JP3146830B2 - Gear ratio control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gear ratio control device for an automatic transmission that performs gear ratio control reflecting a driver's intention to accelerate.

[0002]

2. Description of the Related Art Conventionally, as a speed ratio control device for an automatic transmission, for example, one described in Japanese Patent Application Laid-Open No. 5-26338 is known.

In the above-mentioned conventional publication, a change amount of a throttle valve opening is detected as a parameter, a correction value corresponding to the change amount of the throttle valve opening is obtained, and a driver's acceleration is calculated based on a time change of the correction value. A shift control device for an automatic transmission that estimates a request and makes a shift determination is shown.

That is, as shown in FIG. 6, the output (throttle valve opening) of a throttle valve opening sensor is input to a throttle valve operation change amount calculation device 101, and the throttle valve operation change calculated by the calculation device 101 is performed. The amount of change is input to the throttle valve opening correction device 102. The throttle valve opening corrected by the correction device 102 is input to the automatic transmission controller 103 together with the vehicle speed. Here, the speed of the automatic transmission is determined. Output to the main body 104.

[0005]

However, it is undeniable that such a conventional gear ratio control device for an automatic transmission has the following problems.

That is, when a driver drives a vehicle,
The positional relationship between the front and rear vehicles, the road conditions ahead (a situation where the front is a corner or the road width is wide), road visibility, and driving conditions in the past in time (for example, Since a large amount of information such as driving history or driving history on a congested road) is acting on the driver, the driver's acceleration request can be made based solely on the amount of change in the throttle valve opening. It is difficult to detect. For example, when driving on an uphill road at high speed for a long time and then on a general flat road, there is no particular request for acceleration. Even if the acceleration request is detected, it does not truly detect the driver's acceleration request. That is, in order to accurately detect the driver's acceleration request, the acceleration request cannot be detected with high accuracy unless not only the accelerator operation speed but also the traveling state is recognized.

[0007] For example, if the driver's acceleration request is determined based on the accelerator operation speed on the assumption that the vehicle is traveling on a flat road, the downshift sensitivity is low on an uphill road with a large traveling load, and the driver responds sensitively to the driver's acceleration request. It will not be possible.

Conversely, if the driver's acceleration request is determined based on the accelerator operation speed on the assumption that the vehicle is traveling on an uphill road, the downshift sensitivity is too high on a flat road with a small traveling load, and unnecessary downshifting may occur. Will be done.

Therefore, the driver's acceleration request cannot be determined uniformly from the accelerator operation speed or the throttle valve opening change amount, and the acceleration request is uniformly determined regardless of the running state. Judging from the amount, the driving performance is impaired depending on the running state.

The present invention has been made in view of the above problems, and a first object of the present invention is to provide an automatic transmission that corrects accelerator operation amount information referred to in shift control by an accelerator operation speed. in the gear ratio control device, cis
Fine-grained accelerator operation while favoring system cost
By setting the crop correction amount, driving performance can be improved by a shift that responds to the driver's expectation of acceleration at a high level irrespective of a running state such as an uphill road or a flat road.

A second object is to set the accelerator operation correction amount more appropriately by increasing the accuracy of estimating the running load for observing the running state in addition to the first object.

[0012]

[0013]

According to a first aspect of the present invention, there is provided a transmission ratio control apparatus for an automatic transmission according to the first aspect of the present invention, as shown in FIG.
A vehicle speed detecting means a for detecting a vehicle speed, an accelerator operation amount detecting means b for detecting an accelerator operation amount, a shift pattern c in which a transmission gear ratio for vehicle speed information and accelerator operation amount information is set in advance, and an accelerator operation speed and the accelerator operating speed calculating means d which calculates a traveling load estimator e for estimating the running load is estimated by the traveling load estimator e
Estimated running load value and the accelerator operation speed calculating means d
Multiplying by the accelerator operation speed calculation value calculated by
Accelerator operation correction amount setting means f for setting an accelerator operation correction amount by arithmetic processing; and accelerator operation amount detection means b
A corrected accelerator operation amount calculating means g for calculating a corrected accelerator operation amount based on an accelerator operation amount detected value from the accelerator operation correction amount set by the accelerator operation correction amount setting means f, and vehicle speed information from the vehicle speed detecting means a. And a shift gear ratio determining means h for determining a shift gear ratio by comparing the corrected accelerator operated amount information from the corrected accelerator operated amount calculating means g with the shift pattern c.

According to another aspect of the present invention, there is provided a semiconductor device comprising:
In the gear ratio control device for an automatic transmission according to the second invention,
The gear ratio control device for an automatic transmission according to claim 1,
The running load estimating means e calculates a running load at that time by adding a value obtained by adding the acceleration resistance increase due to the weight increase and the slope resistance in the relationship of driving force = acceleration resistance + rolling resistance + aerodynamic resistance + gradient resistance. And a means for calculating a traveling load moving average value obtained by the traveling load moving averaging process.

[0015]

[0016]

The operation of the first invention will be described.

During traveling, the transmission gear ratio determining means h uses the vehicle speed information from the vehicle speed detecting means a and the corrected accelerator operation amount information from the corrected accelerator operation amount calculating means g to convert the vehicle speed information and the accelerator operation amount information into the transmission gear ratio. The gear ratio is determined by comparing the gear ratio with a gear pattern c in which the ratio is set in advance, and gear shift control is performed with the determined gear ratio.

The calculation of the corrected accelerator operation amount at the time of this shift is performed by calculating the accelerator operation speed by an accelerator operation speed calculating means d, and calculating the accelerator operation speed by a running load estimating means e.
The running load is estimated, and the accelerator operation correction amount setting unit f estimates the running load estimated by the running load estimating unit e.
The estimated value is calculated by the accelerator operation speed calculating means d.
Multiplied by the calculated accelerator operation speed
The xell operation correction amount is set. Then, in the corrected accelerator operation amount calculating means g, the accelerator operation amount detecting means b
The corrected accelerator operation amount is calculated based on the accelerator operation amount detected value from the accelerator operation amount and the accelerator operation correction amount set by the accelerator operation correction amount setting means f.

Therefore, the accelerator operation speed is the same.
If, the greater the driving load, that is, the more is the uphill running state, so that the A Kuseru operation correction amount is set to a large value. In this way, the traveling state is observed according to the magnitude of the traveling load. For example, in the case of traveling on an uphill road as described above, if the accelerator operation is performed at a high stepping speed based on the acceleration request, the accelerator operation is sensitive. A downshift is performed in response. Also, when traveling on a flat road where the traveling load is small, the accelerator operation correction amount with respect to the accelerator operation speed is suppressed to be small, so that there is no downshift even if the accelerator operation is easily performed at a high stepping speed without an acceleration request, Unnecessary shifting is avoided. Ma
In addition, the accelerator operation correction amount is set by an arithmetic processing.
By, for example, the accelerator operation speed
Compared to preparing two accelerator operation correction amount maps
Accelerator operation correction amount setting becomes more detailed,
When preparing multiple correction amount maps according to the size of the load
Because the memory capacity can be reduced compared to the system cost
This is advantageous.

The operation of the second invention will be described.

In estimating the running load, the running load estimating means e calculates driving force = acceleration resistance + rolling resistance +
In the relationship of aerodynamic resistance + gradient resistance, a value obtained by adding the increase in acceleration resistance due to weight increase and the gradient resistance is calculated as the traveling load at that time, and the traveling load obtained by the moving average processing of the traveling load. The moving average value is a value estimated as the running load.

Therefore, a temporal change is considered in the traveling load for observing the traveling state, and for example, a temporary traveling due to irregularities on the road surface or the like is performed such that the traveling load moving average becomes large only when the uphill road continues for a long time. The effect of increasing or decreasing the load is eliminated.

[0023]

[0024]

[0025]

[0026]

Embodiments of the present invention will be described below with reference to the drawings.

First, the configuration will be described.

FIG. 2 is a diagram showing a gear ratio control system to which the gear ratio control device of the automatic transmission according to the embodiment of the present invention is applied.

In FIG. 2, 1 is an automatic transmission, 2 is a control valve unit, 3 and 4 are shift solenoids,
5 is a vehicle speed sensor (corresponding to vehicle speed detecting means a), 6 is a throttle valve opening sensor (corresponding to accelerator operation amount detecting means b), 7 is an AT controller, 8 is an engine rotation sensor, and 9 is a longitudinal acceleration sensor.

The shift control system of the AT controller 7 is represented by a functional block. The shift pattern 7a (corresponding to the shift pattern c) and the throttle valve operating speed calculating section 7b
(Corresponding to accelerator operation speed calculating means d), traveling load estimating section 7c (corresponding to traveling load estimating means e), correction amount setting section 7d (corresponding to accelerator operation correction amount setting means f), and correction throttle valve opening. A degree calculating unit 7e (corresponding to a corrected accelerator operation amount calculating unit g) and a transmission gear ratio determining unit 7f (corresponding to a transmission gear ratio determining unit h) are provided.

The shift pattern 7a is a pattern in which the gear position with respect to the vehicle speed V (t) and the corrected throttle valve opening θ ^* (t) is separated from the shift line as shown in FIG. It is preset in the storage circuit.

The throttle valve operation speed calculating section 7b calculates the throttle valve operation value based on the difference between the throttle valve opening angle θ (t) at the current time t and the throttle valve opening angle θ (t−δ) before the difference interval δ. The speed Δθ (t) is calculated.

In the running load estimating section 7c, in the relationship of driving force = acceleration resistance + rolling resistance + aerodynamic resistance + gradient resistance, the value obtained by adding the increase in acceleration resistance due to weight increase and the gradient resistance is the time t. Is calculated as the running load r (t), and the running load moving average value R (t) is calculated by the moving average processing of the running load r (t).

The correction amount setting section 7d calculates a throttle valve opening correction amount k using the running load moving average value R (t), the throttle valve operation speed Δθ (t), and a constant α obtained by an experiment. It is set by processing.

In the corrected throttle valve opening calculating section 7e, the throttle valve opening θ (t) from the throttle valve opening sensor 6 and the throttle valve opening correction amount k from the correction amount setting section 7d are added. Corrected throttle valve opening θ ^*
(T) is calculated.

The transmission gear ratio determination section 7f calculates the vehicle speed V (t) from the vehicle speed sensor 5 and the corrected throttle valve opening θ ^* (t) from the corrected throttle valve opening calculation section 7e in a transmission pattern 7a. Determine the transmission gear position in comparison with
Control commands for obtaining the determined transmission gear position are output to the shift solenoids 3 and 4.

Next, the operation will be described.

[Correction Throttle Valve Opening Calculation Processing] FIG. 3 is a flowchart showing the flow of the operation of the correction throttle valve opening calculation processing performed by the AT controller 7, and each step will be described below.

In step 31, the throttle valve operation speed Δθ (t) is changed to the throttle valve opening θ at the current time t.
(T) and the throttle valve opening θ (t−δ) before the difference interval δ
Is calculated by the following equation for calculating the difference value between

Δθ (t) = θ (t) −θ (t−δ) In step 32, in the relationship of driving force = acceleration resistance + rolling resistance + aerodynamic resistance + gradient resistance, weight increase is performed according to a calculation method described later. Is the running load r (t) at the time t.
The moving load moving average value R is calculated by a moving average process (primary filter process) of the running load r (t).
(T) is calculated.

In step 33, the running load moving average value R
Using (t), the throttle valve operation speed Δθ (t), and a constant α obtained through an experiment, the throttle valve opening correction amount k is calculated by the following equation.

K = α · R (t) · Δθ (t) In step 34, the throttle valve opening θ (t) from the throttle valve opening sensor 6 and the throttle valve opening correction from the correction amount setting section 7d The corrected throttle valve opening θ ^* (t) is calculated by the following equation that adds the amount k.

Θ ^* (t) = θ (t) + k In step 35, the corrected throttle valve opening θ ^* (t) obtained in step 34 is output to the transmission gear ratio determination unit 7f.

[Estimation of running load] In the relation of driving force = acceleration resistance + rolling resistance + aerodynamic resistance + gradient resistance, the driving force is represented by the engine speed N in the engine performance map.
(T) and the throttle valve opening θ (t). The sum of the rolling resistance and the aerodynamic resistance is provided as a data map, and is obtained from the vehicle speed V (t) at time t. Further, the acceleration resistance is obtained from the longitudinal acceleration XG (t) of the vehicle and the gear ratio. Thus, a value obtained by adding the increase in the acceleration resistance due to the weight increase and the gradient resistance is calculated as the running load r (t) at the time t.

Next, the running load r (t) is subjected to the following primary filter processing by the moving averaging means, and the running load moving average value R (t) is calculated.

R (t) = {(n−1) R (t−δ) + r (t)} / n Thus, the estimation of the running load is performed by calculating the running load moving average value R
By performing the calculation of (t), when the running load moving average value R (t) indicates a large value, the running load is large, and the vehicle is running continuously on an uphill road. On the other hand, when the running load moving average value R (t) indicates a small value, the running load is small, and the vehicle is running on a flat road or downhill.

That is, instead of using the traveling load r (t) detected as needed to observe the traveling state, the traveling load moving average value R taking into account the temporal change of the traveling load is used.
By using (t), the influence of a temporary increase or decrease in running load due to road surface unevenness or the like is eliminated.
It is possible to reliably estimate the continuous running state of the uphill road.

According to the present invention, the correction amount of the throttle valve opening given according to the operation speed of the throttle valve is corrected by the estimated running load to achieve the shift according to the driver's shift expectation according to the running state. Is very important in achieving the control purpose.

[Setting of Throttle Valve Opening Correction Amount] FIG. 4 shows the relationship between the operation speed of the throttle valve and the intensity of the driver's acceleration request, including the traveling load estimated as described above, as a parameter. Become like

The characteristics shown in FIG. 4 are obtained by having the driver drive on various roads, quantifying the acceleration request strength in an interview (for example, in five stages from 1 to 5), and operating the throttle valve at this time. The speed was plotted and obtained experimentally.

As a result, when the throttle valve operating speed is the same, it has been clarified that the driver's request for acceleration increases as the traveling load increases.

Therefore, when the traveling load is large, the drivability is improved by detecting the driver's acceleration request sensitively even at a slight throttle valve operation speed of the driver and performing processing such as downshifting. On the other hand, when the traveling load is small, it is better to detect the driver's acceleration request when the throttle valve operation speed changes greatly and to downshift, in order to prevent inadvertent downshifts and frequent shifts and improve drivability. It is effective. Therefore, the throttle valve opening correction amount k is calculated by the following equation using the running load moving average value R (t), the throttle valve operation speed Δθ (t), and a constant α obtained by an experiment.

K = α · R (t) · Δθ (t) and the corrected throttle valve opening θ used for shift control
^* (T) is obtained by adding the throttle valve opening correction amount k to the throttle valve opening θ (t) from the throttle valve opening sensor 6.

That is, when the traveling load moving average value R (t) increases, the throttle valve opening correction amount k increases, and the corrected throttle valve opening θ ^* (t) greatly increases. When the traveling load moving average value R (t) decreases, the throttle valve opening correction amount k decreases, and the corrected throttle valve opening θ ^* (t) hardly increases.
Furthermore, when the traveling load moving average value R (t) becomes a negative value during traveling on a downhill, the throttle valve opening correction amount k also becomes a negative value, and the corrected throttle valve opening θ ^* (t). Decreases conversely.

As described above, since the accelerator operation correction amount k is set in the arithmetic processing, a small number of throttle valve opening degree correction amount maps for the throttle valve operation speed, such as two, are prepared. As compared with the case, the setting of the throttle valve opening correction amount k is finer, and the memory capacity can be reduced as compared with the case where a large number of correction amount maps are prepared according to the running load. Become.

[Downshift control under high load running state]
When the accelerator pedal is depressed in a high-load running state in which an uphill road continues, the running load moving average value R (t) increases in the corrected throttle valve opening calculation process of FIG. Corrected throttle valve opening θ ^* (t)
Greatly increases with respect to the actual throttle valve opening θ (t).

Therefore, as shown in FIG. 5, at the throttle valve opening θ (t) that is not corrected, the gear is not shifted without crossing the shift line, but at the corrected corrected throttle valve opening θ ^* (t). By crossing the shift line, the downshift is executed, and it is possible to respond to the driver's acceleration expectation with good response.

[Downshift control under low load running state]
When the accelerator pedal is depressed in a low-load running state where a flat road or a downhill continues, the running load moving average value R (t) becomes a small value or a negative value in the corrected throttle valve opening calculation process of FIG. Therefore, as described above, the corrected throttle valve opening θ ^* (t) slightly increases or decreases with respect to the actual throttle valve opening θ (t).

Therefore, as shown in FIG. 5, even if the corrected throttle valve opening θ ^* (t) is corrected, the downshift contrary to the driver's will is not executed without crossing the shift line. Become.

That is, the actual throttle valve opening θ (t)
Unless a large depressing operation such as crossing the shift line is performed, an unnecessary downshift is not performed.

Next, the effects will be described.

(1) The running state is observed according to the magnitude of the running load moving average R (t), and the running load moving average R
The larger the value of (t), the larger the value of the throttle valve opening correction amount k with respect to the throttle valve operation speed Δθ (t) is given, and this throttle valve opening correction amount k is added to the actual throttle valve opening θ (t). Since the corrected throttle valve opening θ ^* (t) is used as the throttle valve opening information to be referred to in the shift control, the shift responds to the driver's expectation of acceleration at a high level regardless of the traveling state such as an uphill road or a flat road. Thereby, drivability can be improved.

(2) In estimating the traveling load, in the relationship of driving force = acceleration resistance + rolling resistance + aerodynamic resistance + gradient resistance, a value obtained by adding the amount of increase in acceleration resistance due to an increase in weight and the gradient resistance is used. The running load is calculated as the running load r (t) at time t, and the running load moving average value R (t) obtained by the moving averaging process of the running load r (t) is used as the running load estimated value. By increasing the accuracy of estimating the traveling load for observing the state, the throttle valve opening correction amount k can be set more appropriately.

(3) In setting the throttle valve opening correction amount k, k = α · R (t) · Δθ (t), where α: a constant obtained by experiment R (t): running load moving average The value Δθ (t): The throttle valve opening correction amount k is set by calculation using the equation of the throttle valve operation speed. Therefore, the throttle valve opening degree is finer than when a small number of correction amount maps are prepared in the memory. The correction amount k can be set, and the system cost can be made more advantageous than when a large number of correction amount maps are prepared in the memory.

Although the embodiment has been described with reference to the drawings, the specific configuration is not limited to the embodiment, and any changes or additions without departing from the spirit of the invention are included in the invention. It is.

[0066]

For example, when the running load moving average value R (t) is smaller than a certain value, the throttle valve opening correction amount may be set to zero and the correction may be stopped.

In the embodiment, an example of application to a stepped automatic transmission has been described. However, the present invention can be applied to a shift control device of a continuously variable transmission in which a speed ratio is determined by a vehicle speed and an accelerator opening. it can.

[0069]

According to the first aspect of the present invention,
In the transmission ratio control apparatus for an automatic transmission for correcting the accelerator operation amount information referred to the shift control by the accelerator operating speed, the traveling load estimating means for estimating a traveling load, traveling negative
Calculation processing for multiplying the estimated load value and the calculated accelerator operation speed value
Accelerator operation correction amount setting means for setting the accelerator operation correction amount by using the accelerator operation amount detection value from the accelerator operation amount detection means and the accelerator operation correction amount calculated by the accelerator operation correction amount set by the accelerator operation correction amount setting means since the an apparatus and a correction accelerator operation amount calculating means for, while advantageous system cost, texture fine
By setting the kana accelerator operation correction amount, it is possible to obtain an effect that drivability can be improved by a shift that responds to a driver's expectation of acceleration at a high level regardless of a traveling state such as an uphill road or a flat road.

According to a second aspect of the present invention, in the transmission ratio control device for the automatic transmission according to the first aspect, the traveling load estimating means includes: driving force = acceleration resistance + rolling resistance + aerodynamic resistance + In the relation of the slope resistance, a value obtained by adding the increase in the acceleration resistance due to the weight increase and the slope resistance is calculated as the running load at that time, and the running average value of the running load obtained by the moving average processing of the running load. In addition to the above effects, by increasing the accuracy of estimating the traveling load for observing the traveling state, it is possible to more appropriately set the accelerator operation correction amount.

[0071]

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to claims showing a speed ratio control device for an automatic transmission according to the present invention.

FIG. 2 is a gear ratio control system diagram to which the gear ratio control device of the automatic transmission according to the embodiment is applied;

FIG. 3 is a flowchart illustrating a flow of a corrected throttle valve opening calculation operation performed by an AT controller of the embodiment device.

FIG. 4 is a characteristic diagram of a requested acceleration of a driver based on the result of an experiment performed when the correction amount is changed and set in accordance with a running load in the embodiment device.

FIG. 5 is a shift map for explaining a shift operation by a throttle valve opening correction of the embodiment apparatus.

FIG. 6 is a schematic block diagram showing a conventional shift control device for an automatic transmission.

[Explanation of symbols]

 a vehicle speed detection means b accelerator operation amount detection means c shift pattern d accelerator operation speed calculation means e running load estimation means f accelerator operation correction amount setting means g corrected accelerator operation amount calculation means h transmission gear ratio determination means

Claims (2)

(57) [Claims] 1. A vehicle speed detecting means for detecting a vehicle speed; an accelerator operation amount detecting means for detecting an accelerator operation amount; a shift pattern in which a transmission gear ratio for vehicle speed information and accelerator operation amount information is set in advance; Accelerator operating speed calculating means for calculating a speed, running load estimating means for estimating a running load, and a running load estimated value estimated by the running load estimating means
And the angle calculated by the accelerator operation speed calculating means.
Xel operation speed multiplied by the calculated value
Accelerator operation correction amount setting means for setting an accelerator operation correction amount; and a correction accelerator operation amount based on an accelerator operation amount detection value from the accelerator operation amount detection means and an accelerator operation correction amount set by the accelerator operation correction amount setting means. A corrected accelerator operation amount calculating means for calculating; and a transmission gear for determining a transmission gear ratio by comparing vehicle speed information from the vehicle speed detecting means and corrected accelerator operation amount information from the corrected accelerator operation amount calculating means with the shift pattern. A gear ratio control device for an automatic transmission, comprising: a ratio determination unit. 2. The speed ratio control device for an automatic transmission according to claim 1, wherein said traveling load estimating means is configured to accelerate with increasing weight in a relation of driving force = acceleration resistance + rolling resistance + aerodynamic resistance + gradient resistance. It is a means for calculating a value obtained by adding the increment of the resistance and the gradient resistance as the running load at that time, and calculating a running average value of the running load obtained by the moving average processing of the running load. Gear ratio control device for automatic transmission.