JP2929396B2 - Automatic transmission control device for vehicles - Google Patents
Automatic transmission control device for vehiclesInfo
- Publication number
- JP2929396B2 JP2929396B2 JP3001657A JP165791A JP2929396B2 JP 2929396 B2 JP2929396 B2 JP 2929396B2 JP 3001657 A JP3001657 A JP 3001657A JP 165791 A JP165791 A JP 165791A JP 2929396 B2 JP2929396 B2 JP 2929396B2
- Authority
- JP
- Japan
- Prior art keywords
- driving force
- throttle valve
- shift
- automatic transmission
- vehicle
- 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
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- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、運転条件に対応して設
定された変速パターンに基づいて自動変速機を変速制御
する車両用自動変速制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission control device for a vehicle that controls the speed of an automatic transmission based on a shift pattern set according to driving conditions.
【０００２】[0002]
【従来の技術】車両の駆動力制御を行う装置として、ア
クセル操作部と機関の絞り弁とが機械的に切り離され、
アクセル開度を検出し、該検出されたアクセル開度に基
づいて機関の絞り弁開度を目標開度に制御するようにし
たものがある（特開平２−１９６１５２号公報等参
照）。2. Description of the Related Art As a device for controlling the driving force of a vehicle, an accelerator operation section and a throttle valve of an engine are mechanically separated from each other.
There is one that detects the accelerator opening and controls the throttle valve opening of the engine to a target opening based on the detected accelerator opening (see Japanese Patent Application Laid-Open No. 2-196152).
【０００３】一方、車両用自動変速制御装置として、従
来、図５に示すように、車速と絞り弁開度（但しアクセ
ルと絞り弁とが機械的に連結されているものに関しては
アクセル開度）とに対応して予め設定された変速パター
ンを備え、実際に検出された車速とアクセル開度とに基
づいて前記変速パターンから自動変速ポイントを決定
し、自動変速機の変速を制御するものがある（特開昭６
１−２５７３３２号公報等参照）。On the other hand, as shown in FIG. 5, a conventional automatic transmission control device for a vehicle has a vehicle speed and an opening degree of a throttle valve (however, an opening degree of an accelerator when the accelerator and the throttle valve are mechanically connected). There is a type that has a shift pattern set in advance corresponding to the above, determines an automatic shift point from the shift pattern based on the actually detected vehicle speed and accelerator opening, and controls the shift of the automatic transmission. (JP 6
1-225732).
【０００４】[0004]
【発明が解決しようとする課題】このように従来では、
車速とアクセル開度とによって予め変速パターンが決め
られており、かかる変速パターンを複数種備えて、運転
者に選択させる場合もあるが、いずれにしても走行抵抗
等の外部環境要因を加味してギア位置が選択されるもの
ではなかったので、そのときの走行抵抗条件に対して不
適切なギア位置で走行される場合があり頻繁な変速が行
われることがあった。即ち、図５に示す変速パターンの
Ａ点にて走行中に登坂走行等の駆動力の大きい領域にお
ける走行を行うと、運転者は路面勾配に係る走行抵抗に
見合う加速をするべくＢ点にアクセル操作を行うが、こ
の時４速から３速へのシフトダウンが行われる。そして
車速が一定となって（Ｂ点→Ｃ点）、運転者がアクセル
開度を少なくするようにＣ点からＤ点に操作すると、再
び３速から４速へのシフトアップが行われ、所謂ビジー
シフトが発生することになり運転性の低下に繋がる惧れ
がある。As described above, conventionally,
The shift pattern is determined in advance by the vehicle speed and the accelerator opening, and a plurality of such shift patterns may be provided and the driver may select the shift pattern, but in any case, taking into account external environmental factors such as running resistance and the like. Since the gear position was not selected, the vehicle sometimes traveled at an inappropriate gear position for the traveling resistance condition at that time, and frequent shifts were sometimes performed. That is, when the vehicle travels in a region where the driving force is large, such as uphill traveling, while traveling at the point A in the shift pattern shown in FIG. 5, the driver moves the accelerator to the point B in order to accelerate in accordance with the traveling resistance related to the road surface gradient. The operation is performed, and at this time, the downshift from the fourth speed to the third speed is performed. When the vehicle speed becomes constant (point B → point C) and the driver operates from point C to point D so as to reduce the accelerator opening, the upshift from third speed to fourth speed is performed again, so-called. A busy shift may occur, leading to a decrease in drivability.
【０００５】尚、図６の駆動力と走行抵抗を示す線図に
示すように、勾配が大きくなるに従い走行抵抗が４速の
全開駆動力線（４ＴＨ全開）を横切る速度が小さくなる
ため、登坂走行等の駆動力の大きな領域における走行に
あっては前述のビジーシフトが発生し易くなるが、一方
例えば平坦路走行や乗車人員が少なく車両重量が小さい
等の駆動力が小さい領域においては、前述のビジーシフ
トは殆ど起こることが無い。即ち、図５中Ｅ，Ｆ，Ｇ，
Ｈ点走行中は４速から３速へのシフトダウン線を横切る
ことはないので前述のビジーシフトは殆ど起こることが
無い。[0005] As shown in the graph of driving force and running resistance in Fig. 6, as the slope becomes larger, the speed at which the running resistance crosses the fully opened driving force line (4TH fully opened) of the 4th speed becomes smaller, so that the vehicle goes uphill. The above-mentioned busy shift is likely to occur when traveling in a region where driving force is large, such as traveling.On the other hand, in a region where driving force is small such as traveling on a flat road or where the number of passengers is small and the vehicle weight is small, the above-described busy shift is caused. Busy shift hardly occurs. That is, E, F, G,
Since the vehicle does not cross the downshift line from the fourth speed to the third speed during the traveling at the point H, the above-mentioned busy shift hardly occurs.
【０００６】本発明は、このような従来の実情に鑑みな
されたもので、自動変速機のギア位置を現状に保持した
まま絞り弁開度増大によって出力しうる車両の最大駆動
力を加味して変速制御を行うような車両用自動変速制御
装置を提供することにより、頻繁な変速を回避して運転
性の向上を図ることを目的とする。The present invention has been made in view of such conventional circumstances, and takes into account the maximum driving force of a vehicle which can be output by increasing the throttle valve opening while maintaining the gear position of the automatic transmission at the current state. An object of the present invention is to provide an automatic transmission control device for a vehicle that performs a shift control, thereby avoiding frequent shifts and improving drivability.
【０００７】[0007]
【課題を解決するための手段】このため本発明では、図
１に示すように、運転条件に対応して設定された変速パ
ターンに基づいて自動変速機を変速制御する変速制御手
段と、アクセルとは独立して開度制御される絞り弁と、
を有する車両用自動変速制御装置において、自動変速機
のギア位置を現状に保持したまま絞り弁開度増大によっ
て出力しうる車両の最大駆動力を演算する最大駆動力演
算手段と、変速制御手段により変速制御がなされた場合
の必要駆動力を算出する必要駆動力算出手段と、所定の
運転領域のもとで前記最大駆動力が前記必要駆動力より
大きい場合に前記変速制御を行わず絞り弁開度を増大し
て必要駆動力を得るように制御する絞り弁開度制御手段
と、を備える構成とした。Therefore, according to the present invention, as shown in FIG. 1, a shift control means for controlling a shift of an automatic transmission based on a shift pattern set in accordance with an operating condition; Is a throttle valve whose opening is controlled independently,
A maximum driving force calculating means for calculating a maximum driving force of the vehicle which can be output by increasing the throttle valve opening while maintaining the gear position of the automatic transmission as it is, and a shift control means. A required drive force calculating means for calculating a required drive force when the shift control is performed; and opening the throttle valve without performing the shift control when the maximum drive force is larger than the required drive force under a predetermined operation range. And a throttle valve opening control means for controlling so as to obtain the required driving force by increasing the degree.
【０００８】また、車両の駆動力が比較的大きい運転領
域のもとで前記最大駆動力が前記必要駆動力より大きい
場合に前記変速制御を行わず絞り弁開度を増大する絞り
弁開度制御手段と、を備える構成としてもよい。Also, in a driving range where the driving force of the vehicle is relatively large, when the maximum driving force is larger than the required driving force, the throttle valve opening degree is increased without performing the shift control. Means may be provided.
【０００９】[0009]
【作用】変速制御手段により運転条件に対応して設定さ
れた変速パターンに基づいて自動変速機が変速制御され
るのであるが、最大駆動力演算手段により演算される自
動変速機のギア位置を現状に保持したまま絞り弁開度増
大によって出力しうる車両の最大駆動力が前記変速制御
手段により変速制御がなされた場合の必要駆動力より大
きい場合には、絞り弁開度制御手段により前記変速制御
を行わず絞り弁開度を増大する絞り弁開度制御が行われ
る。The shift of the automatic transmission is controlled by the shift control means on the basis of the shift pattern set in accordance with the driving condition. The gear position of the automatic transmission calculated by the maximum driving force calculating means is set at the present time. If the maximum driving force of the vehicle which can be output by increasing the throttle valve opening while maintaining the above is larger than the necessary driving force when the shift control is performed by the shift control means, the throttle control is performed by the throttle valve opening control means. Is performed, throttle valve opening control is performed to increase the opening of the throttle valve.
【００１０】但し、当該絞り弁開度制御は車両の駆動力
が比較的大きい運転領域等所定の運転領域のもとでのみ
行われる。従って、車両用自動変速制御装置における頻
繁な変速が回避される。[0010] However, the throttle valve opening control is performed only in a predetermined operation region such as an operation region in which the driving force of the vehicle is relatively large. Therefore, frequent shifts in the vehicle automatic shift control device are avoided.
【００１１】[0011]
【実施例】以下に本発明の実施例を説明する。一実施例
の構成を示す図２において、内燃機関１の吸気通路２に
は電磁式モータ等のスロットルアクチュエータ３によっ
てアクセルペダル４とは独立して開度制御される絞り弁
５が介装されており、該絞り弁５には絞り弁開度θを検
出するスロットルセンサ６が連結されている。Embodiments of the present invention will be described below. 2, a throttle valve 5 whose opening is controlled independently of an accelerator pedal 4 by a throttle actuator 3 such as an electromagnetic motor is interposed in an intake passage 2 of an internal combustion engine 1 in FIG. The throttle valve 5 is connected to a throttle sensor 6 for detecting the throttle valve opening θ.
【００１２】また、内燃機関１に連結された自動変速機
７には、ギア位置Ｇを検出するギア位置センサ８と、駆
動トルクＴT を検出するトルクセンサ９とが装着され
る。また、プロペラシャフト10には車速センサ11が装着
され、アクセルペダル４には踏込量（アクセル開度）AC
CEを検出するアクセル開度センサ12が装着されている。
これら各種センサからの検出信号はコントロールユニッ
ト13に入力され、マイクロコンピュータを内蔵したコン
トロールユニット13は後述するような演算処理を行っ
て、変速制御手段として機能するコントロールユニット
13により必要駆動力ＴＦを算出し、ギア位置を選択し、
この決定されたギア位置に自動変速させるべく制御す
る。Further, the automatic transmission 7 which is connected to the internal combustion engine 1, a gear position sensor 8 for detecting a gear position G, a torque sensor 9 that detects the driving torque T T is mounted. A vehicle speed sensor 11 is mounted on the propeller shaft 10, and the accelerator pedal 4 has a depression amount (accelerator opening) AC.
An accelerator opening sensor 12 for detecting CE is mounted.
Detection signals from these various sensors are input to the control unit 13, and the control unit 13 incorporating a microcomputer performs arithmetic processing as described later, and controls the control unit 13 functioning as a shift control unit.
13 to calculate the required driving force TF, select the gear position,
Control is performed to automatically shift to the determined gear position.
【００１３】以下に、上記演算処理を図３に示すフロー
チャートに従って説明する。ステップ１（図ではＳ１と
記す。以下同様）では、前記各種センサからの検出信号
（絞り弁開度θ，ギア位置Ｇ，駆動トルクＴT ，車速VS
P）を読込む。ステップ２では変速すべきか否かを、マ
イクロコンピュータ内蔵のＲＯＭに予め記憶された車速
VSP −絞り弁開度θの変速パターンマップ（図５参照）
から判断し、変速すべきであると判断された場合は、ス
テップ３に進む。Hereinafter, the arithmetic processing will be described with reference to the flowchart shown in FIG. In step 1 (referred to as S1 in the figure, the same applies hereinafter), detection signals (throttle valve opening θ, gear position G, drive torque T T , vehicle speed VS) from the various sensors are provided.
Read P). In step 2, whether or not to change gears is determined by a vehicle speed stored in advance in a ROM built in the microcomputer.
VSP-Speed change pattern map of throttle valve opening θ (see Fig. 5)
If it is determined that the gear should be shifted, the process proceeds to step 3.
【００１４】ステップ３では、トルクセンサ11によって
検出された駆動トルクＴT により、現在の車両（車輪）
の駆動力CURFNEW を換算して検出する。ステップ４で
は、前回の演算で検出した駆動力CURFOLD と前記ステッ
プ３で検出した駆動力CURFNEW との加重平均CURFを次式
に従って求める。 CURF＝〔CURFOLD (W-1) ＋CURFNEW 〕／Ｗ 即ち駆動力CURFを荷重平均を用いて求めることにより、
瞬間的な駆動力の変化の影響を排除して平均的な車両の
駆動力の大きさを求めている。In step 3, the current vehicle (wheel) is calculated based on the driving torque T T detected by the torque sensor 11.
CURF NEW is converted and detected. In step 4, a weighted average CURF of the driving force CURF OLD detected in the previous calculation and the driving force CURF NEW detected in step 3 is obtained according to the following equation. CURF = [CURF OLD (W-1) + CURF NEW ] / W That is, by calculating the driving force CURF using the load average,
The average magnitude of the driving force of the vehicle is determined by eliminating the influence of the instantaneous change in the driving force.
【００１５】ステップ５では、前記ステップ４で求めた
駆動力の加重平均CURFが所定値Ｆ以上か否かを判断する
ことにより、現在の運転領域が車両の駆動力が比較的大
きい運転領域であるか否かを判断する。ステップ５にお
いてCURF≧Ｆ、即ち車両の駆動力が比較的大きい運転領
域であると判断されると、登坂走行等の駆動力の大きな
領域における走行にあっては前述のビジーシフトが発生
し易くなるとして、ステップ６以下に進む。In step 5, it is determined whether or not the weighted average CURF of the driving force obtained in step 4 is equal to or greater than a predetermined value F, so that the current driving region is a driving region in which the driving force of the vehicle is relatively large. It is determined whether or not. If it is determined in step 5 that CURF ≧ F, that is, the driving range is such that the driving force of the vehicle is relatively large, the above-mentioned busy shift is likely to occur in the driving in a region where the driving force is large such as uphill. And proceed to Step 6 and subsequent steps.
【００１６】ステップ６では、現在のギア位置Ｇで絞り
弁全開で出力し得る最大駆動力FMAXを、マイクロコンピ
ュータ内蔵のＲＯＭに予め記憶されたギア位置Ｇ−最大
駆動力FMAXの特性マップ（図４参照）からの検索によっ
て求める。即ち、ステップ６が自動変速機のギア位置を
現状に保持したまま絞り弁開度増大によって出力しうる
車両の最大駆動力を演算する最大駆動力演算手段の機能
を奏する。In step 6, the maximum driving force FMAX that can be output when the throttle valve is fully opened at the current gear position G is determined by a characteristic map of the gear position G and the maximum driving force FMAX stored in advance in a ROM built in the microcomputer (FIG. 4). See)). That is, step 6 functions as a maximum driving force calculating means for calculating the maximum driving force of the vehicle which can be output by increasing the throttle valve opening while maintaining the gear position of the automatic transmission as it is.
【００１７】ステップ７では、変速パターンマップに従
って変速制御がなされるとした場合の必要駆動力FNEED
を、現在の駆動力CURFNEW , 現在のギア位置Ｇにおける
減速比Ｒ1 及び変速制御がなされたした場合の減速比Ｒ
2 を用い、次式に従って求める。 FNEED ＝CURFNEW ×Ｒ1 ／Ｒ2 即ち、当該ステップ７が変速制御がなされた場合の必要
駆動力FNEED を算出する必要駆動力算出手段の機能を奏
する。In step 7, the necessary driving force FNEED when the shift control is performed according to the shift pattern map
With the current driving force CURF NEW , the reduction ratio R 1 at the current gear position G, and the reduction ratio R when the shift control is performed.
It is calculated according to the following equation using 2 . FNEED = CURF NEW × R 1 / R 2 That is, the step 7 has a function of a required driving force calculating means for calculating a required driving force FNEED when the shift control is performed.
【００１８】ステップ８では、前記ステップ６で求めた
最大駆動力FMAXと前記ステップ７で算出された必要駆動
力FNEED とを比較する。そしてFMAX≧FNEED と判断され
た場合は、変速パターンマップに従って変速制御を行わ
なくても、自動変速機のギア位置Ｇを現状に保持したま
ま内燃機関１が必要駆動力FNEED を出力し得ることとな
るので、ステップ９に進み、スロットルアクチュエータ
３によって絞り弁５が開度制御される。即ち、駆動力に
余裕がある領域で運転されており、また運転者が他の動
作を行うべく例えばアクセルペダル４を操作してもそれ
に追従可能であるとして、絞り弁５の開度制御を行うよ
うにした。尚、ステップ８及びステップ９が絞り弁開度
制御手段の機能を奏する。In step 8, the maximum driving force FMAX calculated in step 6 is compared with the required driving force FNEED calculated in step 7. If it is determined that FMAX ≧ FNEED, the internal combustion engine 1 can output the required driving force FNEED while maintaining the current gear position G of the automatic transmission without performing the shift control according to the shift pattern map. Therefore, the process proceeds to step 9, where the throttle actuator 5 controls the opening of the throttle valve 5 by the throttle actuator 3. That is, the opening degree control of the throttle valve 5 is performed on the assumption that the driving is performed in a region where the driving force has a margin and that the driver can follow the operation even if the driver operates the accelerator pedal 4 to perform another operation. I did it. Steps 8 and 9 function as the throttle valve opening control means.
【００１９】ステップ８でFMAX＜FNEED と判断された場
合は、現状のギア位置Ｇで絞り弁５を全開として最大駆
動力FMAXを出力しても、必要駆動力FNEED を出力し得る
ことが不可能であるとして、ステップ10に進み、変速パ
ターンマップに従って変速制御を行う。即ち、前記ステ
ップ２及びステップ10の機能が変速制御手段に相当す
る。If it is determined in step 8 that FMAX <FNEED, the necessary driving force FNEED cannot be output even if the throttle valve 5 is fully opened at the current gear position G and the maximum driving force FMAX is output. Then, the process proceeds to step 10 and shift control is performed according to the shift pattern map. That is, the functions of steps 2 and 10 correspond to the shift control means.
【００２０】即ち、このようにすれば、運転条件として
の車速VSP と絞り弁開度θとに対応して設定された変速
パターンマップから自動変速ポイントを決定し、自動変
速機の変速を制御する際に、現在のギア位置Ｇで絞り弁
全開で出力し得る最大駆動力FMAXが変速された場合の必
要駆動力FNEED を上回っている場合には、変速制御がな
されず絞り弁５が開度制御されるので、ビジーシフトの
発生が回避され、運転性の向上に繋がるという効果があ
る。That is, in this manner, the automatic shift point is determined from the shift pattern map set corresponding to the vehicle speed VSP and the throttle valve opening θ as the operating conditions, and the shift of the automatic transmission is controlled. At this time, if the maximum driving force FMAX that can be output when the throttle valve is fully opened at the current gear position G exceeds the required driving force FNEED when the gear is shifted, the shift control is not performed and the throttle valve 5 is controlled to the opening degree. Therefore, the occurrence of a busy shift is avoided, leading to an improvement in drivability.
【００２１】尚、本実施例においては、駆動力の加重平
均CURFが所定値Ｆ以上の場合に車両の駆動力が比較的大
きい運転領域であるとしたが、車両の前後方向に作用す
る全加速度と走行加速度との差に基づいて走行路面の勾
配を検出し、検出された勾配が所定勾配以上の場合に駆
動力が比較的大きい運転領域であるとして、前記絞り弁
５の開度制御を行うようにしてもよい。In this embodiment, when the weighted average CURF of the driving force is equal to or larger than the predetermined value F, the driving range of the vehicle is relatively large. The gradient of the traveling road surface is detected based on the difference between the driving speed and the traveling acceleration, and when the detected gradient is equal to or more than a predetermined gradient, the opening degree control of the throttle valve 5 is performed on the assumption that the driving force is a relatively large operating region. You may do so.
【００２２】[0022]
【発明の効果】以上説明したように、本発明によると、
運転条件に対応して設定された変速パターンに基づいて
自動変速機を変速制御する車両用自動変速制御装置にお
いて、自動変速機のギア位置を現状に保持したまま絞り
弁開度増大によって出力しうる車両の最大駆動力が変速
制御がなされた場合の必要駆動力より大きい場合には、
変速制御を行わず絞り弁開度を増大する絞り弁開度制御
を行なうようにしたので、頻繁な変速が回避され、運転
性の向上が図れるという効果がある。As described above, according to the present invention,
In a vehicular automatic transmission control device that controls the speed of an automatic transmission based on a shift pattern set in accordance with an operating condition, an output can be output by increasing a throttle valve opening while keeping the gear position of the automatic transmission as it is. If the maximum driving force of the vehicle is larger than the required driving force when the shift control is performed,
Since the throttle valve opening control for increasing the throttle valve opening is performed without performing the shift control, frequent shifts can be avoided and the drivability can be improved.
【図１】本発明の構成を示すブロック図FIG. 1 is a block diagram showing the configuration of the present invention.
【図２】本発明の一実施例のシステム構成を示す図FIG. 2 is a diagram showing a system configuration according to an embodiment of the present invention;
【図３】同上実施例の制御を示すフローチャートFIG. 3 is a flowchart showing control of the embodiment.
【図４】ギア位置−最大駆動力特性を示す線図FIG. 4 is a diagram showing gear position-maximum driving force characteristics;
【図５】車速−絞り弁開度とに対応した変速パターンを
示す線図FIG. 5 is a diagram showing a shift pattern corresponding to vehicle speed-throttle valve opening;
【図６】車速−走行抵抗を示す走行性能線図FIG. 6 is a traveling performance diagram showing vehicle speed versus traveling resistance.
１ 内燃機関 ３ スロットルアクチュエータ ４ アクセルペダル ５ 絞り弁 ６ スロットルセンサ ７ 自動変速機 ９ トルクセンサ 11 車速センサ 13 コントロールユニット Reference Signs List 1 internal combustion engine 3 throttle actuator 4 accelerator pedal 5 throttle valve 6 throttle sensor 7 automatic transmission 9 torque sensor 11 vehicle speed sensor 13 control unit
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平４−145257（ＪＰ，Ａ) 特開 平３−74676（ＪＰ，Ａ) 特開 平２−138560（ＪＰ，Ａ) 特開 昭62−231824（ＪＰ，Ａ) 特開 昭63−240437（ＪＰ，Ａ) 特許2517918（ＪＰ，Ｂ２) (58)調査した分野(Int.Cl.6，ＤＢ名) B60K 41/00 - 41/28 F02D 29/00 - 29/06 F02D 41/00 - 41/40 F16H 59/00 - 63/48 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-145257 (JP, A) JP-A-3-74676 (JP, A) JP-A-2-138560 (JP, A) JP-A-62-162 231824 (JP, A) JP-A-63-240437 (JP, A) Patent 2517918 (JP, B2) (58) Fields investigated (Int. Cl. 6 , DB name) B60K 41/00-41/28 F02D 29 / 00-29/06 F02D 41/00-41/40 F16H 59/00-63/48
Claims (2)
ンに基づいて自動変速機を変速制御する変速制御手段
と、アクセルとは独立して開度制御される絞り弁と、を
有する車両用自動変速制御装置において、自動変速機の
ギア位置を現状に保持したまま絞り弁開度増大によって
出力しうる車両の最大駆動力を演算する最大駆動力演算
手段と、変速制御手段により変速制御がなされた場合の
必要駆動力を算出する必要駆動力算出手段と、所定の運
転領域のもとで前記最大駆動力が前記必要駆動力より大
きい場合に前記変速制御を行わず絞り弁開度を増大して
必要駆動力を得るように制御する絞り弁開度制御手段
と、を備えたことを特徴とする車両用自動変速制御装
置。1. A vehicle comprising: a shift control means for controlling a shift of an automatic transmission based on a shift pattern set according to an operating condition; and a throttle valve having an opening controlled independently of an accelerator. In the automatic transmission control device, the shift control is performed by a maximum driving force calculating unit that calculates a maximum driving force of the vehicle that can be output by increasing the throttle valve opening while maintaining the gear position of the automatic transmission at the current state, and a shift control unit. A required driving force calculating means for calculating a required driving force in a case where the maximum driving force is larger than the required driving force under a predetermined operating region, and the throttle valve opening is increased without performing the shift control. And a throttle valve opening control means for performing control to obtain a required driving force by using the automatic transmission control device for a vehicle.
転領域が、車両の駆動力が比較的大きい運転領域である
請求項１記載の車両用自動変速制御装置。2. The automatic transmission control device for a vehicle according to claim 1, wherein the predetermined operation region in the throttle valve opening control means is an operation region in which the driving force of the vehicle is relatively large.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3001657A JP2929396B2 (en) | 1991-01-10 | 1991-01-10 | Automatic transmission control device for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3001657A JP2929396B2 (en) | 1991-01-10 | 1991-01-10 | Automatic transmission control device for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04238746A JPH04238746A (en) | 1992-08-26 |
| JP2929396B2 true JP2929396B2 (en) | 1999-08-03 |
Family
ID=11507591
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3001657A Expired - Fee Related JP2929396B2 (en) | 1991-01-10 | 1991-01-10 | Automatic transmission control device for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2929396B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE112008003259T5 (en) | 2007-11-09 | 2010-09-23 | Toyota Jidosha Kabushiki Kaisha, Toyota-shi | A vehicle driving force control device |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4380742B2 (en) | 2007-07-10 | 2009-12-09 | トヨタ自動車株式会社 | Control device and control method for automatic transmission |
| BRPI0908126A8 (en) | 2008-02-28 | 2016-08-09 | Knorr Bremse Systeme Für Nutzfahrzeuge Gmbh De | process and device for controlling output torque from an automated gearbox to an internal combustion engine |
-
1991
- 1991-01-10 JP JP3001657A patent/JP2929396B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE112008003259T5 (en) | 2007-11-09 | 2010-09-23 | Toyota Jidosha Kabushiki Kaisha, Toyota-shi | A vehicle driving force control device |
| US8409056B2 (en) | 2007-11-09 | 2013-04-02 | Toyota Jidosha Kabushiki Kaisha | Vehicle driving force control device |
| DE112008003259B4 (en) | 2007-11-09 | 2019-10-17 | Toyota Jidosha Kabushiki Kaisha | A vehicle driving force control device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH04238746A (en) | 1992-08-26 |
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