WO2011114425A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2011114425A1 WO2011114425A1 PCT/JP2010/054346 JP2010054346W WO2011114425A1 WO 2011114425 A1 WO2011114425 A1 WO 2011114425A1 JP 2010054346 W JP2010054346 W JP 2010054346W WO 2011114425 A1 WO2011114425 A1 WO 2011114425A1
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- Prior art keywords
- gear
- switching
- vehicle
- gear stage
- initial
- Prior art date
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Images
Classifications
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- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
- B60W10/115—Stepped gearings with planetary gears
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0062—Adapting control system settings
- B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
- B60W2050/0095—Automatic control mode change
- B60W2050/0096—Control during transition between modes
Definitions
- the present invention relates to a vehicle equipped with a driving source for traveling such as an internal combustion engine (hereinafter also referred to as an engine) and an automatic transmission provided in a driving force transmission path between the driving source and driving wheels.
- a driving source for traveling such as an internal combustion engine (hereinafter also referred to as an engine)
- an automatic transmission provided in a driving force transmission path between the driving source and driving wheels.
- the present invention relates to a control device. More particularly, the present invention relates to a vehicle control device capable of switching between an automatic transmission mode for shifting an automatic transmission according to a vehicle running state and a manual transmission mode for shifting an automatic transmission according to a driver's operation.
- the gear ratio between the engine and the drive wheel is automatically set optimally as a transmission that properly transmits the torque and rotation speed generated by the engine to the drive wheel according to the running state of the vehicle.
- Automatic transmissions are known.
- an automatic transmission mounted on a vehicle for example, a stepped automatic transmission that sets a plurality of gear stages having different gear ratios using a friction engagement element such as a clutch and a brake and a planetary gear device, And a belt-type continuously variable transmission (CVT) that continuously adjusts the gear ratio.
- a friction engagement element such as a clutch and a brake and a planetary gear device
- a belt-type continuously variable transmission CVT
- a vehicle equipped with a stepped automatic transmission has shift lines (upshift lines and downshift lines) for obtaining an optimum gear stage according to the vehicle speed and the accelerator opening (or throttle opening).
- a shift map is stored in an ECU (Electronic Control Unit) or the like, a target gear stage is calculated by referring to the shift map based on the vehicle speed and the accelerator opening, and a friction engagement element is calculated based on the target gear stage.
- the gear stage is automatically set by engaging or releasing a certain clutch, brake, one-way clutch or the like in a predetermined state.
- a shift lever operated by a driver In a vehicle equipped with a stepped automatic transmission, a shift lever operated by a driver (user) is provided, and by operating the shift lever, the shift position of the automatic transmission can be changed, for example, It is possible to switch to P position (parking range), R position (reverse range), N position (neutral range), D position (drive range), and the like.
- P position parking range
- R position reverse range
- N position neutral range
- D position drive range
- automatic transmissions capable of selecting a manual transmission mode have also been put into practical use, and a gear of an automatic transmission can be operated by a driver operating a shift lever, a manual operation switch (for example, a paddle switch), or the like. It is also possible to arbitrarily switch the speed (shift speed) (see, for example, Patent Documents 1 and 2).
- the driving force characteristics under the same conditions are set in the automatic transmission mode and the manual transmission mode.
- a sporty run with a direct feeling is enabled in the manual shift mode.
- the gear stage (speed ratio) selected in the automatic shift mode (D range) immediately before the shift mode switching operation is performed. Is the initial gear stage (initial gear ratio) of the manual transmission mode (M range) on the transmission mode switching side (conventional control). Further, when switching from the manual shift mode (M range) to the automatic shift mode (D range), the shift map (for example, the initial gear ratio) of the automatic shift mode (D range) on the shift mode switching side is described. (See FIG. 8).
- the initial gear stage of the automatic shift mode on the shift mode switching side is determined based on the shift line of the shift map described above, so the vehicle speed and accelerator opening
- the initial gear stage in the automatic transmission mode when the transmission mode is switched may be the same as the gear stage selected in the manual transmission mode before the switching. In such a case, only the driving force of the vehicle increases. It may become the situation to do. For example, in the shift map as shown in FIG. 8, when the vehicle speed is 40 [km / h] and the accelerator opening is 40 [%], when the fifth speed is selected in the manual shift mode, the manual shift is performed.
- the gear stage in which the driving force accompanying the transmission mode switching does not change in the increasing direction is the initial gear stage (M range).
- the initial gear stage may be selected. In such a situation, the driver may feel uncomfortable. Even when switching from the manual shift mode to the automatic shift mode, the change direction (increase / decrease) of the driving force accompanying the shift mode switching may not match the driver's feeling.
- the present invention has been made in view of such circumstances, and in a vehicle control device capable of selecting an automatic transmission mode and a manual transmission mode, at the time of switching the transmission mode from automatic to manual, or from manual It is an object of the present invention to realize a control that does not give the driver a sense of incongruity when switching the shift mode to automatic.
- the solution principle of the present invention taken in order to achieve the above object is that the vehicle control device capable of selecting the automatic transmission mode and the manual transmission mode, when switching the transmission mode from automatic to manual, or When changing the shifting mode from manual to automatic, the amount of change in driving force accompanying the switching of the shifting mode is reduced, and the direction of change in driving force accompanying changing the shifting mode is determined by the driver's intention / sense
- the driver is prevented from feeling uncomfortable at the time of shifting mode switching.
- the control device is applied to a vehicle on which a driving source (for example, an engine) for driving and an automatic transmission are mounted, and an automatic transmission mode for shifting the automatic transmission according to a vehicle running state;
- the manual transmission mode for shifting the automatic transmission can be switched in accordance with the operation of the driver, and the driving force characteristic is changed by controlling the output torque of the driving source when the transmission mode is switched.
- a vehicle control device In such a vehicle control device, an initial gear stage or an initial gear ratio when switching from the automatic transmission mode to the manual transmission mode, or an initial gear stage or initial stage when switching from the manual transmission mode to the automatic transmission mode.
- the speed ratio a technical feature is to select a gear stage or speed ratio with a small amount of change in the driving force of the vehicle accompanying the shift mode switching.
- the driving force step accompanying the transmission mode switching is reduced, so that the driver feels uncomfortable. You can avoid giving.
- a control device applied to a vehicle on which a driving source (for example, an engine) for driving and an automatic transmission are mounted, and the automatic transmission is shifted according to a vehicle running state. It is possible to switch between an automatic transmission mode for switching and a manual transmission mode for shifting the automatic transmission in accordance with the operation of the driver, and controlling the output torque of the drive source when switching the transmission mode.
- a vehicle control device that changes force characteristics, an initial gear stage or initial gear ratio when switching from the automatic transmission mode to the manual transmission mode, or an initial gear stage or initial stage when switching from the manual transmission mode to the automatic transmission mode
- a configuration in which a gear stage or a gear ratio is selected in consideration of the change direction of the driving force of the vehicle accompanying the gear change mode switching. It can be.
- the initial gear stage or the initial value at the time of the transmission mode switching is reflected to reflect the driver's intention and feeling.
- a gear ratio can be selected. Specific examples thereof will be described below.
- the initial gear ratio or the initial gear ratio in the manual shift mode is set. Is selected from among the selection candidate gear stages or selection candidate gear ratios that can be selected at the time of switching to the manual gear shift mode, the gear stage or gear ratio at which the driving force accompanying the shift mode switching changes in the increasing direction. More specifically, a gear stage or a gear ratio with the smallest amount of increase in driving force associated with the shift mode switching is selected as the initial gear stage or the initial gear ratio from among the selection candidate gear stages or the selection candidate gear ratios.
- the driving force is increased compared to the automatic transmission mode, but the driver's intention at the time of the transmission mode switching is accelerated. Since this is an intention and the driving force is reflected reflecting the intention of the driver, the driver can be prevented from feeling uncomfortable.
- the initial gear stage or the initial gear ratio in the manual shift mode is determined.
- a gear stage or a gear ratio with the smallest reduction amount due to the shift mode switching is selected as the initial gear stage or the initial gear ratio from among the selection candidate gear stages or the selection candidate gear ratios.
- the driving force is reduced compared to the automatic transmission mode, but the driver's intention when switching to the transmission mode is reduced. This is an intention, and the driving force is reduced reflecting the intention of the driver, so that the driver can be prevented from feeling uncomfortable.
- the means for determining the intention of the driver based on the accelerator opening recognized by the accelerator opening recognizing means (for example, an accelerator opening sensor) for recognizing the opening of the accelerator pedal.
- the accelerator opening recognizing means for example, an accelerator opening sensor
- a configuration in which the driver's intention to accelerate or decelerate is determined can be given. Further, it may be determined whether or not the driver intends to accelerate or decelerate based on the change amount of the accelerator opening, or based on the change amount of the accelerator opening and the accelerator opening, You may make it determine the presence or absence of the intention of acceleration or the deceleration.
- selection candidates that can be selected when switching to the automatic shift mode
- the gear speed or speed ratio at which the output speed (for example, engine speed) of the drive source changes in the increasing direction is selected as the initial gear speed or initial speed ratio in the automatic speed change mode.
- the gear stage or gear ratio with the smallest increase in the output speed of the drive source is selected as the initial gear stage or initial gear ratio.
- the driving force increases as compared with the manual transmission mode, but as the driving force increases, the drive source Since the output rotational speed (engine rotational speed) also increases, it is possible to perform a shift mode switching process that matches the driver's feeling (the driving force increases as the engine rotational speed increases). This can prevent the driver from feeling uncomfortable.
- selection candidates that can be selected when switching to the automatic shift mode Of the gear speeds or selection candidate gear ratios, the gear speed or gear ratio at which the output speed (for example, engine speed) of the drive source changes in the decreasing direction is selected as the initial gear speed or initial speed ratio in the automatic gear shift mode.
- the gear stage or gear ratio with the smallest reduction amount of the output speed of the drive source is selected as the initial gear stage or the initial gear ratio.
- the driving force is reduced as compared with the manual transmission mode, but as the driving force decreases, the drive source Since the output rotational speed (engine rotational speed) also decreases, it is possible to perform a shift mode switching process that matches the driver's feeling (decreasing the driving force due to the decrease in the engine rotational speed). This can prevent the driver from feeling uncomfortable.
- the selection that can be selected when switching to the automatic shift mode Of the candidate gear stages or selected candidate gear ratios the gear stage or gear ratio with the smallest amount of change in driving force is selected as the initial gear stage or initial gear ratio in the automatic transmission mode.
- Employing such a selection process can suppress a driving force step associated with switching from the automatic transmission mode to the manual transmission mode, so that the driver does not feel uncomfortable.
- the automatic transmission mounted on the automatic transmission includes a stepped gear that establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of friction engagement elements. It may be a transmission or a continuously variable transmission that continuously changes the gear ratio.
- the amount of change in driving force associated with the transmission mode switching is reduced.
- the initial gear stage or the initial gear ratio at the time of the shift mode switching is selected so that the change direction of the driving force accompanying the shift mode switching matches the intention / sense of the driver, It is possible to suppress the driver from feeling uncomfortable.
- FIG. 2 is a diagram illustrating a schematic configuration diagram of an engine, a torque converter, and an automatic transmission applied to the vehicle of FIG. 1 and a schematic configuration diagram of a control system.
- 4 is an operation table of the automatic transmission shown in FIG. 3.
- It is a figure which writes and shows the principal part perspective view (a) of a shift operation apparatus, and the shift gate (b) of a shift operation apparatus.
- It is a figure which shows the steering wheel provided with the upshift switch and the downshift switch.
- FIG. 12 is a flowchart illustrating another example of processing for selecting an initial gear position in the automatic transmission mode when the transmission mode is switched from manual to automatic.
- It is a schematic block diagram which shows the other example of the vehicle to which this invention is applied. It is a figure which shows an example of the map used for the shift control of a belt-type continuously variable transmission. It is a figure which shows the example in case the level
- FIG. 1 is a schematic configuration diagram showing an example of a vehicle to which the present invention is applied.
- the vehicle in this example is an FR (front engine / rear drive) type vehicle, and includes an engine 1, an automatic transmission 3 having a torque converter 2, an ECU 100, and the like, according to a program executed by the ECU 100.
- the vehicle control apparatus of the present invention is realized. Each part of the engine 1, the torque converter 2, the automatic transmission 3, the ECU 100, and the like will be described below.
- the engine 1 is, for example, a four-cylinder gasoline engine. As shown in FIG. 2, a piston 1b that reciprocates in the vertical direction is provided in a cylinder block 1a that constitutes each cylinder. The piston 1b is connected to the crankshaft 11 via a connecting rod 17, and the reciprocating motion of the piston 1b is converted into rotation of the crankshaft 11 by the connecting rod 17. The crankshaft 11 is connected to the input shaft of the torque converter 2.
- Rotational speed of the crankshaft 11 is detected by the engine rotational speed sensor 201.
- the engine speed sensor 201 is, for example, an electromagnetic pickup, and generates a pulsed signal (output pulse) corresponding to the protrusion 18a of the signal rotor 18 when the crankshaft 11 rotates.
- a water temperature sensor 207 for detecting the engine water temperature (cooling water temperature) is disposed in the cylinder block 1a of the engine 1.
- a spark plug 15 is disposed in the combustion chamber 1 c of the engine 1. The ignition timing of the spark plug 15 is adjusted by the igniter 16. The igniter 16 is controlled by the ECU 100.
- An intake passage 1d and an exhaust passage 1e are connected to the combustion chamber 1c of the engine 1.
- An intake valve 1f is provided between the intake passage 1d and the combustion chamber 1c. By opening and closing the intake valve 1f, the intake passage 1d and the combustion chamber 1c are communicated or blocked.
- an exhaust valve 1g is provided between the combustion chamber 1c and the exhaust passage 1e, and the combustion chamber 1c and the exhaust passage 1e are communicated or blocked by opening and closing the exhaust valve 1g.
- the intake valve 1f and the exhaust valve 1g are opened and closed by the rotation of the intake camshaft and the exhaust camshaft to which the rotation of the crankshaft 11 is transmitted.
- a hot-wire air flow meter (intake air amount sensor) 208 In the intake passage 1d, a hot-wire air flow meter (intake air amount sensor) 208, an intake air temperature sensor 209 (built in the air flow meter 208), and an electronically controlled throttle valve 12 for adjusting the intake air amount of the engine 1 are provided. Is arranged.
- the throttle valve 12 is driven by a throttle motor 13.
- the throttle valve 12 can electronically control the throttle opening independently of the driver's accelerator pedal operation, and the opening (throttle opening) is detected by the throttle opening sensor 202.
- the throttle motor 13 is driven and controlled by the ECU 100.
- the optimum intake air amount (target intake air amount) according to the operating state of the engine 1 such as the engine speed detected by the engine speed sensor 201 and the accelerator pedal depression amount (accelerator opening) of the driver. Is controlled so that the throttle opening of the throttle valve 12 is obtained. More specifically, the actual throttle opening of the throttle valve 12 is detected using the throttle opening sensor 202, and the actual throttle opening matches the throttle opening (target throttle opening) at which the target intake air amount can be obtained. Thus, the throttle motor 13 of the throttle valve 12 is feedback-controlled.
- an injector (fuel injection valve) 14 for fuel injection is disposed in the intake passage 1d.
- Fuel of a predetermined pressure is supplied from the fuel tank to the injector 14 by a fuel pump, and the fuel is injected into the intake passage 1d.
- This injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 1 c of the engine 1.
- the air-fuel mixture (fuel + air) introduced into the combustion chamber 1c is ignited by the spark plug 15 and combusted and exploded.
- the piston 1b reciprocates due to combustion / explosion of the air-fuel mixture in the combustion chamber 1c, and the crankshaft 11 rotates.
- the operating state of the engine 1 is controlled by the ECU 100.
- the torque converter 2 includes a pump impeller 21 on the input shaft side, a turbine runner 22 on the output shaft side, a stator 23 that exhibits a torque amplification function, and a one-way clutch 24. Between the turbine runner 22 and the turbine runner 22 via a fluid (hydraulic oil).
- a fluid hydroaulic oil
- the torque converter 2 is provided with a lockup clutch 25 that directly connects the input side and the output side.
- the lockup clutch 25 When the lockup clutch 25 is completely engaged, the pump impeller 21 and the turbine runner 22 are integrated. Rotate. Further, by engaging the lockup clutch 25 in a predetermined slip state, the turbine runner 22 rotates following the pump impeller 21 with a predetermined slip amount during driving.
- the torque converter 2 and the automatic transmission 3 are connected by a rotating shaft.
- the turbine speed of the torque converter 2 is detected by a turbine speed sensor 203. Engagement or release of the lock-up clutch 25 of the torque converter 2 is controlled by the hydraulic control circuit 300 and the ECU 100.
- the automatic transmission 3 includes a first planetary gear device 31 of a double pinion type, a second planetary gear device 32 of a single pinion type, and a third planetary gear device 33 of a single pinion type. It is a planetary gear type transmission.
- the power output from the output shaft 34 of the automatic transmission 3 is transmitted to drive wheels via a propeller shaft, a differential gear, a drive shaft, and the like.
- the sun gear S1 of the first planetary gear unit 31 of the automatic transmission 3 is selectively connected to the input shaft 30 via the clutch C3.
- the sun gear S1 is selectively coupled to the housing via the one-way clutch F2 and the brake B3, and is prevented from rotating in the reverse direction (the direction opposite to the rotation of the input shaft 30).
- the carrier CA1 of the first planetary gear unit 31 is selectively connected to the housing via the brake B1, and is always prevented from rotating in the reverse direction by the one-way clutch F1 provided in parallel with the brake B1.
- the ring gear R1 of the first planetary gear device 31 is integrally connected to the ring gear R2 of the second planetary gear device 32, and is selectively connected to the housing via the brake B2.
- the sun gear S2 of the second planetary gear device 32 is integrally connected to the sun gear S3 of the third planetary gear device 33, and is selectively connected to the input shaft 30 via the clutch C4.
- the sun gear S2 is selectively connected to the input shaft 30 via the one-way clutch F0 and the clutch C1, and is prevented from rotating in the opposite direction relative to the input shaft 30.
- the carrier CA2 of the second planetary gear device 32 is integrally connected to the ring gear R3 of the third planetary gear device 33, is selectively connected to the input shaft 30 via the clutch C2, and via the brake B4. And selectively coupled to the housing.
- the carrier CA2 is always prevented from rotating in the reverse direction by the one-way clutch F3 provided in parallel with the brake B4.
- the carrier CA3 of the third planetary gear device 33 is integrally connected to the output shaft 34.
- the rotational speed of the output shaft 34 of the automatic transmission 3 is detected by an output rotational speed sensor 204.
- FIG. 4 shows the engagement / release state of the clutches C1 to C4, the brakes B1 to B4, and the one-way clutches F0 to F3 of the automatic transmission 3 described above.
- “ ⁇ ” represents “engaged”, and “blank” represents “released”. Further, “ ⁇ ” represents “engagement during engine braking”, and “ ⁇ ” represents “engagement not related to power transmission”.
- the clutches C1 to C4, the brakes B1 to B4, and the one-way clutches F0 to F3, which are friction engagement elements, are engaged or released in a predetermined state.
- the gear stage (speed ratio) is set.
- Engagement or disengagement of the clutches C1 to C4 and the brakes B1 to B4 is controlled by the hydraulic control circuit 300 and the ECU 100 (see FIGS. 1 and 2).
- a shift device 5 as shown in FIG. 5 is arranged near the driver's seat of the vehicle.
- the shift device 51 is provided with a shift lever 51 so that it can be displaced.
- a P (parking) range, an R (reverse) range, an N (neutral) range, and a D (drive) range are set, and the driver moves the shift lever to a desired range position. 51 can be displaced.
- Each position of the P range, R range, N range, and M range (including the upshift (+) position and downshift position ( ⁇ ) position of the following M range) is determined by the shift position sensor 206 (see FIG. 7). Detected.
- An output signal of the shift position sensor 206 is input to the ECU 100.
- the ECU 100 determines whether the automatic shift mode or the manual shift mode is selected based on an output signal of the shift position sensor 206 and an operation signal of an upshift switch 511 and a downshift switch 512 described later. can do.
- the P range and N range are non-traveling ranges that are selected when the vehicle is not traveling
- the R range and D range are traveling ranges that are selected when the vehicle is traveling.
- an automatic transmission mode for automatically shifting the automatic transmission 3 according to the driving state of the vehicle is set, and a plurality of forward gears (sixth forward speed) of the automatic transmission 3 are automatically set. Shift control is performed.
- the automatic transmission 3 is switched to the reverse gear.
- the shift operation device 5 is provided with an M (manual) range 52, and when the shift lever 51 is operated to the M range 52, a manual shift operation is performed.
- a manual shift mode (sequential mode) is set.
- the gear stage is increased by one stage for each operation to the upshift (+) (for example, 1st ⁇ 2nd ⁇ ... ⁇ 6th).
- the gear stage is lowered by one stage (for example, 6th ⁇ 5th ⁇ ... ⁇ 1st).
- an upshift switch 511 and a downshift switch 512 are provided on a steering wheel 500 disposed in front of the driver's seat of the vehicle.
- the upshift switch 511 and the downshift switch 512 are, for example, paddle switches (momentary switches (automatic return type switches)), and operation signals of the upshift switch 511 and the downshift switch 512 are input to the ECU 100.
- the automatic shift mode is set when the shift lever 51 is operated to the D range position, and the shift map is set as described later when the automatic shift mode is set.
- the gear stage of the stepped automatic transmission 3 is selected according to (see FIG. 8), and the automatic transmission operation is performed. Further, when the shift switches 511 and 512 are operated in such a state of the automatic transmission mode, the mode is switched to the manual transmission mode. Further, the manual shift mode is also switched when the shift lever 51 is operated to the M range 52.
- switching from the manual shift mode to the automatic shift mode is performed, for example, according to the operation of the shift lever 51 to the D range position.
- the state in which the shift switches 511 and 512 are not operated continues for a predetermined time or the amount of depression of the accelerator pedal 11 is increased, and the “return condition to the automatic shift mode” is established. Then, the automatic shift operation according to the shift map (see FIG. 8) is restored.
- the driving force characteristics under the same conditions are different between the automatic transmission mode and the manual transmission mode.
- the output torque of the engine 1 is controlled to change the driving force characteristics.
- the ECU 100 includes a CPU 101, a ROM 102, a RAM 103, a backup RAM 104, and the like.
- the ROM 102 stores various programs including a program for executing a shift control for setting the gear stage of the automatic transmission 3 in accordance with the vehicle running state, in addition to the control related to the basic driving of the vehicle. . Specific contents of this shift control will be described later.
- the CPU 101 executes arithmetic processing based on various control programs and maps stored in the ROM 102.
- the RAM 103 is a memory that temporarily stores calculation results of the CPU 101, data input from each sensor, and the like.
- the backup RAM 104 is a non-volatile memory that stores data to be saved when the engine 1 is stopped. is there.
- the CPU 101, ROM 102, RAM 103, and backup RAM 104 are connected to each other via a bus 107 and are connected to an input interface 105 and an output interface 106.
- the input interface 105 includes an engine speed sensor 201, a throttle opening sensor 202, a turbine speed sensor 203, an output speed sensor 204, an accelerator opening sensor 205 that detects the opening of the accelerator pedal 4, a shift position sensor 206, A water temperature sensor 207, an air flow meter 208, an intake air temperature sensor 209, a vehicle speed sensor 210 for detecting the speed of the vehicle, an upshift switch 511, a downshift switch 512, and the like are connected.
- a signal is input to the ECU 100.
- the output interface 106 is connected to the throttle motor 13 of the throttle valve 12, the injector 14, the igniter 16 of the spark plug 15, the hydraulic control circuit 300, and the like.
- the ECU 100 includes opening control of the throttle valve 12 of the engine 1, ignition timing control (drive control of the igniter 16), fuel injection amount control (opening / closing control of the injector 14) and the like based on the output signals of the various sensors described above. Various controls of the engine 1 are executed.
- the ECU 100 outputs a solenoid control signal (hydraulic instruction signal) for setting the gear stage of the automatic transmission 3 to the hydraulic control circuit 300.
- a solenoid control signal (hydraulic instruction signal) for setting the gear stage of the automatic transmission 3 to the hydraulic control circuit 300.
- the excitation / non-excitation of the linear solenoid valve and the ON-OFF solenoid valve of the hydraulic control circuit 300 is controlled to constitute a predetermined shift gear stage (1st to 6th speeds).
- the clutches C1 to C4, the brakes B1 to B4, the one-way clutches F0 to F3, etc. of the automatic transmission 3 are engaged or released in a predetermined state.
- the ECU 100 outputs a lockup clutch control signal (hydraulic instruction signal) to the hydraulic control circuit 300. Based on the lock-up clutch control signal, the lock-up control valve of the hydraulic control circuit 300 is controlled, and the lock-up clutch 25 of the torque converter 2 is engaged, half-engaged or released.
- a lockup clutch control signal hydraulic instruction signal
- [shift control], [lock-up control], [control when switching the shift mode from automatic to manual], and [control when switching the shift mode from manual to automatic] are executed by the ECU 100 described above. This will be described below.
- the shift map shown in FIG. 8 uses a vehicle speed and an accelerator opening as parameters, and a plurality of regions for determining an appropriate gear stage (a gear stage that provides optimum fuel consumption) is set according to the vehicle speed and the accelerator opening.
- This map is stored in the ROM 102 of the ECU 100.
- Each region of the shift map is partitioned by a plurality of shift lines (gear stage switching lines).
- the upshift line (shift line) is indicated by a solid line
- the downshift line (shift line) is indicated by a broken line
- the switching directions of the upshift and downshift are shown in the figure. Are shown using numbers and arrows.
- the ECU 100 calculates the vehicle speed from the output signal of the vehicle speed sensor 210, calculates the accelerator opening from the output signal of the accelerator opening sensor 205, and refers to the shift map of FIG. 8 based on the vehicle speed and the accelerator opening.
- a target gear stage is calculated, and the target gear stage is compared with the current gear stage to determine whether or not a speed change operation is necessary.
- a solenoid control signal (hydraulic instruction) is used to maintain the current gear stage. Signal) to the hydraulic control circuit 300.
- the shift control is performed.
- the driving state of the vehicle changes from a state where the gear stage of the automatic transmission 3 is in the “5-speed” state, for example, changes from a point Xa to a point Xb shown in FIG. Since the change occurs across the shift line [5 ⁇ 4], the target gear stage calculated from the shift map is “fourth speed”, and the solenoid control signal (hydraulic instruction signal) for setting the fourth gear stage is hydraulically controlled.
- the vehicle speed may be calculated from the output signal of the output rotation speed sensor 204.
- a solenoid control signal (hydraulic instruction signal) is output to the hydraulic control circuit 300 to set the gear stage of the automatic transmission 3.
- the ECU 100 Based on the vehicle speed and the accelerator opening obtained from the output signals of the vehicle speed sensor 210 and the accelerator opening sensor 205, the ECU 100 divides a known engagement map (engagement area, release area, slip state by switching lines). The lockup clutch 25 is engaged or released with reference to the map).
- the lockup clutch 25 when the lockup clutch 25 is in the disengaged state, the vehicle speed changes to the high vehicle speed side, or the accelerator opening changes to the low accelerator opening, and the lockup on line of the engagement map Is engaged, the lockup clutch 25 is engaged. On the other hand, when the lockup clutch 25 is in the engaged state, the vehicle speed changes to the low vehicle speed side, or the accelerator opening changes to the high accelerator opening side, crossing the lockup OFF line of the engagement map. In the event of a failure, the lockup clutch 25 is released. Further, when in the slip region of the engagement map, the lockup clutch 25 is brought into a slip state (half-engaged state).
- FIG. 9 is a flowchart illustrating an example of an initial gear stage selection process when switching from the automatic transmission mode to the manual transmission mode (when switching from D to M).
- the control routine of FIG. 9 is repeatedly executed in the ECU 100 at predetermined intervals (for example, about several milliseconds to several tens of milliseconds).
- step ST101 the current driving force of the vehicle (the generated driving force generated by the driving wheels) is calculated. Specifically, (1) the engine speed and the intake air amount are read from the output signals of the engine speed sensor 201 and the air flow meter 208, and a known map or the like is referred to based on the engine speed and the intake air amount. Then, the output torque of the engine 1 is calculated. (2) The driving force of the vehicle based on the calculated output torque of the engine 1, the gear ratio of the current gear stage of the automatic transmission 3 (the gear ratio of the current gear stage in the D range), the driving wheel diameter, and the like. (Hereinafter also referred to as “generated drive force”).
- step ST102 there is a request for switching from the automatic shift mode to the manual shift mode (D ⁇ M switch request) based on the output signal of the shift position sensor 206 and the operation signals of the upshift switch 511 and the downshift switch 512. If the determination result is negative (NO), the process returns. When the determination result in step ST102 is affirmative (YES) (when D ⁇ M switching is requested), the process proceeds to step ST103.
- step ST103 the generated driving force Fd at the gear position in the automatic transmission mode (D range gear stage) at the time of switching from the automatic transmission mode to the manual transmission mode (D ⁇ M switching) is collected. That is, the current (latest) generated driving force Fd calculated in step ST101 is collected.
- step ST104 the difference between the generated driving force (see FIG. 10) at each gear stage in the M range and the generated driving force Fd collected in step ST103 is obtained, and the gear stage having the smallest absolute value of the driving force difference ( Select the gear position in the M range. Then, the gear ratio selected in this way is set as the initial gear position of the manual shift mode (M range) when the shift mode is switched (step ST105).
- FIG. 10A shows a driving force characteristic in the automatic transmission mode (D range) and a driving force characteristic in the manual transmission mode (M range) at a vehicle speed of 40 [km / h].
- FIG. 10B shows a gear stage that may be selected in the automatic transmission mode (D range) at a vehicle speed of 40 [km / h].
- the selectable gear stages are set based on the shift map (shift line) in FIG.
- the third speed is selected in the automatic transmission mode (D range) when the vehicle is traveling at a vehicle speed of 40 km / h and the accelerator opening is 40%.
- the automatic transmission mode is switched to the manual transmission mode (M range)
- the gear stage selected in the automatic transmission mode immediately before the transmission mode switching operation is set as the initial gear stage of the manual transmission mode.
- the 3rd speed (M-3th speed) is also selected for the initial gear position in the manual transmission mode on the shift mode switching side. For this reason, the driving force accompanying the shift mode switching from automatic to manual increases, and the driver may feel uncomfortable due to the driving force step.
- the third speed is selected in the automatic transmission mode (D range).
- the gear stage having the smallest absolute value of the difference between the current generated driving force Fd described above and the generated driving force of each gear stage in the M range when the transmission mode is switched That is, [M-4th speed] is selected as the initial gear position of the manual transmission mode (M range) (processing of steps ST101 to ST105 in FIG. 9).
- FIG. 10 (a) there is almost no difference in driving force associated with switching of the shift mode from the automatic shift mode to the manual shift mode, so that the driver does not feel uncomfortable. Can be.
- the fourth speed is selected in the automatic transmission mode (D range) (the driving point in the D range is Pb). If the driver intends to accelerate when switching from the automatic transmission mode (D range) to the manual transmission mode (M range) in this state, the amount of change in the driving force associated with the switching of the transmission mode increases. Select the gear (M range gear).
- [M-3 speed], [M-2 speed], and [M-1 speed] change the [M-3 speed], which is the gear stage with the smallest amount of change in the generated driving force, when changing the shift mode.
- the driving force is increased compared to the automatic shift mode, but the driver's intention at the time of switching the shift mode is the acceleration intention, and the driver's intention Therefore, it is possible to suppress the driver from feeling uncomfortable.
- the accelerator opening (accelerator pedal depression amount) obtained from the output signal of the accelerator opening sensor 205 is compared with a predetermined determination threshold value, and the accelerator is opened.
- the determination threshold value for determining the intention to accelerate is, for example, a value for determining whether or not the acceleration operation is positively performed as compared with steady traveling or normal traveling on a flat road. It is sufficient to set a value empirically obtained in advance through experiments and simulations.
- the determination threshold may be set to a value empirically obtained in advance through experiments, simulations, or the like.
- the presence / absence of the driver's intention to accelerate may be determined using both the accelerator opening and the amount of change in the accelerator opening.
- the gear stage with the smallest amount of change (increase) in the driving force is selected from the selection candidate gear stages in the manual transmission mode (M range).
- the gear stage on the side where the change amount of the drive force becomes large is selected as the initial gear stage of the manual shift mode when the shift mode is switched. You may do it.
- gear stage when there is only one gear stage (M range gear stage) in which the amount of change in driving force accompanying switching of the shift mode from automatic to manual is increased, that gear stage is set to the initial stage of the manual transmission mode. Gear stage.
- the third speed is selected in the automatic transmission mode (D range) (the driving point in the D range is Pc ),
- the driver intends to decelerate when switching from the automatic transmission mode (D range) to the manual transmission mode (M range) the amount of change in driving force associated with the switching of the transmission mode decreases.
- the driving force is reduced compared to the automatic shift mode, but the driver's intention at the time of switching the shift mode is the deceleration intention, and the driver's intention Therefore, it is possible to suppress the driver from feeling uncomfortable.
- the accelerator opening (the amount of return of the accelerator pedal (negative value)) obtained from the output signal of the accelerator opening sensor 205 and a predetermined determination threshold value (Negative value) is compared, it is determined that there is an intention to decelerate when the accelerator opening is smaller than the determination threshold, and when the accelerator opening is equal to or greater than the determination threshold (negative value) It is determined that there is no intention.
- the determination threshold value for determining the intention to decelerate is, for example, a value for determining whether or not the decelerating operation has been actively performed as compared to steady traveling or normal traveling on a flat road. It is sufficient to set a value empirically obtained in advance through experiments and simulations.
- the determination threshold may be set to a value empirically obtained in advance through experiments, simulations, or the like.
- the presence / absence of the driver's intention to decelerate may be determined using both the accelerator opening and the change in the accelerator opening.
- the gear stage with the smallest amount of change (decrease) in the driving force is selected from the candidate gear stages for manual transmission mode (M range).
- the gear stage on the side where the change amount of the driving force becomes large is selected as the initial gear stage of the manual transmission mode when the transmission mode is switched. You may do it.
- the gear stage is set to the manual transmission mode.
- the initial gear stage when there is only one selection candidate gear stage (M range gear stage) in which the amount of change in driving force accompanying switching of the shift mode from automatic to manual is increased, the gear stage is set to the manual transmission mode. The initial gear stage.
- FIG. 13 is a diagram illustrating an example of an initial gear stage selection process when switching from the manual shift mode to the automatic shift mode.
- the fifth speed (M-5 speed) is selected in the manual shift mode (M range) (M range).
- M range manual shift mode
- D range automatic shift mode
- a gear stage (D range gear stage) whose rotational speed changes in the upward direction is selected.
- the selected gear stage (selection that can be selected in the automatic transmission mode (D range)) [D-4 speed] and [D-3 speed] are two gear stages, and the two gear stages [D- Of [4th speed] and [D-3 speed], [D-4 speed], which is the smallest gear speed change amount (increase amount), is designated as the initial gear stage of the automatic transmission mode when the transmission mode is switched.
- the driving force is increased as compared with the manual transmission mode, but a downshift (an increase in engine speed) occurs as the driving force increases. Therefore, it is possible to perform a shift mode switching process that matches the driver's feeling (increasing driving force as the engine speed increases). This can prevent the driver from feeling uncomfortable.
- the gear The gear is set as the initial gear in the automatic transmission mode.
- the gear stage with the smallest amount of change in the engine speed associated with the switching of the transmission mode is set as the initial gear stage of the automatic transmission mode when the transmission mode is switched.
- the gear stage with the smallest change amount (absolute value) of the driving force is selected.
- the third speed is selected in the manual shift mode (M range) (the driving point in the M range is Pe).
- M range the manual shift mode
- D range automatic shift mode
- the engine speed decreases.
- D range gear Select the changing gear
- the gear The gear is set as the initial gear in the automatic transmission mode.
- the gear stage with the smallest change amount (absolute value) of the driving force is selected.
- step ST201 the current driving force of the vehicle (generated driving force generated by the driving wheels) is calculated. Specifically, (1) the engine speed and the intake air amount are read from the output signals of the engine speed sensor 201 and the air flow meter 208, and a known map or the like is referred to based on the engine speed and the intake air amount. Then, the output torque of the engine 1 is calculated. (2) The driving force of the vehicle based on the calculated output torque of the engine 1, the gear ratio of the current gear stage of the automatic transmission 3 (current gear stage gear ratio in the M range), the driving wheel diameter, and the like. (Generated driving force) is calculated.
- step ST202 there is a request for switching from the manual shift mode to the automatic shift mode (M ⁇ D switch request) based on the output signal of the shift position sensor 206 and the operation signals of the upshift switch 511 and the downshift switch 512. If the determination result is negative (NO), the process returns. If the determination result in step ST202 is affirmative (YES) (when there is an M ⁇ D switching request), the process proceeds to step ST203.
- step ST203 the generated driving force Fm at the gear position in the manual shift mode (M range gear position) at the time of switching from the manual shift mode to the automatic shift mode (when switching from M to D) is collected. That is, the current (latest) generated driving force Fm calculated in step ST201 is collected.
- step ST204 all selection candidate gears that can be selected in the automatic transmission mode (D range) under the same conditions (same accelerator opening, same vehicle speed) as when switching from M to D are extracted.
- step ST205 the driving force generated when each selection candidate gear stage (D range gear stage) extracted in step ST204 is employed is calculated.
- the generated driving force of each gear stage in the D range may be calculated using a preset map, or the output torque of the engine 1, the gear ratio of each gear stage, and the driving wheels.
- the generated driving force may be calculated based on the diameter or the like.
- step ST206 the difference (driving force change amount) between the generated driving force at each selection candidate gear stage calculated in step ST205 and the generated driving force Fm sampled in step ST203 is calculated.
- step ST207 the gear stage having the smallest amount of change in driving force calculated in step ST206 is selected as the initial gear stage of the automatic transmission mode (D range).
- any of these three gear stages is selected.
- the generated driving force is the same.
- the generated driving force may be different depending on how to set the shift line of the shift map (how to set hysteresis between the upshift line and the downshift line), the automatic transmission mode (D range) selection candidate gear stage (for example, [5 Speed], [4th speed], [3rd speed]), the generated driving force may be different.
- D range for example, [5 Speed], [4th speed], [3rd speed]
- the generated driving force may be different.
- FIG. 13 (a) although it is not the above-mentioned conditions (vehicle speed: 40 km, accelerator opening: 40 [%]), [D ⁇ under the same conditions (vehicle speed: 40 km, accelerator opening: 85 [%]). There are cases where the generated driving force differs between [2nd speed] and [D-1 speed].
- the generated driving force may be different between [D-3 speed] and [D-2 speed] under the same conditions (vehicle speed 40 km, accelerator opening 70 [%]). May be set (a combination of shift lines) such that it exists in other gear stages (4th to 6th speeds).
- the difference between each of the calculated generated driving forces and the generated driving force Fm in the M range at the time of M ⁇ D switching is calculated, and the gear stage having the smallest driving force difference is determined as the automatic transmission mode at the time of shifting mode switching.
- (D range) is the initial gear.
- the driving force characteristic in the automatic transmission mode and the driving force characteristic in the manual transmission mode when the vehicle speed is 40 [km / h] can be selected.
- the automatic transmission mode can be selected at every predetermined vehicle speed interval (for example, “10 [km / h] or more and less than 20 [km / h]”, “20 [km / h] or more”, for example. "30 [km / h] or more” and “30 [km / h] or more and less than 40 [km / h]” ... "100 [km / h] or more and less than 110 [km / h]" ...
- the driving force characteristics and the selectable gears (D range gears) as shown in FIGS. 10 to 14 are individually set according to the vehicle speeds.
- a driving force characteristic diagram (including selectable gear stages) for each vehicle speed interval is also mapped and stored in the ROM 102 of the ECU 100.
- FIG. 16 is a schematic configuration diagram showing another example of a vehicle to which the present invention is applied.
- the vehicle in this example is an FF (front engine / front drive) type vehicle, and is an engine (internal combustion engine) 701 that is a driving power source, a torque converter 702, a forward / reverse switching device 703, a belt-type continuously variable transmission.
- a (CVT) 704, a reduction gear device 705, a differential gear device 706, an ECU 800, and the like are mounted.
- the engine 701 may be the same as that shown in FIG. 2 or may be an engine having another structure.
- a crankshaft 711 that is an output shaft of the engine 701 is connected to a torque converter 702, and the output of the engine 701 is transmitted from the torque converter 702 via a forward / reverse switching device 703, a belt type continuously variable transmission 704, and a reduction gear device 705. Are transmitted to the differential gear device 706 and distributed to the left and right drive wheels (not shown).
- the torque converter 702 has basically the same structure as that shown in FIG. 3.
- the torque converter 702 has a pump impeller 721 on the input shaft side, a turbine runner 722 on the output shaft side, a stator 723 that exhibits a torque amplification function, and a one-way clutch 724. Power transmission between the pump impeller 721 and the turbine runner 722 via a fluid (hydraulic oil).
- the torque converter 702 is provided with a lockup clutch 725 that directly connects the input side and the output side of the torque converter 702.
- a lockup clutch 725 that directly connects the input side and the output side of the torque converter 702.
- the runner 722 rotates integrally.
- the lockup clutch 725 is released by setting the lockup differential pressure to be negative.
- the torque converter 702 is provided with a mechanical oil pump (hydraulic pressure generating source) 707 that is connected to and driven by the pump impeller 721.
- the forward / reverse switching device 703 includes a double pinion type planetary gear mechanism 730, a forward clutch (input clutch) C1, and a reverse brake B1.
- the sun gear 731 of the planetary gear mechanism 730 is integrally connected to the turbine shaft 720 of the torque converter 702, and the carrier 733 is integrally connected to the input shaft 740 of the belt type continuously variable transmission 704.
- the carrier 733 and the sun gear 731 are selectively connected via the forward clutch C1.
- the ring gear 732 is selectively fixed to the housing via the reverse brake B1.
- the forward clutch C1 and the reverse brake B1 are hydraulic friction engagement elements that are engaged and released by the hydraulic control circuit 900, and the forward clutch C1 is engaged and the reverse brake B1 is released.
- the forward / reverse switching device 703 is integrally rotated to establish (achieve) the forward power transmission path. In this state, the forward driving force is transmitted to the belt type continuously variable transmission 704 side.
- the reverse drive switching device 703 establishes (achieves) a reverse power transmission path.
- the input shaft 740 rotates in the reverse direction with respect to the turbine shaft 720, and the driving force in the reverse direction is transmitted to the belt type continuously variable transmission 704 side.
- the forward / reverse switching device 703 enters a neutral state (blocking state) that blocks power transmission.
- the belt-type continuously variable transmission 704 includes an input-side primary pulley 741, an output-side secondary pulley 742, a metal belt 743 wound around the primary pulley 741 and the secondary pulley 742, and the like.
- the primary pulley 741 is a variable pulley having a variable effective diameter, and a fixed sheave 741a fixed to the input shaft 740, and a movable sheave 741b disposed on the input shaft 740 so as to be slidable only in the axial direction. It is constituted by.
- the secondary pulley 742 is a variable pulley whose effective diameter is variable, and is a fixed sheave 742 a fixed to the output shaft 744 and a movable sheave disposed on the output shaft 744 in a state in which only sliding in the axial direction is possible. 742b.
- a hydraulic actuator 741c for changing the V groove width between the fixed sheave 741a and the movable sheave 741b is arranged on the movable sheave 741b side of the primary pulley 741.
- a hydraulic actuator 742c for changing the V groove width between the fixed sheave 742a and the movable sheave 742b is also arranged on the movable sheave 742b side of the secondary pulley 742.
- the width of each V groove of the primary pulley 741 and the secondary pulley 742 changes, and the engagement diameter of the belt 743 (
- the hydraulic pressure of the hydraulic actuator 742c of the secondary pulley 742 is controlled so that the belt 743 is clamped with a predetermined clamping pressure that does not cause belt slip.
- the target rotational speed Nint on the input side is calculated from a preset shift map using the accelerator operation amount (accelerator opening) representing the driver's requested output amount and the vehicle speed as parameters. Then, the gear ratio ⁇ is continuously set by performing the shift control of the belt-type continuously variable transmission 704 according to the deviation (Nint ⁇ Nin) so that the actual input shaft rotation speed Nin matches the target rotation speed Nint. It is supposed to change.
- the target rotational speed Nint is set such that the larger the vehicle speed is and the greater the accelerator opening is, the larger the gear ratio ⁇ is.
- the target rotation speed Nint that is the target value of the primary pulley rotation speed (input shaft rotation speed) Nin is the target gear ratio. Is set within the range of the minimum speed ratio ⁇ min and the maximum speed ratio ⁇ max of the belt-type continuously variable transmission 704.
- the automatic transmission mode is set when the shift lever 51 (see FIG. 5) is operated to the D range position. Is set, the gear ratio of the belt-type continuously variable transmission 704 is selected according to the shift map (see FIG. 17), and an automatic shift operation is performed. Further, when the shift switches 511 and 512 (see FIG. 6) are operated in the automatic shift mode (D range), the manual shift mode is switched. Further, when the shift lever 51 is operated to the M range 52, the manual shift mode is switched.
- the manual transmission on the transmission mode switching side is performed by the same processing as [Selection Processing Example 1-1] of [Embodiment 1] described above.
- M range initial gear ratio of the mode
- the initial process of the automatic shift mode (D range) at the shift mode switching is performed by the same process as [Selection Processing Example 2-3] of [Embodiment 1] described above.
- the present invention is not limited to this, and a vehicle equipped with an in-cylinder direct injection type gasoline engine is shown. It can also be applied to control.
- the present invention is not limited to the control of a vehicle equipped with a gasoline engine, but can be applied to the control of a vehicle equipped with another engine such as a diesel engine.
- the present invention is not limited to this, for example, an engine and an electric motor (for example, The present invention is also applicable to control of a hybrid vehicle equipped with a traveling motor or a generator motor. Furthermore, the present invention can be applied to control of a four-wheel drive vehicle in addition to an FR (front engine / rear drive) type vehicle and an FF (front engine / front drive) type vehicle.
- FR front engine / rear drive
- FF front engine / front drive
- the present invention is used in a vehicle control device in which a driving source for traveling such as an internal combustion engine (engine) and an automatic transmission provided in a driving force transmission path between the driving source and driving wheels are mounted. Is possible. More specifically, the present invention is used for a vehicle control device capable of switching between an automatic transmission mode for shifting an automatic transmission according to a vehicle running state and a manual transmission mode for shifting an automatic transmission according to a driver's operation. be able to.
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Abstract
Description
上記の目的を達成するために講じられた本発明の解決原理は、自動変速モードと手動変速モードとの選択が可能な車両の制御装置において、自動から手動への変速モードの切り替えの際、もしくは、手動から自動への変速モードの切り替えの際に、その変速モード切り替えに伴う駆動力の変化量が小さくなるように、また、変速モード切り替えに伴う駆動力の変化方向が運転者の意図・感覚と合うように、変速モード切り替え時の初期ギヤ段または初期変速比を選択することで、変速モードの切り替え時に運転者が違和感を感じるのを抑制する点を特徴としている。
具体的に、走行用の駆動源(例えばエンジン)と自動変速機とが搭載された車両に適用される制御装置であって、車両走行状態に応じて前記自動変速機を変速する自動変速モードと、運転者の操作に応じて前記自動変速機を変速する手動変速モードとの切り替えが可能であり、その変速モード切り替えの際に、前記駆動源の出力トルクを制御して駆動力特性を変更する車両の制御装置を前提としている。そして、このような車両の制御装置において、前記自動変速モードから手動変速モードに切り替えるときの初期ギヤ段または初期変速比、または、前記手動変速モードから自動変速モードに切り替えるときの初期ギヤ段または初期変速比については、その変速モード切り替えに伴う車両の駆動力の変化量が小さいギヤ段または変速比を選択することを技術的特徴としている。
図1は本発明を適用する車両の一例を示す概略構成図である。
エンジン1は、例えば4気筒ガソリンエンジンであって、図2に示すように、各気筒を構成するシリンダブロック1a内に、上下方向に往復運動するピストン1bが設けられている。ピストン1bはコネクティングロッド17を介してクランクシャフト11に連結されており、ピストン1bの往復運動がコネクティングロッド17によってクランクシャフト11の回転へと変換される。クランクシャフト11はトルクコンバータ2の入力軸に接続される。
トルクコンバータ2は、図3に示すように、入力軸側のポンプインペラ21と、出力軸側のタービンランナ22と、トルク増幅機能を発現するステータ23と、ワンウェイクラッチ24とを備え、ポンプインペラ21とタービンランナ22との間で流体(作動油)を介して動力伝達を行う。
自動変速機3は、図3に示すように、ダブルピニオン型の第1遊星歯車装置31、シングルピニオン型の第2遊星歯車装置32、及び、シングルピニオン型の第3遊星歯車装置33を備えた遊星歯車式の変速機である。自動変速機3の出力軸34から出力される動力は、プロペラシャフト、デファレンシャルギヤ及びドライブシャフト等を介して駆動輪に伝達される。
一方、車両の運転席の近傍には図5に示すようなシフト装置5が配置されている。シフト装置5にはシフトレバー51が変位可能に設けられている。
ECU100は、図7に示すように、CPU101、ROM102、RAM103及びバックアップRAM104などを備えている。
まず、この例の変速制御に用いる変速マップについて図8を参照して説明する。
ECU100は、車速センサ210及びアクセル開度センサ205の各センサの出力信号から得られる車速及びアクセル開度に基づいて、公知の係合マップ(係合領域、解放領域、スリップ状態が切替線によって区画されたマップ)を参照してロックアップクラッチ25の係合または解放を行う。
次に、自動変速モード(Dレンジ)から手動変速モード(Mレンジ)への切り替え時に、手動変速モードの初期ギヤ段を選択する場合の具体的な例([選択処理例1-1]~[選択処理例1-3])について図9~図12を参照して説明する。
図9は、自動変速モードから手動変速モードへの切り替え時(D→M切替時)の初期ギヤ段の選択処理の一例を示すフローチャートである。この図9の制御ルーチンはECU100において所定周期(例えば数msec~数十msec程度)毎に繰り返して実行される。
次に、自動変速モードから手動変速モードへの切り替え時の初期ギヤ段の選択処理の他の例について図11を参照して説明する。
次に、自動変速モードから手動変速モードへの切り替え時の初期ギヤ段の選択処理の別の例について図12を参照して説明する。
手動変速モード(Mレンジ)から自動変速モード(Dレンジ)への切り替え時に、自動変速モード(Dレンジ)の初期ギヤ段を選択する場合の具体的な例([選択処理例2-1]~[選択処理例2-3])について図13~図15を参照して説明する。
図13は、手動変速モードから自動変速モードへの切り替え時の初期ギヤ段の選択処理の一例を示す図である。
次に、自動変速モードから手動変速モードへの切り替え時の初期ギヤ段の選択処理の他の例について図14を参照して説明する。
次に、自動変速モードから手動変速モードへの切り替え時の初期ギヤ段の選択処理の別の例について図15のフローチャートを参照して説明する。この図15の制御ルーチンはECU100において所定周期(例えば数msec~数十msec程度)毎に繰り返して実行される。
図16は本発明を適用する車両の他の例を示す概略構成図である。
トルクコンバータ702は、図3に示すものと基本的に同じ構造であり、入力軸側のポンプインペラ721と、出力軸側のタービンランナ722と、トルク増幅機能を発現するステータ723と、ワンウェイクラッチ724とを備え、ポンプインペラ721とタービンランナ722との間で流体(作動油)を介して動力伝達を行う。
前後進切換装置703は、ダブルピニオン型の遊星歯車機構730、前進用クラッチ(入力クラッチ)C1及び後進用ブレーキB1を備えている。
ベルト式無段変速機704は、入力側のプライマリプーリ741、出力側のセカンダリプーリ742、及び、これらプライマリプーリ741とセカンダリプーリ742とに巻き掛けられた金属製のベルト743などを備えている。
この例では、例えば、図17に示すように、運転者の出力要求量を表すアクセル操作量(アクセル開度)及び車速をパラメータとして予め設定された変速マップから入力側の目標回転数Nintを算出し、実際の入力軸回転数Ninが目標回転数Nintと一致するように、それらの偏差(Nint-Nin)に応じてベルト式無段変速機704の変速制御を行うことによって変速比γを連続的に変化させるようになっている。
以上の例(実施形態1)では、前進6段変速の自動変速機が搭載された車両の制御に本発明を適用した例を示したが、本発明はこれに限られることなく、他の任意のギヤ段の有段式の自動変速機が搭載された車両の制御にも適用可能である。
2 トルクコンバータ
3 自動変速機
100 ECU
201 エンジン回転数センサ
202 スロットル開度センサ
203 タービン回転数センサ
204 出力回転数センサ
205 アクセル開度センサ
206 シフトポジションセンサ
208 エアフロメータ
300 油圧制御回路
511 アップシフトスイッチ
512 ダウンシフトスイッチ
Claims (15)
- 走行用の駆動源と自動変速機とが搭載された車両に適用される制御装置であって、車両走行状態に応じて前記自動変速機を変速する自動変速モードと、運転者の操作に応じて前記自動変速機を変速する手動変速モードとの切り替えが可能であり、その変速モード切り替えの際に、前記駆動源の出力トルクを制御して駆動力特性を変更する車両の制御装置において、
前記自動変速モードから手動変速モードに切り替えるときの初期ギヤ段または初期変速比、または、前記手動変速モードから自動変速モードに切り替えるときの初期ギヤ段または初期変速比については、その変速モード切り替えに伴う車両の駆動力の変化量が小さいギヤ段または変速比を選択するように構成されていることを特徴とする車両の制御装置。 - 走行用の駆動源と自動変速機とが搭載された車両に適用される制御装置であって、車両走行状態に応じて前記自動変速機を変速する自動変速モードと、運転者の操作に応じて前記自動変速機を変速する手動変速モードとの切り替えが可能であり、その変速モード切り替えの際に、前記駆動源の出力トルクを制御して駆動力特性を変更する車両の制御装置において、
前記自動変速モードから手動変速モードに切り替えるときの初期ギヤ段または初期変速比、または、前記手動変速モードから自動変速モードに切り替えるときの初期ギヤ段または初期変速比については、その変速モード切り替えに伴う車両の駆動力の変化方向を考慮したギヤ段または変速比を選択するように構成されていることを特徴とする車両の制御装置。 - 請求項2記載の車両の制御装置において、
運転者の加速意図の有無を判定する意図判定手段を備え、
前記自動変速モードから手動変速モードに切り替えるときに、運転者の意図が加速意図である場合は、手動変速モードの初期ギヤ段または初期変速比については、その手動変速モードへの切り替えの際に選択可能な選択候補ギヤ段または選択候補変速比のうち、前記変速モード切り替えに伴う車両の駆動力が増大方向に変化するギヤ段または変速比を選択することを特徴とする車両の制御装置。 - 請求項3記載の車両の制御装置において、
前記選択候補ギヤ段または選択候補変速比のうち、前記車両の駆動力の増大量が最も小さいギヤ段または変速比を、前記初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項2記載の車両の制御装置において、
運転者の減速意図の有無を判定する意図判定手段を備え、
前記自動変速モードから手動変速モードに切り替えるときに、運転者の意図が減速意図である場合は、手動変速モードの初期ギヤ段または初期変速比については、その手動変速モードへの切り替えの際に選択可能な選択候補ギヤ段または選択候補変速比のうち、前記変速モード切り替えに伴う車両の駆動力が減少方向に変化するギヤ段または変速比を選択することを特徴とする車両の制御装置。 - 請求項5記載の車両の制御装置において、
前記選択候補ギヤ段または選択候補変速比のうち、前記車両の駆動力の減少量が最も小さいギヤ段または変速比を、前記初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項3~6のいずれか1つに記載の車両の制御装置において、
アクセルペダルの開度を認識するアクセル開度認識手段を備え、
前記意図判定手段は、前記アクセル開度及び/または当該アクセル開度の変化量に基づいて、運転者の加速意図または減速意図の有無を判定することを特徴とする車両の制御装置。 - 請求項2記載の車両の制御装置において、
前記手動変速モードから自動変速モードに切り替えるときに、車両の駆動力が増大方向に変化する場合は、その自動変速モードへの切り替えの際に選択可能な選択候補ギヤ段または選択候補変速比のうち、前記駆動源の出力回転数が上昇方向に変化するギヤ段または変速比を、前記初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項8記載の車両の制御装置において、
前記選択候補ギヤ段または選択候補変速比のうち、前記駆動源の出力回転数の上昇量が最も小さいギヤ段または変速比を、前記初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項2記載の車両の制御装置において、
前記手動変速モードから自動変速モードに切り替えるときに、車両の駆動力が減少方向に変化する場合は、その自動変速モードへの切り替えの際に選択可能な選択候補ギヤ段または選択候補変速比のうち、前記駆動源の出力回転数が減少方向に変化するギヤ段または変速比を、前記初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項10記載の車両の制御装置において、
前記選択候補ギヤ段または選択候補変速比のうち、前記駆動源の出力回転数の減少量が最も小さいギヤ段または変速比を、前記初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項2記載の車両の制御装置において
前記手動変速モードから自動変速モードに切り替えるときに、前記車両の駆動力の変化方向と前記駆動源の出力回転数の変化方向とが同じとなる選択候補ギヤ段または選択候補変速比がない場合は、前記選択候補ギヤ段または選択候補変速比のうち、前記駆動源の出力回転数の変化量が最も小さいギヤ段または変速比を、前記初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項1または2記載の車両の制御装置において、
前記手動変速モードから自動変速モードに切り替えるときに、前記車両の駆動力が増大方向及び減少方向に変化する選択候補変速比がある場合は、その自動変速モードへの切り替えの際に選択可能な選択候補ギヤ段または選択候補変速比のうち、前記車両の駆動力の変化量が最も小さいギヤ段または変速比を、自動変速モードの初期ギヤ段または初期変速比として選択することを特徴とする車両の制御装置。 - 請求項1~13のいずれか1つに記載の車両の制御装置において、
前記自動変速機が、複数の摩擦係合要素を選択的に係合させることによりギヤ比の異なる複数のギヤ段を成立させる有段変速機であることを特徴とする車両の制御装置。 - 請求項1~13のいずれか1つに記載の車両の制御装置において、
前記自動変速機が、変速比を無段階に変化させる無段変速機であることを特徴とする車両の制御装置。
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- 2010-03-15 US US13/634,850 patent/US8951163B2/en active Active
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Also Published As
Publication number | Publication date |
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US20130013161A1 (en) | 2013-01-10 |
JP5316697B2 (ja) | 2013-10-16 |
US8951163B2 (en) | 2015-02-10 |
JPWO2011114425A1 (ja) | 2013-06-27 |
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