JP3488949B2 - Transmission control device for vehicle power train - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine having an electronically controlled throttle valve capable of changing the relationship between the throttle opening and the accelerator pedal depression amount by a mode switch, and a shift control based on at least information indicating engine output. The present invention relates to a shift control device for an automatic transmission in a vehicle power train that is combined with the automatic transmission.

[0002]

2. Description of the Related Art An engine throttle valve is usually mechanically connected to an accelerator pedal operated by a driver, and the opening is mechanically determined in a fixed proportional relationship with the accelerator pedal depression amount. However, as described in Japanese Patent Laid-Open No. 10-194013, for example, the throttle pedal can be opened and closed by a throttle actuator without mechanically connecting the accelerator pedal to the throttle valve. A so-called electronically controlled throttle valve is proposed in which the target throttle opening is determined from the amount of depression, and the throttle actuator is operated so that the actual throttle opening reaches this target value, which has already been put to practical use in some vehicles. There is.

It is conceivable that such an electronically controlled throttle valve is a further advanced electronically controlled throttle valve in which the relationship between the throttle opening and the accelerator pedal depression amount can be changed by a mode switch.

However, even when it is possible to change the relationship between the throttle opening and the accelerator pedal depression amount as described above, the conventional automatic transmission transmission control method is premised on the fact that the relationship is a fixed proportional relationship. It is common sense to adopt the following when adopted. That is, the automatic transmission is generally controlled to change gears based on the information indicating the engine output and the vehicle speed. Therefore, the information indicating the engine output for gear change control is the electronically controlled throttle valve's information. Using information representative of the actual engine output at any point from the controller to the throttle actuator and throttle valve (usually the throttle opening detection value and the command signal to the throttle actuator), gear change control is performed based on this It will be.

[0005]

However, in this case, when the shift control that emphasizes the actual engine output is required, the shift control that matches the demand is required, but the shift control that emphasizes the driver's intention to accelerate is normally required. When it is necessary, the requirement cannot be satisfied, and the intention is reflected in the shift control even when the relationship of the throttle opening with respect to the accelerator pedal depression amount is changed by the mode switch in the advanced electronically controlled throttle valve. I can't. In other words, in the electronically controlled throttle valve, there is a time lag between the operation of the accelerator pedal, which represents the driver's intention to accelerate, and the switching of the mode, and the supply of the command signal corresponding to the throttle actuator. Further, in response to the command signal, there is a time lag until the throttle actuator reaches the throttle opening corresponding to the accelerator pedal operation or mode switching, so the driver's accelerator pedal operation or mode switching can be changed in real time. It can not be reflected in the control, transiently,
In many cases, the shift control that emphasizes the driver's intention of acceleration and mode switching cannot be performed.

Further, when a command signal to the throttle actuator is used as the information representing the engine output for the shift control and the shift control is performed based on this, the following problems occur. That is, the format in which the controller of the electronically controlled throttle valve produces a command signal to the throttle actuator (for example, actuator drive voltage-throttle opening characteristic) is the throttle opening sensor signal or the accelerator opening signal that the automatic transmission conventionally used as a control input. This is different from the format of the pedal depression amount sensor signal (for example, sensor output voltage-throttle opening characteristic). In order to use the conventional automatic transmission as it is, the command signal to the throttle actuator is directly used for gear shift control. It cannot be used as information indicating the engine output, and it becomes necessary to once convert the command signal into a format for gear shift control, which causes a problem that signal processing becomes troublesome.

According to a first aspect of the present invention, as information representing engine output necessary for shift control of an automatic transmission that constitutes a power train of a vehicle together with an engine equipped with the above-described advanced electronically controlled throttle valve, By using the information input to the controller of the electronically controlled throttle valve, the shift control that reflects the driver's intention of acceleration and mode switching can be performed, and the need for the above-mentioned troublesome signal processing can be eliminated. The purpose is to eliminate the problem of.

A second aspect of the present invention is to propose a shift control device for a vehicle power train, which can easily obtain information representing an engine output required for the shift control of the first aspect. And

According to a third aspect of the present invention, an electronically controlled throttle is provided as information representing an engine output for gear shift control in accordance with a selected position of a mode switch that determines the relationship between the accelerator pedal depression amount and the throttle opening degree. By deciding whether to use the information input to the controller of the valve or the information on the output side of the controller, the controller of the electronically controlled throttle valve is used only in the throttle control mode that causes the problem of the time lag. The information input to is used as information indicating the engine output for gear shift control, and other than that, it is possible to use the information on the output side of the controller as information indicating the engine output for gear shift control,
Thus, in consideration of the problem of the time lag, the former mode in which the shift control that emphasizes the driver's intention of acceleration is required and the latter mode in which the shift control that emphasizes the actual engine output is necessary because the problem of the time lag does not occur. It is an object of the present invention to propose a shift control device for a vehicle power train that can satisfy both of the requirements.

According to a fourth aspect of the present invention, in a region where the accelerator pedal depression amount is small, a mode switch selection position for reducing the rate of change of the throttle opening with respect to the accelerator pedal depression amount and the accelerator pedal depression amount in the region. Only in the latter throttle control mode that causes the problem of the time lag, depending on the selected position of the mode switch that increases the change rate of the throttle opening with respect to the amount,
The information input to the controller of the electronically controlled throttle valve is used as information representing the engine output for shift control, and in the former throttle control mode in which the problem of the time lag does not occur, the information on the output side of the controller is changed. By using it as information representing the engine output for control, in consideration of the time lag problem, the latter mode in which gear shift control that emphasizes the driver's intention of acceleration is required, and since the problem of the time lag does not actually occur, It is an object of the present invention to propose a shift control device for a vehicle power train that can satisfy both of the requirements in the former mode in which the shift control that emphasizes the engine output is required.

According to a fifth aspect of the present invention, the shift control device responds to the switching of the mode switch while the control system of the electronically controlled throttle valve has not completed the mode switching corresponding to the switching of the mode switch. It is an object of the present invention to propose a shift control device for a vehicle power train, which is capable of avoiding the inconsistency of switching the information indicating the engine output for shift control as in the third and fourth inventions. .

[0012]

To achieve these objects, first, a shift control device for a vehicle power train according to a first aspect of the present invention is an electronically controlled type in which a mode switch can change a relationship between a throttle opening and an accelerator pedal depression amount. In a vehicle power train that is a combination of an engine equipped with a throttle valve and an automatic transmission that is shift-controlled based on at least information indicating engine output,
Vehicle speed detection means to detect vehicle speed and accelerator pedal depression
Accelerator pedal depression amount detection means for detecting the amount of deviation,
The target throttle opening is determined from the accelerator pedal depression amount detected by this means and the selected position of the mode switch.
Of the engine output to obtain the information that represents the engine output.
The measured target throttle opening and the vehicle speed detection means
Transmission controller that obtains target gear ratio from detected vehicle speed
And an automatic transmission based on this target gear ratio.
It is characterized in that the shift control is performed.

The shift control device for a vehicle power train according to a second aspect of the present invention is the first aspect of the present invention, which comprises a conversion coefficient map having the accelerator pedal depression amount and the selected position of the mode switch as parameters, and is obtained from the map. It is characterized in that the product of the conversion coefficient and the accelerator pedal depression amount is predicted as the target throttle opening .

A shift control device for a vehicle power train according to a third aspect of the present invention represents an engine having an electronically controlled throttle valve capable of changing a relationship between a throttle opening degree and an accelerator pedal depression amount by a mode switch, and at least an engine output. in powertrain comprising the combination of the automatic transmission shift control based on the information, depending on the selected position of the mode switch, the accelerator pedal depression amount, or the information representing the engine output, or, Determines whether the signal representing the actual engine output is used as the information representing the engine output
It is characterized in that it has adapted to.

In the shift control device for a vehicle power train according to a fourth aspect of the present invention, in the third aspect of the present invention, a mode switch that reduces the rate of change of the throttle opening with respect to the accelerator pedal depression amount in a region where the accelerator pedal depression amount is small is selected. At the position, a signal representative of the actual engine output is used as information indicating the engine output, and a mode switch that increases the rate of change of the throttle opening with respect to the accelerator pedal depression amount in a region where the accelerator pedal depression amount is small is selected. in the position, the accelerator pedal depression amount, is characterized in that it has by <br/> power sale structure and information representing the engine output.

A shift control device for a vehicle power train according to a fifth aspect of the present invention is the above-mentioned third or fourth aspect of the present invention.
The switching of the information indicating the engine output according to the selected position of the mode switch is changed to a signal indicating that the switching of the throttle opening change ratio with respect to the accelerator pedal depression amount corresponding to the switching of the selected position of the mode switch is completed. It is characterized in that it is configured to respond.

[0017]

In the first aspect of the invention, the opening of the throttle valve is electronically controlled based on the relationship between the throttle opening and the accelerator pedal depression amount determined by the mode switch. On the other hand, the transmission that constitutes the power train of the vehicle in combination with this engine is gear-shift-controlled based on at least the information indicating the engine output.

In the first aspect of the invention, in particular, the access
Accelerator pedal detected by the pedal depression amount detecting means.
Dull stepping amount and eye from the selected position of the mode switch
Information indicating the engine output by predicting the throttle opening
This predicted target throttle opening and vehicle speed inspection
The target gear ratio is calculated from the vehicle speed detected by the output means, and
The automatic transmission is controlled based on the target gear ratio.
Therefore, the following effects can be obtained. That is, the accelerator pedal depression amount and the selected position of the mode switch for determining the information used for the shift control are both signals input to the controller of the electronically controlled throttle valve, and the accelerator pedal depression amount is determined by the driver. It represents the intention of acceleration, and the selected position of the mode switch represents switching of the throttle control mode. Therefore, the shift control according to the first aspect of the invention is a shift control that reflects the driver's intention of acceleration and mode switching of the throttle control, and it is possible to realize a shift control that better matches the actual situation.

The output signal format of the sensor for detecting the accelerator pedal depression amount is the same as the output signal format of the throttle opening sensor which the automatic transmission has conventionally used as information representing the engine output for shift control. Therefore, even if the conventional automatic transmission is used as it is, the output signal of the sensor for detecting the depression amount of the accelerator pedal can be directly used for the above-mentioned shift control without any signal processing, which requires troublesome signal processing. It never happens.

In the second aspect of the invention, when predicting the target throttle opening degree as the information representing the engine output required for the shift control of the first aspect of the invention, conversion using the accelerator pedal depression amount and the selected position of the mode switch as parameters. a multiplication value of the conversion coefficient and a peculiarity <br/> Rupedaru depression amount determined from the coefficient map, from which predicted with the target throttle opening, easily obtain the information indicative of engine output for shift control Therefore, the operation and effect of the first invention can be easily achieved.

In the third aspect of the invention, the opening of the throttle valve is electronically controlled based on the relationship between the throttle opening and the accelerator pedal depression amount determined by the mode switch. On the other hand, the transmission that constitutes the power train of the vehicle in combination with this engine is gear-shift-controlled based on at least the information indicating the engine output.

In the third aspect of the invention, the information representing the engine output for the shift control is determined as follows. That is, according to the selection position of the mode switch, the accelerator pedal depression amount, or an information indicative of engine output for the shift control described above, or a signal representative of the actual engine output, the engine output for the shift control and information representing a.

Therefore, according to the third aspect of the invention, the controller of the electronically controlled throttle valve is used as information representing the engine output for the shift control according to the selected position of the mode switch that determines the relationship between the throttle pedal opening and the throttle opening. It will be decided whether to use the accelerator pedal depression amount input to or to use a signal representing the actual engine output at the output side of the controller, and only in the throttle control mode that causes the problem of the time lag, the electronic control type The accelerator pedal depression amount input to the controller of the throttle valve is used as information representing the engine output for gear shift control. Otherwise, a signal representative of the actual engine output on the output side of the controller is used for gear shift control. As information showing engine output Therefore, the former mode that requires gear shift control that emphasizes the driver's intention to accelerate in view of the problem of the time lag, and the actual engine output is important because the problem of the time lag does not occur. In the latter mode in which the above-described gear shift control is required, it is possible to realize the gear shift control that can satisfy the respective requirements together.

In the fourth aspect of the present invention, at the selected position of the mode switch for reducing the rate of change of the throttle opening with respect to the accelerator pedal depression amount in a region where the accelerator pedal depression amount is small, a signal representative of the actual engine output is The information representing the engine output for the shift control is used, and in the selected position of the mode switch that increases the rate of change of the throttle opening with respect to the accelerator pedal depression amount in a region where the accelerator pedal depression amount is small, the accelerator pedal depression amount is set to Since the information representing the engine output for control is used, only in the latter throttle control mode that causes the problem of the time lag, the accelerator pedal depression amount input to the controller of the electronically controlled throttle valve is set to the engine output for gear shift control. Used as information to represent the In the former throttle control mode that does not cause the lag problem, a signal representative of the actual engine output on the output side of the controller is used as information representing the engine output for gear shift control, and in consideration of the time lag problem, driving is performed. Both requirements are satisfied by the latter mode, which requires shift control that emphasizes the intention of the other person's acceleration, and the former mode, which requires shift control that emphasizes actual engine output because the problem of the time lag does not occur. It is possible to realize the shift control that can be performed.

In the fifth aspect of the invention, the switching of the information representing the engine output for the shift control according to the selected position of the mode switch is performed by changing the throttle opening corresponding to the accelerator pedal depression amount corresponding to the switching of the selected position of the mode switch. Since the control is performed in response to a signal indicating that the change of the rate change rate has been completed, the shift control device operates while the control system of the electronically controlled throttle valve has not completed the mode change corresponding to the change of the mode switch. It is possible to avoid the inconsistency of switching the information representing the engine output for gear shift control as in the third invention and the fourth invention according to the switching of the mode switch.

[0026]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a power train of a vehicle equipped with a shift control device according to an embodiment of the present invention and its control system.
And a continuously variable automatic transmission 2. Engine 1
Is equipped with an electronically controlled throttle valve 5 which is not linked to an accelerator pedal 3 operated by a driver but is disconnected from the accelerator pedal 3 and whose opening is electronically controlled by a step motor (throttle actuator) 4. 4 to the rotational position corresponding to the target throttle opening y, the throttle valve 5 to the target throttle opening y
Then, the output of the engine 1 can be controlled by factors other than the accelerator pedal operation.

The target throttle opening y is calculated and obtained by the engine controller (ECU) 6. Therefore, the engine controller 6 uses the accelerator sensor 7 which detects the depression amount x of the accelerator pedal 3. 2 and a signal from the throttle opening sensor 8 for detecting the throttle opening TVO of the throttle valve 5 and the driver's accelerator pedal depression amount x and target throttle opening y illustrated in FIG. 2A. The signal from the mode switch 9 that is manually turned on and off according to whether the relationship is desired or the relationship between the accelerator pedal depression amount x and the target throttle opening y illustrated in FIG. Enter each.

The relationship between the accelerator pedal depression amount x and the target throttle opening y illustrated in FIG. 2A is the same as when the throttle valve 5 is mechanically linked to the accelerator pedal 3. A throttle control mode (hereinafter referred to as a normal mode) for linearly changing the opening degree TVO with respect to the accelerator pedal depression amount x is set, and the accelerator pedal depression amount x and the target throttle opening amount y illustrated in FIG. Is related to the throttle control mode (hereinafter referred to as snow mode) suitable for running on a low μ road in which the rate of change of the throttle opening TVO with respect to the accelerator pedal depression amount x is small in a region where the accelerator pedal depression amount x is small. To do.

The relationship between the accelerator pedal depression amount x and the target throttle opening y shown in FIG. 2A is y = f _0.
The relationship between the accelerator pedal depression amount x and the target throttle opening y defined by the function (x) and shown in FIG.
It is defined by the function of f ₁ (x).

Based on these input information, the engine controller 6 executes a throttle control program (not shown) to calculate a target throttle opening y as described below, and matches the throttle opening TVO with the target value y. Throttle control shall be performed. That is, first, it is determined whether the driver wants the normal mode (the mode switch 9 is OFF) or the snow mode (the mode switch 9 is ON) by the ON / OFF signals from the mode switch 9. If the normal mode is desired, the target throttle opening y is calculated by y = f ₀ (x), and if the snow mode is desired, the target throttle opening y is y = f ₁ (x). Calculated by Then, the throttle opening TVO detected by the sensor 8
The engine controller 6 drives the step motor 4 so that
The throttle control is performed in the normal mode shown in (a) or the snow mode shown in (b).

The continuously variable transmission 2 to which the rotation from the engine 1 controlled by the throttle as described above is inputted is a well-known V-belt type continuously variable transmission, and is driven to the output shaft of the engine 1 via the torque converter 10. A coupled primary pulley 11 and a secondary pulley 12 aligned with this,
A V-belt 13 is provided between the pulleys. Then, the differential gear device 15 is attached to the secondary pulley 12 via the final drive gear set 14.
Are drivingly coupled to drive the wheels (not shown) in rotation.

In order to change the speed of the continuously variable transmission 2, the V of each of the primary pulley 11 and the secondary pulley 12 is changed.
Among the flanges forming the groove, one movable flange can be relatively close to the other fixed flange to narrow the V groove width, or can be separated to widen the V groove width. By shifting the continuously variable transmission 2 to a position corresponding to the target gear ratio (i ^* ) command, the continuously variable transmission 2 is displaced to a position corresponding to the primary pulley pressure P _pri and the secondary pulley pressure P _sec from the hydraulic actuator 16. It shall be possible to continuously change the speed so that it matches i ^* .

The target gear ratio i ^* is determined by the transmission controller (A
Therefore, the transmission controller 17 receives the signal from the accelerator sensor 7 for detecting the depression amount x of the accelerator pedal 3 and the signal from the mode switch 9 described above. A signal from the primary pulley rotation sensor 18 that detects the rotation speed (primary rotation speed) N _pri of the primary pulley 11 and a secondary pulley rotation sensor 19 that detects the rotation speed (secondary rotation speed) N _sec of the secondary pulley 12.
From the vehicle speed sensor 20 for detecting the vehicle speed VSP.

The transmission controller 17 uses these input information.
3 to execute the program shown in FIG.
The gear shift control of is performed as follows. First of all
In step S31, the accelerator pedal depression amount x, the vehicle
ON / OFF from high speed VSP and mode switch 9
Read each signal, then go to step S32.
FigureFourConverted based on maps corresponding to (a) and (b)
Search coefficient z. Here, as the conversion coefficient z,Four
The conversion coefficient for normal mode shown in (a) and the figure
Set the conversion factor for snow mode shown in (b) and
Each with the accelerator pedal depression amount x as a parameter
It shall change. Therefore, in step S32
Is a figureFourBased on the maps corresponding to (a) and (b),
ON / OFF signals from accelerator switch 9 and accelerator pedal
It is necessary to search the conversion factor z from the dull depression amount x.
It And the figureFourConversion for normal mode shown in (a)
The coefficient z is the product of this and the accelerator pedal depression amount x.
So that the value becomes the target throttle opening y shown in FIG.
Assuming that the conversion mode for the snow mode shown in FIG.
The number z is a product of this and the accelerator pedal depression amount x.
Becomes the target throttle opening y shown in FIG. 2 (b).
I shall.

In the next step S33, the multiplication value y'of the above conversion coefficient z and the accelerator pedal depression amount x.
Ask for. By the way, since the conversion coefficient z is as described above, the multiplication value y ′ represents the target throttle opening y corresponding to the accelerator pedal depression amount x, and is calculated from the accelerator pedal depression amount x that represents the driver's intention to accelerate. This corresponds to a prediction of the target throttle opening y. Then, in step S34, the throttle opening TVO on the output side of the engine controller 6 and the target throttle opening y to the step motor 4 are normally used for the shift control as engine output information, but the above-mentioned multiplication value y'instead of this is used.
And a target speed ratio i ^* based on the vehicle speed VSP, and a speed change control for instructing this to the hydraulic actuator 16 is executed.

According to this embodiment, the accelerator pedal is
Dull stepping amount x and selection position of mode switch 9
From (ON, OFF) to target throttle opening (multiplied value
y ') is predicted and used as the information representing the engine output.
Predicted target throttle opening (multiplied value y ') and vehicle
The target gear ratio i ^* is calculated from the speed VSP, and based on this target gear ratio i ^*
Based on the shift control of the automatic transmission, the following operational effects can be obtained. That is, engine output information used for the shift control (predicted target throttle opening: multiplication value y ')
Both the accelerator pedal depression amount x and the selected position (ON, OFF) of the mode switch 9 for determining are the signals input to the controller 6 of the electronically controlled throttle valve, and the accelerator pedal depression amount x is the driver. Represents the intention of acceleration, and the selected position of the mode switch 9 represents switching of the throttle control mode. Therefore, the gear shift control according to the present embodiment is a gear shift control that reflects the driver's intention of acceleration and mode switching of throttle control, and the gear shift control that more matches the actual situation can be realized.

The output signal format of the sensor 7 for detecting the accelerator pedal depression amount x is the automatic transmission 2
Is the same as the output signal format of the throttle opening sensor that has been used as engine output information for gear shift control in the past, and even if the conventional automatic transmission is used as it is,
The output signal of the sensor 7 for detecting the accelerator pedal depression amount x can be directly used for the above-mentioned shift control without any signal processing, so that no troublesome signal processing is required.

Further, in the present embodiment, when obtaining the engine output information for the shift control, the conversion coefficient z obtained from the conversion coefficient map using the accelerator pedal depression amount x and the selected position of the mode switch 9 as parameters.
And a target value gear ratio i ^* obtained from the value y ′ (predicted target throttle opening) multiplied by the accelerator pedal depression amount x (predicted target throttle opening) as engine output information for gear shift control ^.
Since the shift control of the automatic transmission is performed on the basis of the target throttle opening (multiplied value) which is the engine output information for shift control.
y ′) can be easily obtained, and the above-described effects can be easily achieved.

5 and 6 show another embodiment of the present invention. FIG. 5 is a vehicle power train diagram similar to that in FIG. 1, and FIG. 6 is a shift control program corresponding to FIG. . In the present embodiment, as shown in FIG. 5, the target throttle opening y from the engine controller 6 to the step motor 4 is additionally input to the transmission controller 17, and the transmission controller 17 executes the program shown in FIG. Is executed to perform gear shift control as follows.

That is, the transmission controller 17 first determines in step S61 the accelerator pedal depression amount x,
The vehicle speed VSP, the ON / OFF signals from the mode switch 9, and the target throttle opening y toward the step motor 4 from the engine controller 6 are read, respectively, and then in step S62, the driver turns on the mode switch 9 to turn on the target throttle opening y. It is determined whether the snow mode shown in (b) is selected or the normal mode shown in FIG. 2 (a) is selected by turning off the mode switch 9.

When the snow mode shown in FIG. 2 (b) is selected, its characteristic is that the rate of change of the target throttle opening y with respect to the accelerator pedal depression amount x is reduced in a region where the accelerator pedal depression amount x is small. Since it is suitable for running on μ roads, the driver does not press the accelerator pedal in the hope of sudden acceleration.
Based on the fact that there is basically no problem of gear shift time lag with respect to acceleration intention and gear shift control that emphasizes the actual engine output is preferable, the step motor 4 on the output side of the engine controller 6 is sent to the step motor 4 in step S63. The target throttle opening y is used as engine output information for gear shift control, and gear shift control is performed to obtain the target gear ratio i ^* based on this and the vehicle speed VSP.

If it is determined in step S62 that the normal mode shown in FIG. 2A is selected, the characteristic is that the target throttle opening y changes with respect to the accelerator pedal depression amount x in a small region of the accelerator pedal depression amount x. Since it is suitable for running on a dry road with a large proportion, since the driver may depress the accelerator pedal in the hope of sudden acceleration, the time lag of gear change with respect to the intention of acceleration may be a problem. Therefore, based on the fact that the shift control that emphasizes the intention of acceleration is preferable, in step S64, the accelerator pedal depression amount x on the input side of the engine controller 6 is used as the engine output information for the shift control, and the vehicle speed VSP. Based on and, gear change control for obtaining the target gear ratio i ^* is executed. However, when the accelerator pedal depression amount x is used as engine output information for gear shift control, a conversion coefficient z is obtained from the accelerator pedal depression amount x as in FIG. 3, and a multiplication value of the accelerator pedal depression amount x and the conversion coefficient z is obtained. y'can be used as engine output information for gear shift control.

In this embodiment, the selection position (ON: snow mode, OFF: normal mode) of the mode switch 9 that determines the relationship (throttle control mode) of the target throttle opening y to the accelerator pedal depression amount x is set. Accordingly, as the engine output information for gear shift control, the accelerator pedal depression amount x indicating the acceleration intention input to the controller 6 of the electronically controlled throttle valve is used, or the actual engine output on the output side of the controller 6 is represented. Only in the normal mode, which determines the use of the target throttle opening y and increases the rate of change of the target throttle opening y with respect to the accelerator pedal depression amount in a small region of the accelerator pedal depression amount x, which causes the time lag problem. Electronically controlled throttle valve control The accelerator pedal depression amount x indicating the intention of acceleration input to the controller 6 is used as engine output information for gear shift control, and the target throttle opening y changes with respect to the accelerator pedal depression amount in a small region of the accelerator pedal depression amount x. In the snow mode where the problem of the time lag does not occur because the ratio is made small, the target throttle opening y representing the actual engine output on the output side of the controller is used as the engine output information for gear shift control. In consideration of the above problem, the former normal mode, which requires the shift control that emphasizes the driver's intention to accelerate, and the latter snow mode, which requires the shift control that emphasizes the actual engine output in order to avoid the problem of the time lag. , Can meet each requirement together.

In this embodiment, the accelerator pedal depression amount x is used as engine output information for gear shift control.
And the target throttle opening y, there are two systems,
Even if one of the signals cannot be secured, the shift control using the other signal can be performed, and a situation in which the shift control is disabled can be avoided.

7 to 9 show still another embodiment of the present invention, FIG. 7 is a vehicle power train diagram similar to that in FIG. 5, and FIG. 8 is a throttle control program executed by the engine controller 6. 9 is a shift control program corresponding to FIG. In this embodiment, FIG.
As shown in, the engine controller 6 additionally inputs a flag FLAG to the transmission controller 17, which indicates that the switching of the throttle control mode accompanying the ON / OFF switching of the mode switch 9 is completed. 6 executes the throttle control program shown in FIG. 8 to control the throttle opening TVO in the following manner, and the transmission controller 17 executes the program shown in FIG. 9 to perform shift control as described later.

To explain the throttle control program of FIG. 8 executed by the engine controller 6, first, in step S81, an ON / OFF signal of the mode switch 9
Accelerator pedal depression amount x and throttle opening T
Read VO. Next, at step S82, it is checked whether the snow mode shown in FIG. 2B was selected last time or the normal mode shown in FIG. 2A was selected depending on whether the flag FLAG is 1 or not.

If the snow mode was previously selected,
In step S83, it is checked whether or not the snow mode is selected this time, depending on whether or not the mode switch 9 is ON. If the snow mode is also selected this time, in step S84, y = f ₁ (x) representing the relationship between the accelerator pedal depression amount x for snow mode and the target throttle opening y shown in FIG. 2B. The target throttle opening y is obtained by the calculation of, and the opening of the throttle valve 5 is controlled via the step motor 4 so that the throttle opening TVO becomes the target value y. Then, in step S85, the flag FLAG is set to 1 to indicate that the throttle control is being performed in the snow mode, and then the control is ended.

The mode switch 9 is turned on in step S83.
If it is determined that it is not, that is, if there is a request for switching from the snow mode to the normal mode, in step S86, the relationship between the accelerator pedal depression amount x and the target throttle opening y shown in FIG. 2B is displayed. Between the calculated value of y = f ₁ (x) and the calculated value of y = f ₀ (x) that represents the relationship between the accelerator pedal depression amount x and the target throttle opening y shown in FIG. 2A. It is determined whether the absolute value of the deviation | f ₁ (x) −f ₀ (x) | (see FIG. 2) is less than or equal to the set value α, and unless the absolute value of the deviation is less than or equal to the set value α. The control proceeds to step S84 to continue the throttle control in the snow mode, and prohibits switching from the snow mode to the normal mode.

In step S86, the absolute value of the deviation | f ₁
When it is determined that (x) −f ₀ (x) | has become equal to or less than the set value α, the control proceeds to step S88 to allow the switching from the snow mode to the normal mode, and here, FIG. Y = f showing the relationship between the accelerator pedal depression amount x and the target throttle opening y shown in (a)
_The target throttle opening y is calculated by calculating ₀ (x), and the opening of the throttle valve 5 is controlled via the step motor 4 so that the throttle opening TVO becomes the target value y. Thus, the absolute value of the deviation | f ₁ (x) −f
By allowing and executing the switching from the snow mode to the normal mode when ₀ (x) | becomes equal to or less than the set value α, it is possible to prevent a large switching shock from occurring. Then, in step S89, the flag FLAG is reset to 0 so as to indicate that the throttle control in the normal mode is being performed, and then the control is ended.

If it is determined in step S82 that the normal mode was selected last time, it is checked in step S87 whether or not the normal mode is selected again this time depending on whether the mode switch 9 is OFF.
If the normal mode is also selected this time, in step S88, y = f ₀ (x) representing the relationship between the accelerator pedal depression amount x and the target throttle opening y shown in FIG. 2A for the normal mode. The target throttle opening y is obtained by the calculation of, and the opening of the throttle valve 5 is controlled via the step motor 4 so that the throttle opening TVO becomes the target value y. And step S89
Then, after the flag FLAG is reset to 0 so as to indicate that the throttle control in the normal mode is performed, the control is ended.

At step S87, the mode switch 9 is turned off.
When it is determined that it is not F, that is, when there is a request to switch from the normal mode to the snow mode,
In step S90, the absolute value of the deviation | f
_{1 (x) -f 0 (x} ) | , it is determined whether it is below the set value alpha, the throttle of the control as long as the absolute value of the deviation does not become less than the set value alpha in normal mode proceeds to step S88 Continue control and prohibit switching from normal mode to snow mode.

In step S90, the absolute value of the deviation | f₁
(X) -f₀(X) | is determined to be equal to or less than the set value α
When switching from normal mode to snow mode
The control proceeds to step S84 so as to be permitted, and in FIG.
Depressing the accelerator pedal for the snow mode shown in (b)
Y = f representing the relationship between the amount x and the target throttle opening y ₁
When the target throttle opening y is calculated by the calculation of (x),
In addition, the throttle opening TVO is adjusted to the target value y.
Opening control of throttle valve 5 via step motor 4
To do. Absolute value of deviation | f₁(X) -f₀(X)
From the normal mode when | becomes less than the set value α
To allow and switch to snow mode
Prevents the mode switching shock from occurring
be able to. Then, in step S85, the snow
To show that throttle control is being performed
After the flag FLAG is set to 1, the control ends.
It

Next, to explain the shift control program of FIG. 9 executed by the transmission controller 17, the transmission controller 17 receives the flag FLAG from the engine controller 6 for controlling the throttle of FIG. 8 as shown in FIG. Using this as a substitute for the mode switch (9) signal (ON, OFF signal) in FIG. 6, the shift control is executed as follows, as in FIG. First, step S9
1, the accelerator pedal depression amount x, the vehicle speed VS
P, the flag FLAG, and the target throttle opening y from the engine controller 6 toward the step motor 4 are read. Then, in step S92, it is determined whether or not the flag FLAG is 1, that is, the switching to the snow mode is completed. It is checked whether the throttle control is being performed in the mode or whether the throttle control is being performed in the mode after the switching to the normal mode is completed.

When the shift to the snow mode is completed and the throttle control in that mode is being performed, the characteristic is that the accelerator pedal depression amount is in a small region of the accelerator pedal depression amount x as shown in FIG. 2 (b). Since it is suitable for running on low μ roads, in which the rate of change of the target throttle opening y with respect to x is small, the driver does not press the accelerator pedal in the hope of sudden acceleration. Based on the fact that the shift control with respect to the actual engine output is preferable because the time lag of the shift does not become a problem basically, step S
In 93, the target throttle opening y to the step motor 4 on the output side of the engine controller 6 is used as the engine output information for gear shift control, and the target vehicle speed VS
The shift control for obtaining the target gear ratio i ^* based on P is executed.

When it is determined in step S92 that the shift to the normal mode of FIG. 2 (a) is completed and the throttle control for the mode is being performed, the characteristic is that the accelerator pedal depression amount x is small. Since the change rate of the target throttle opening y with respect to the accelerator pedal depression amount x is large, which is suitable for running on a dry road, the driver may perform a depressing operation of the accelerator pedal for which rapid acceleration is desired. Based on the fact that the shift time lag with respect to the acceleration intention may be a problem, the gear shift control with emphasis on the acceleration intention is preferable.
At 94, the accelerator pedal depression amount x on the input side of the engine controller 6 is used as engine output information for gear shift control, and gear shift control is executed to obtain the target gear ratio i ^* based on this and the vehicle speed VSP. However, when the accelerator pedal depression amount x is used as engine output information for gear shift control, a conversion coefficient z is obtained from the accelerator pedal depression amount x as in FIG. 3, and a multiplication value of the accelerator pedal depression amount x and the conversion coefficient z is obtained. y '
Can be used as engine output information for shift control.

In this embodiment, in addition to achieving the same effects as those of the embodiment shown in FIGS. 5 and 6, the following effects can be obtained. That is, the switching of the engine output information x and y for shift control according to the switching of the selected position of the mode switch 9 is a signal indicating that the switching of the throttle control mode corresponding to the switching of the selected position of the mode switch is completed. Since the control is performed in response to the FLAG, the shift control device shifts the shift according to the switching of the mode switch while the control system of the electronically controlled throttle valve has not completed the mode switching corresponding to the switching of the mode switch 9. It is possible to avoid inconsistency that causes switching of the engine output information x and y for control.

[Brief description of drawings]

FIG. 1 is a schematic explanatory diagram showing a vehicle power train equipped with a shift control device according to an embodiment of the present invention together with its control system.

2A and 2B show change characteristics of a target throttle opening degree with respect to an accelerator pedal depression amount for each throttle control mode in the same power train. FIG. 2A is a change characteristic diagram of a target throttle opening degree in a normal mode, and FIG.
It is a change characteristic view of the target throttle opening degree in the snow mode.

FIG. 3 is a flowchart of a shift control program executed by a transmission controller in the same embodiment.

4A and 4B show characteristics of a conversion coefficient used in the same shift control program for each throttle control mode. FIG. 4A is a change characteristic diagram of a conversion coefficient in a normal mode, and FIG. 4B is a change characteristic of a conversion coefficient in a snow mode. It is a figure.

FIG. 5 is a schematic explanatory view showing a vehicle power train including a shift control device according to another embodiment of the present invention together with its control system.

FIG. 6 is a flowchart of a shift control program executed by the transmission controller in the same embodiment.

FIG. 7 is a schematic explanatory view showing a vehicle power train including a shift control device according to still another embodiment of the present invention together with its control system.

FIG. 8 is a flowchart of a throttle control program executed by the engine controller in the same embodiment.

FIG. 9 is a flowchart of a shift control program executed by the transmission controller in the embodiment.

[Explanation of symbols]

1 engine 2 continuously variable transmission (automatic transmission) 3 accelerator pedal 4-step motor (throttle actuator) 5 Electronically controlled throttle valve 6 engine controller 7 Accelerator sensor 8 Throttle opening sensor 9 Mode switch 10 Torque converter 11 Primary pulley 12 Secondary pulley 13 V belt 14 Final drive gear set 15 Differential gear unit 16 hydraulic actuator 17 Transmission controller 18 Primary pulley rotation sensor 19 Secondary pulley rotation sensor 20 vehicle speed sensor

Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F16H 9/00 F16H 9/00 F // F16H 61/02 61/02 F16H 59:02 59:02 59:24 59:24 63:06 63 : 06 (58) Fields surveyed (Int.Cl. ⁷ , DB name) F02D 29/00-29/06 F02D 9/00-11/10 F02D 41/00-45/00 B60K 41/00-41/28 F16H

Claims (5)

(57) [Claims] 1. An engine having an electronically controlled throttle valve capable of changing a relationship between a throttle opening and an accelerator pedal depression amount by a mode switch, and an automatic transmission which is shift-controlled based on at least information indicating engine output. In a vehicle power train having a combination of a vehicle speed detecting means for detecting a vehicle speed and an accelerator pedal depression for detecting an accelerator pedal depression amount.
The target throttle opening is determined from the penetration amount detection means, the accelerator pedal depression amount detected by this means , and the selected position of the mode switch.
Of the engine output to obtain the information that represents the engine output.
The measured target throttle opening and the vehicle speed detection means
Transmission controller that obtains target gear ratio from detected vehicle speed
And a gear shift control of the automatic transmission based on the target gear ratio.
A shift control device for a vehicle power train having the above structure. 2. The method according to claim 1, further comprising a conversion coefficient map using the accelerator pedal depression amount and the selected position of the mode switch as parameters, and multiplying the conversion coefficient obtained from the map by the accelerator pedal depression amount. A shift control device for a vehicle power train, wherein the shift control device is configured to predict the target throttle opening degree . 3. An engine having an electronically controlled throttle valve capable of changing the relationship between the throttle opening degree and the accelerator pedal depression amount by a mode switch, and an automatic transmission which is shift-controlled based on at least information indicating engine output. in powertrain comprising a combination of, depending on the selected position of the mode switch, the accelerator pedal depression amount, and information representing the engine output
Or a signal representative of the actual engine power,
A shift control device for a vehicle power train, wherein the shift control device is configured to determine whether to use the information indicating the engine output. 4. The signal representative of the actual engine output is set at a selected position of the mode switch for reducing the rate of change of the throttle opening with respect to the accelerator pedal depression amount in a region where the accelerator pedal depression amount is small. In the selected position of the mode switch that increases the rate of change of the throttle opening with respect to the accelerator pedal depression amount in the region where the accelerator pedal depression amount is small, the accelerator pedal depression amount is set to the engine output. shift control device for a vehicle power train, characterized by being configured so as to information indicating a. 5. The throttle opening according to the accelerator pedal depression amount corresponding to the switching of the selected position of the mode switch, according to claim 3 or 4, wherein the switching of the information indicating the engine output according to the selected position of the mode switch is performed. A shift control device for a vehicle power train, which is configured to be performed in response to a signal indicating that switching of a change rate is completed.