。したがってこの場合は、第1
表から明らかなよう、第2速と第2.5速との間の幅が
“1.3"程度であり、また第3速と第3.2速との間の幅が
“1.1"程度であり、さらに第3.2速と第3.5速との間の幅
が“1.2"程度であり、またさらに第3.5速と第4速の間
の幅が“1.1"程度であり、定速走行制御を行なわない場
合と比較して変速比の幅が狭く、より多様な駆動力を得
ることができる。Also, if the cruise control is performed and the result of the determination in step 2 is “YES”, the flow proceeds to step 4 to set eight forward gears including all forward gears shown in Table 1.
The gear is shifted to a predetermined gear selected from these gears based on the running conditions. Therefore, in this case, the first
As is clear from the table, the width between the second speed and the second speed is about "1.3", the width between the third speed and the third speed is about "1.1", and The width between the third speed and the 3.5th speed is about "1.2", and the width between the third speed and the fourth speed is about "1.1", which is smaller than the case where the constant speed traveling control is not performed. Thus, the width of the gear ratio is narrow, and more various driving forces can be obtained.
したがって例えば設定した車速に対して第3速で得ら
れる駆動力では大きすぎ、第4速で得られる駆動力では
不足する場合、これらの中間の変速段である第3.2速も
しくは第3.5速が選択されて設定され、その変速段で得
られる駆動力が設定車速に対するその時点での走行抵抗
に適した駆動力となるため、駆動力のわずかな過不足は
スロットル開度の微調整によって対処して設定速度に維
持できる。その結果、駆動力の低下やそれに起因する車
速の大幅な変動に伴う変速が生じないので、所謂ビジー
シフトを防止し、かつ充分な駆動力を得ることができ
る。Therefore, for example, if the driving force obtained at the third speed is too large for the set vehicle speed and the driving force obtained at the fourth speed is insufficient, the 3.2th or 3.5th speed, which is an intermediate speed between them, is selected. Since the driving force obtained at that gear is the driving force suitable for the running resistance at that time with respect to the set vehicle speed, slight excess or deficiency of the driving force is dealt with by fine adjustment of the throttle opening. Can maintain the set speed. As a result, since there is no shift caused by a decrease in the driving force or a significant change in the vehicle speed caused by the driving force, a so-called busy shift can be prevented and a sufficient driving force can be obtained.
なお定速走行制御を行なわない場合には変速比の幅が
大きくなるが、変速が頻繁に生じるようであったり、あ
るいは駆動力が不足するようであれば、車速を人為的に
調整するのでビジーシフトとなったり、駆動力の不足を
感じたりすることは殆んどない。また変速比幅の狭い変
速段に従う変速は、車速を人為的に調整する場合には実
施しないので、アクセルペダルをわずか調整する都度、
変速が生じるなどのビジーシフトを防止することができ
る。Note that when the constant speed traveling control is not performed, the width of the gear ratio increases. However, if the gearshift occurs frequently or the driving force is insufficient, the vehicle speed is artificially adjusted, so the vehicle is busy. There is almost no shift or lack of driving power. In addition, since the shift according to the shift speed with a narrow gear ratio width is not performed when the vehicle speed is artificially adjusted, every time the accelerator pedal is slightly adjusted,
A busy shift such as a shift can be prevented.
なお、上記の実施例では、第3図に示す歯車列を備え
た自動変速機を例に採って説明したが、この発明の制御
装置は、定速走行制御を行なうことのできるエンジンに
連結された自動変速機であって、変速比幅の広い変速段
同士の間の変速と変速比幅の狭い変速段同士の間の変速
とを選択することのできる歯車列を備えた自動変速機を
対象として実施できるのであり、この種の歯車列を備え
た自動変速機の例としては、第3図に示す摩擦係合手段
のいずれかを一方向クラッチを含む構成にしたものや、
本出願人が既に提案した特願平1−185151号、特願平1
−185152号、特願平1−186991号、特願平1−186992
号、特願平1−205478号、特願平1−280957号などの明
細書および図面に記載した各構成のものを挙げることが
できる。In the above embodiment, the automatic transmission having the gear train shown in FIG. 3 has been described as an example. However, the control device of the present invention is connected to an engine capable of performing constant-speed running control. Automatic transmission having a gear train capable of selecting a shift between gears having a wide gear ratio width and a gear shift between gears having a narrow gear ratio width. As an example of an automatic transmission equipped with this kind of gear train, one of the friction engagement means shown in FIG. 3 including a one-way clutch,
Japanese Patent Application No. 1-185151, Japanese Patent Application No. 1-185151 already proposed by the present applicant.
-185152, Japanese Patent Application No. 1-186999, Japanese Patent Application No. 1-186999
And Japanese Patent Application No. 1-205478 and Japanese Patent Application No. 280957/1990, and the structures described in the drawings.
発明の効果 以上の説明から明らかなようにこの制御装置の方法に
よれば、走行時の車速を一定の車速に維持するよう制御
される定速走行制御時には、その設定車速における走行
抵抗に対してより適切な駆動力を得ることのできる変速
段に設定することになるので、駆動力の不足やそれに基
づく車速の変動および頻繁な変速を回避することができ
る。Effect of the Invention As is clear from the above description, according to the method of the control device, at the time of constant speed traveling control in which the vehicle speed during traveling is controlled to be maintained at a constant vehicle speed, the traveling resistance at the set vehicle speed is reduced. Since the gear is set to a speed at which a more appropriate driving force can be obtained, it is possible to avoid shortage of the driving force, fluctuation of the vehicle speed and frequent shifts based on the shortage.
第1図はこの発明の制御装置による制御例を説明するた
めのフローチャート、第2図はこの発明で対象とする自
動変速機の基本構成を示すブロック図、第3図はその歯
車列の一例を示すスケルトン図である。 1,2,3……遊星歯車機構、4……入力軸、 5……出力軸、10……変速制御装置、11……エンジン制
御装置、A……自動変速機、C……油圧制御装置、E…
…エンジン。FIG. 1 is a flowchart for explaining a control example by the control device of the present invention, FIG. 2 is a block diagram showing a basic configuration of an automatic transmission to which the present invention is applied, and FIG. 3 is an example of the gear train. It is a skeleton diagram shown. 1, 2, 3 planetary gear mechanism, 4 input shaft, 5 output shaft, 10 transmission control device, 11 engine control device, A automatic transmission, C hydraulic control device , E ...
…engine.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 FI F16H 59:78 ──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. 6 Identification code FI F16H 59:78
Claims (1)
具備するエンジンに連結された自動変速機の変速制御装
置において、 前記定速走行手段を作用させて定速走行を行っているこ
とを検出する手段と、前記定速走行を行っていることが
検出された場合に、定速走行を行っていることが検出さ
れない場合よりも、変速段の数を増大させて少なくとも
いずれか2つの変速段の間での変速比の幅が狭くなる複
数の変速段に設定する手段とを備えていることを特徴と
する自動変速機の変速制御装置。1. A shift control device for an automatic transmission connected to an engine having a constant speed traveling means for maintaining a vehicle speed at a set vehicle speed, wherein the constant speed traveling means is operated to perform constant speed traveling. Means for detecting the vehicle speed, and when it is detected that the vehicle is traveling at a constant speed, the number of gears is increased by increasing the number of gears compared to when the vehicle is not traveling at a constant speed. Means for setting a plurality of gears in which the width of the gear ratio between the gears becomes narrower.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2198435A JP2817370B2 (en) | 1990-07-26 | 1990-07-26 | Transmission control device for automatic transmission |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2198435A JP2817370B2 (en) | 1990-07-26 | 1990-07-26 | Transmission control device for automatic transmission |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH0483967A JPH0483967A (en) | 1992-03-17 |
JP2817370B2 true JP2817370B2 (en) | 1998-10-30 |
Family
ID=16391041
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP2198435A Expired - Fee Related JP2817370B2 (en) | 1990-07-26 | 1990-07-26 | Transmission control device for automatic transmission |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2817370B2 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3397523B2 (en) * | 1995-07-05 | 2003-04-14 | 株式会社日立ユニシアオートモティブ | Shift control device for automatic transmission for vehicle |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0668324B2 (en) * | 1987-10-29 | 1994-08-31 | マツダ株式会社 | Automatic transmission control device |
JPH0790726B2 (en) * | 1988-06-06 | 1995-10-04 | 日産自動車株式会社 | Shift control device for automatic transmission mounted on vehicles with constant-speed running device |
-
1990
- 1990-07-26 JP JP2198435A patent/JP2817370B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
JPH0483967A (en) | 1992-03-17 |
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