JP4073680B2 - Automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an improvement of an automatic transmission that controls a transmission of an automobile by a program control circuit. The present invention is a device developed for use in a large tow vehicle equipped with a multi-stage transmission, but can also be widely applied to automatic transmissions of other vehicles.
[0002]
[Prior art]
Fully automatic transmission description: Automatic transmissions are also widely used for large vehicles. As a general rule, a vehicle equipped with a fully automatic transmission is not equipped with a clutch pedal. In the fully automatic transmission of a large automobile, when the driver starts the vehicle, the transmission is automatically controlled by setting the shift lever to the D range (drive position) and depressing the accelerator pedal. That is, according to the driver's operation of the shift lever to the D range, the shift control device first automatically selects the starting gear (for example, the fifth speed), gently engages the clutch, and changes the gear according to the vehicle speed (for example, (5th speed → 8th speed → 10th speed → 11th speed) Control for automatically shifting up is executed. With this control device, the driver is released from driving operations such as operating the clutch pedal, operating the speed change lever, and adjusting the amount of depression of the accelerator pedal.
[0003]
Most of the automatic transmissions of large vehicles have no continuously variable transmissions such as planetary gears. In many transmissions, air pressure is sent to a cylinder according to an electromagnetic valve that is opened and closed by an electric signal from a control circuit, and mechanical gear selection is set by the cylinder. In synchronism with this operation, the mechanical clutch is mechanically connected or disconnected by air pressure or hydraulic pressure supplied via an electromagnetic valve controlled to open and close by an electric signal from the control circuit. Further, in synchronism with the operation of the clutch, when the clutch is disengaged, the fuel flow rate is automatically reduced so that the engine is not emptied. The control circuit is a program control circuit in which software is installed in a semiconductor chip.
[0004]
Explanation of semi-automatic transmission: The automatic transmission of a large vehicle uses both a clutch pedal that a driver operates with the left foot and a mechanical clutch that mechanically connects and disconnects the clutch according to the operation of the clutch pedal. What is being popularized. This is because when the vehicle is started from a stopped state, an operation by the clutch pedal is performed, but in the shift operation after the vehicle has started, the operation of the clutch and the transmission is automated in the same manner as the above automatic transmission. It is. Here, such a device is called a semi-automatic transmission. In a semi-automatic transmission, when the gear is shifted up after a start operation using the clutch pedal, the clutch is automatically disengaged and the accelerator is throttled automatically by depressing the accelerator pedal. The gears are shifted up, the clutch is automatically engaged, and the accelerator is opened. Most of the drivers of large vehicles are professional drivers, and few think that the clutch operation at the time of starting is troublesome. Rather, it is well-received by many drivers because it can perform a smooth start operation suitable for the road surface condition by performing a mechanical clutch operation with a clutch pedal when starting. Further, the fuel consumption at the time of start can be made economical by the driver performing the clutch operation by the clutch pedal at the time of start.
[0005]
Large vehicle transmissions: In automatic transmissions or semi-automatic transmissions such as those described above, multi-stage transmissions in which the number of gear stages is 7 to 16 forwards and one or two reverse stages are widespread. In such a multi-stage transmission, direct selection setting to each gear can cause an operation error. Therefore, the shift lever has N range (neutral position), D range (drive position), H range (hold). Position) and R range (reverse position) are provided, and the selection setting for each gear is automatically executed according to the position of the shift lever. That is, as means for instructing a detailed shift-up or shift-down operation by the driver's intention, the shift lever can be operated from the H range in the vertical direction to indicate up (UP) or down (DN). Many of these are used. In such a device, when the driver wants to shift the gear down while traveling, the device automatically operates the shift lever in the H range once to the down position and returns to the H range so that the device automatically engages the clutch. Disconnect, automatically select the downshift gear, and automatically engage the clutch. When the driver operates the shift lever to the down position twice to return to the H range, the device automatically disconnects the clutch, automatically shifts down by two steps, and executes the operation of connecting the clutch. The same applies to upshifting.
[0006]
When the starting operation is performed with such a device, if the number of steps of the forward gear is large as described above, if this is switched one step at a time, it will be nearly 10 times before reaching the traveling gear (top gear). It takes a long time to perform the upshifting operation. If time is taken in this way, the gear selection of the transmission does not coincide with the acceleration state of the vehicle. For this reason, the loaded state of the towed vehicle or the loading platform is a standard cargo load, and when accelerating on a straight and flat road surface, for example, every other stage, or in part, every second stage, the forward gear Software for automatic execution is set so as to shift up. For example, the standard gear selection pattern of a transmission equipped with 16 forward gears is that the fifth speed is selected when the vehicle is stopped, and the fifth speed → the eighth speed as the accelerator pedal is depressed and the vehicle is accelerated. → Gear is selected as 10th speed → 11th speed. In a vehicle in which such a gear selection pattern is set, the road surface condition is poor when starting from a stopped state, and when the driver wants to start from the 4th speed, the driver operates the shift lever to the H range, and further 1 Move the shift lever to the down position (DN) only once. If you need to shift down or up without waiting for automatic control according to the road surface conditions while driving, do not depress the clutch or pedal and operate the shift lever to shift down or up. The gear selection desired by the driver can be performed.
[0007]
As a prior art technique related to the present invention, there is a patent (Japanese Patent Publication No. 4-81066) of the applicant of the present application, and Japanese Patent Application Laid-Open No. 2000-193084 (applicant: Mitsubishi Motors) as a related technique.
[0008]
[Problems to be solved by the invention]
In such a vehicle equipped with a multi-stage transmission and gear selection by an automatic transmission or a semi-automatic transmission is performed while the vehicle is running, a standard gear selection is used when accelerating while turning a curve by steering. Upshifting with this pattern may not be sufficient. In particular, when accelerating a towing vehicle (tractor) that is pulling a towed vehicle (trailer) while turning a curve, the driver is busy with the steering operation, and the shift lever is held to hold the current gear at an appropriate timing. May not be operated to the hold range (H).
[0009]
This will be described in more detail by way of example. Now, it is assumed that the towing vehicle pulls a towed vehicle having a large total length and starts a crossing and turns to the left. The driver must start by swinging the tow vehicle to the right so that the left wheel, which is the rotating inner wheel of the towed vehicle, does not deviate from the road surface limit at the left corner of the intersection, and then make a large curve to the left Thus, it is necessary to perform steering. In other words, the driver of the tow vehicle must steer left and right rather than just to the left when making a left turn. When the towing vehicle steers leftward with respect to the traveling direction of the towed vehicle having a large load, the effective component of the traveling direction traction force acting on the towed vehicle is reduced. That is, if the angle formed by the traveling direction of the towed vehicle and the traveling direction of the towed vehicle with respect to the rotation axis of the coupling device is α, the effective component of the traveling direction tractive force acting on the towed vehicle is proportional to cos α. If the upshift is executed by the automatic shift control when is large, the traction force becomes smaller and smooth acceleration cannot be performed. In such a state, as described above, the driver should operate the shift lever to the hold range (H) to hold the gear so that the upshifting is not automatically performed. However, the driver is just busy with the operation of the steered wheels, and cannot perform this properly.
[0010]
Although the example of turning left while starting an intersection has been described, even when turning right while starting an intersection, the situation where the driver is busy with steering operation at the timing when the shift lever should be operated is the same. In addition, in the case of a right turn, since the radius of rotation is increased, the arc of the travel locus becomes longer, and the time during which the vehicle is traveling in a substantially curved state is increased. It is desirable that the shifting operation of the transmission is not performed during the time when the vehicle is traveling in this curve state. However, in the conventional device, the shifting operation for upshifting is automatically performed when a predetermined speed is reached. become. In this case as well, the driver needs to operate the shift lever to the hold range (H), but may not be able to operate the shift lever properly while traveling on a curve.
[0011]
The present invention has been carried out against such a background, and provides a control device capable of performing appropriate shift-up control in a situation where a vehicle equipped with a multi-stage transmission is accelerated while turning a curve. With the goal. An object of the present invention is to provide a control device that can appropriately perform automatic shift control particularly when a tow vehicle is towing a towed vehicle having a large load. An object of the present invention is to provide a speed change control device that allows a driver to concentrate on steering when accelerating while cutting a curve. An object of the present invention is to improve the drivability of a large vehicle.
[0012]
[Means for Solving the Problems]
In the present invention, in addition to the normal acceleration mode set as a shift-up control pattern, a shift-up control pattern for the curve acceleration mode is prepared, and the turn signal (turn signal lamp) is turned on by the driving operation. When the vehicle is running, the transmission automatically selects the curve acceleration mode instead of the normal acceleration mode. This curve acceleration mode Some include upshifts at least every two stages Shift up from the normal acceleration mode One step at a time It is prepared to be executed in small steps. This eliminates the need for the driver to operate the shift lever at a busy timing for steering.
[0013]
In addition to the above features, the present invention further includes means for detecting the rotational speed difference between the two wheels and temporarily prohibiting the upshifting when the vehicle is traveling on a curve when there is a rotational speed difference exceeding a predetermined value. It is characterized by that. Since both the wheels can detect a difference in rotation remarkably, it is desirable to use both wheels on the front shaft.
[0014]
That is, the present invention provides vehicle speed information. Information including In the automatic transmission apparatus including the shift control means that automatically performs the gear shift according to The transmission gear is changed according to the vehicle speed, engine load factor, and accelerator pedal depression, and some changes are included at least every two steps. Gearbox is more geared than normal acceleration mode One step at a time A curve acceleration mode to be changed is provided, and means is provided for selecting the curve acceleration mode instead of the normal acceleration mode when the vehicle accelerates while turning on the blinker.
[0015]
When the left or right turn signal is turned on by the driver at the timing when the vehicle accelerates, it is assumed that the vehicle will proceed on a curve after that, and the shift mode is automatically changed to the curve acceleration mode instead of the normal acceleration mode. Is selected. Therefore, the driver is released from the operation of the shift lever, and hold or shift up that matches the progress state is executed.
[0016]
The present invention can be implemented in both the “fully automatic transmission” and the “semi-automatic transmission” described above.
[0017]
The prior art described above (Japanese Patent Laid-Open No. 2000-193084) describes that the shift operation is prohibited when the winker is operated, but the present invention sets the shift mode when the winker is operated. It changes to another acceleration mode, and does not prohibit shifting. Their actions and effects are different. In actual vehicle driving scenes, scenes that need to be accelerated while turning on the turn signal frequently occur, and if the gear shifting operation is uniformly prohibited when the turn signal is operated, the turn signal is turned on. However, accelerating becomes impossible and impractical.
[0018]
After the curve acceleration mode is set, it is preferable to continue the curve acceleration mode until the blinker is canceled by the driving operation. This is especially effective for towing vehicles. Steering of a towed vehicle is considered so that the rear wheel of the towed vehicle travels at an appropriate position on the road surface, so even if it is a left turn, the steering wheel is not always operated in the left direction. As explained above, there are often scenes where the vehicle is steered to the right and then steered to the left. Therefore, even if the steering wheel is operated in the opposite direction after the blinker is turned on and started, the blinker may be canceled along with this, it is still in a state of traveling on the curve, The once set curve acceleration mode is preferably continued until the acceleration ends or the difference in rotational speed between the left and right wheels decreases.
[0019]
A configuration may be provided that includes means for temporarily prohibiting the shift-up operation over a period in which the difference between the left and right wheel rotational speeds exceeds a predetermined value. This is because, as explained in the example in the case of turning right while taking off at the intersection above, the vehicle runs on a curve with a turning radius smaller than a predetermined value, and even if the time becomes longer, the shift operation of the transmission is not This is because it is desirable not to be executed. How to set the predetermined value of the turning radius is determined according to each vehicle type. The means for temporarily prohibiting the upshifting operation can be configured to be invalidated by an operation. In addition, the predetermined value of the rotation radius can be configured to be changed by a user operation.
[0020]
The control for prohibiting the shift-up operation can be detected not only by the difference between the left and right wheel rotational speeds but also by the fact that the steering angle exceeds a predetermined value. That is, it is possible to provide a means for prohibiting the upshifting operation even when the curve acceleration mode is set over a period in which the steering angle exceeds a predetermined value. This is a mode in which the present applicant's patent (see Japanese Patent Publication No. 4-81066) is used in the present invention.
[0021]
Considering the relationship with the means for prohibiting the shift operation when the winker is lit as described above as a conventional example, whether or not the winker is lit is on or off, which is a trade-off. If the shift operation is uniformly prohibited when the blinker is turned on, the shift operation is prohibited even when the shift operation is required. For example, when the turn signal is turned on to accelerate diagonally forward, there is a situation in which the shift operation is automatically prohibited although it is desirable to execute the shift operation as predetermined. On the other hand, the rotational speed difference between the left and right wheels, or the steering angle is set with a predetermined amount as a threshold value, and the shift operation is prohibited. This is different from prohibiting uniformly when a difference in rotational speed occurs or prohibiting uniformly when steering is performed. It is much more practically useful in that the shift operation can be prohibited in a necessary scene by appropriately setting the predetermined amount with respect to the rotational speed difference or the magnitude of the steering.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
The apparatus according to the present invention will be described in more detail with reference to the drawings. FIG. 1 is a block diagram showing the main part of an apparatus according to an embodiment of the present invention. FIG. 2 is a main part control flowchart of the embodiment apparatus of the present invention. FIG. 3 is a diagram for explaining the operating state of the embodiment device of the present invention when traveling at an intersection.
[0023]
First, an outline of an automatic transmission according to the present invention will be described with reference to FIG. This example relates to the semi-automatic transmission described in the section of the conventional apparatus. The rotational output of the engine 1 is transmitted to the transmission 3 via the clutch 2, and is further transmitted from the propeller shaft 4 to an unillustrated axle. The fuel injection pump 5 of the engine 1 is controlled by an engine ECU 6 constituted by a program control circuit. The clutch 2 of this apparatus is a mechanical clutch, and its connection / disconnection operation is controlled by a clutch / actuator 37. In this example, the transmission 3 is a mechanical type having seven forward speeds and one reverse speed, and is controlled by the shift unit 7 in the XY directions. The clutch actuator 37 and the shift unit 7 are controlled by the air pressure supplied from the air tank 8. The air pressure supplied to the clutch actuator 37 is controlled by the clutch control valve 9. The shift unit 7 incorporates control valves in the X direction (shift) and the Y direction (select) inside, and air pressure is supplied to the shift cylinder and the select cylinder through these control valves. The control valve built in the clutch control valve 9 and the shift unit 7 is electrically controlled by a transmission ECU 10 constituted by a program control circuit. The present invention relates to the control logic of the transmission ECU 10.
[0024]
In this embodiment, the present invention is applied to a semi-automatic transmission. The clutch 2 is controlled by the clutch actuator 37, and the hydraulic system 13 is controlled by a hydraulic pump 12 driven by the clutch pedal 11. It is comprised so that it can control mechanically directly. That is, when the clutch 2 is in the connected state, the driver can perform connection / disconnection control including the half clutch by stepping on the clutch pedal 11 in the driver's seat. Using the clutch control by the clutch pedal 11, the driver can perform the control by the own clutch operation without depending on the control of the automatic clutch when the vehicle starts from the stop state. The clutch disengagement operation by the clutch pedal 11 has priority over the clutch control by the transmission ECU 10. Generally, the clutch operation by the clutch pedal 11 is used only when starting, that is, only when starting the vehicle from a state where the vehicle speed is zero. As described above, the driver of this type of large vehicle is generally a professional driver and does not feel annoying to control the clutch engagement state with his / her left foot when starting. Rather, this device is well-received by the driver because it can perform delicate clutch control in the low gear at the start as desired and smoothly start. Further, by performing clutch control with the left foot of the driver at the time of starting, fuel consumption can be saved and the amount of exhaust gas can be reduced.
[0025]
Returning to the description of the configuration shown in FIG. 1, in conjunction with the operation of the clutch pedal 11, the clutch switch 14 for detecting that the clutch pedal 11 is in the released state, and that the clutch pedal 11 has been depressed. A clutch switch 15 is provided to detect this, and these detection outputs are taken into the transmission ECU 10. The accelerator pedal 16 is provided with an accelerator position sensor 17 whose output is taken into the engine ECU 6.
[0026]
The state of the transmission lever 18 provided in the driver's seat is taken into the transmission ECU 10. As shown in the figure, the shift lever 18 can be set at three positions: an N range (neutral position), a D range (drive position), an H range (hold position), and an R range (reverse position). When the speed change lever 18 is set to the D range at the time of start, all gear selection settings after start are automatically executed under the control of the transmission ECU 10. For example, when the shift lever 18 is shifted to the D range to start the vehicle, the shift gear is automatically shifted up according to the acceleration state. Each time the transmission gear is switched, the clutch 2 is repeatedly disconnected and connected under the control of the transmission ECU 10, and the fuel flow rate supplied to the engine 1 is adjusted in synchronization therewith.
[0027]
Further, when the shift lever 18 is in the H range, by operating the lever up or down, the driver can instruct an exceptional shift up or down with respect to automatic gear selection. it can. This operation can be shifted up or down by two stages by swinging up or down twice. Also at this time, the clutch 3 is automatically disconnected, a gear shift is executed, the clutch 3 is controlled to be automatically connected, and the fuel flow rate is automatically adjusted.
[0028]
The vehicle speed information is taken into the transmission ECU 10 from a vehicle speed sensor 35 that detects the rotation of the propeller shaft 4. In order to detect the state of the transmission 3, the transmission 3 is provided with a countershaft rotation sensor 36, and this output information is taken into the transmission ECU 10.
[0029]
The device of the present invention is characterized in that the state of the turn signal switch (turn signal lamp switch) 19 is taken into the transmission ECU 10. When the blinker switch 19 indicates that the vehicle is turning left or right, the transmission ECU 10 detects this and changes the gear selection pattern. This operation will be described in detail later.
[0030]
1 will be further described. The transmission ECU 10 is connected to the engine ECU 6 via a communication bus 34. The engine ECU 6 is also connected to the monitor interface 20 and the display 21 arranged in the driver's seat via the communication bus 34. Further, an operation switch 22 disposed in the driver's seat is connected to the transmission device ECU 10, and an alarm buzzer 23 disposed in the driver's seat is connected to the transmission device ECU 10. An operation input of the emergency operation end 24 arranged at the driver's seat is taken into the transmission ECU 10. The operation switch 22, the alarm buzzer 23, and the emergency operation end 24 are used when the operation of the transmission ECU 10 is in an abnormal state, and the configuration and operation thereof are not directly related to the present invention. Therefore, further detailed explanation is omitted here.
[0031]
The state information of the pressure sensor 25 of the air tank 8 is taken into the transmission ECU 10. In this configuration, when the air pressure of the air tank 8 is lowered, a control signal is sent to the emergency valve 26 so that the emergency air pressure 27 is used, thereby improving the reliability of the automatic transmission. Is. In addition, the transmission ECU 10 includes a PTO (Power Take Off) device status information 28, a retarder device status information 29, a brake control system status information 30, an exhaust brake control system status information 31, and a brake pressure information 33. Etc. are captured. Among these pieces of information, information related to the present invention is state information 30 of the brake control system. This state information includes rotation information of each wheel, and this is used as information on the difference in rotation speed between the inner and outer wheels, which will be described later.
[0032]
Information on the engine load factor is taken into the transmission ECU 10 from the engine ECU 6. The engine load factor is defined as the ratio of the current engine output torque to the maximum engine output torque that can be output depending on the current rotational speed of the engine. This calculation is performed by the engine ECU 6, is taken into the transmission ECU 10 via the communication bus 34, and is used as information for transmission gear selection control.
[0033]
Here, the shift control of the transmission ECU 10 will be described. The transmission ECU 10 is provided with an optimal gear according to the input vehicle speed sensor 35 output, the accelerator pedal 16 position sensor 17 output, and the engine load factor information. The software to be selected is set. When the accelerator pedal 16 is depressed in the steady running state, the shift down gear is automatically selected and set. When the vehicle changes from the steady running state to the climbing state, the shift down gear is automatically selected and set according to the output of the vehicle speed sensor 35, the information of the engine load factor, and the output of the accelerator pedal position sensor 17.
[0034]
An example of the shift pattern at the time of acceleration is as follows. When the D range is set in the shift lever 18 in a state where the vehicle speed is zero, the gear is set to the fifth speed, and as the vehicle speed increases, the output of the vehicle speed sensor 35, The software is set so that the pattern is shifted up in the order of 5th speed → 8th speed → 10th speed → 11th speed in accordance with the engine load factor information and the output of the accelerator pedal position sensor 17. In the apparatus of the present invention, in addition to the normal upshift pattern, a sequential upshift pattern used for accelerating the curve is provided. When accelerating while driving on the curve, that is, when the turn signal lights up and the vehicle starts. It is characterized in that the upshifting is performed using the upshifting pattern. An example of a sequential shift-up pattern used in the curve acceleration mode is as follows: 5th speed → 6th speed → 7th speed → 8th speed → 9th speed → 10th speed.
[0035]
The control procedure for selecting this pattern is shown in the flowchart shown in FIG. Explaining this, when the speed change lever 18 is traveling in the D range, the vehicle speed detected by the vehicle speed sensor 35 is a vehicle speed range where the vehicle turns right or left (for example, 0 km / h or more for large vehicles, 20 km / h or more). In the embodiment of the present invention, the transmission ECU 10 sequentially shifts up in small increments as a shift pattern. Sets the shift pattern for curve acceleration mode. That is, in the normal shift pattern, the gear is shifted by skipping one or two gears such as 5th speed → 8th speed → 10th speed, but depending on the vehicle speed condition and the state of the blinker switch 19, the 5th speed → 6th speed → A pattern for sequentially shifting up in small increments, such as 7th speed → 8th speed → 9th speed, is selected and set.
[0036]
As a result, when the vehicle enters a turning state immediately after linear acceleration and a large traction force is required to accelerate, the shift up is performed in small increments, so that the traction force is insufficient during the turning of the vehicle. This eliminates the need for the driver to hold the gear or perform an operation for downshifting.
[0037]
However, even when the turn signal switch 19 is in the on state, when accelerating obliquely forward while driving, such as a lane change on a highway, a normal shift pattern for selecting the optimum gear according to the state at that time is desirable. . In the present invention, it is possible to achieve both by dividing the case under vehicle speed conditions. This will be explained in more detail. At the timing when the vehicle turns, the driver, especially the driver of the tow vehicle, steers the tow vehicle to the left or right so that the rear wheels of the non-tow vehicle draw an appropriate trajectory. In this case, it may be difficult to properly operate the shift lever 18 so that the tractive force is not insufficient. In the device of the present invention, the transmission ECU 10 automatically detects that the vehicle is accelerating while turning, and shifts up with a shift pattern equivalent to that when the shift lever is appropriately operated so that the traction force is not insufficient. Run and accelerate the vehicle properly.
[0038]
Here, in a state where the turning radius of the vehicle is smaller than a predetermined value, that is, in a situation where the vehicle starts to turn left or left and accelerates in the middle of turning where the steering angle becomes large, a stall due to temporary suspension of acceleration due to upshift occurs. Therefore, a state in which it is desired to complete the turn while holding the current gear without performing the upshift occurs. When the apparatus of the present invention is in the above-described curve acceleration mode, it detects a speed difference for the left and right front wheels from the state information 30 of the brake control system, and the vehicle speed difference is set to a predetermined value w. ₀ The engine load factor is detected by the engine ECU 6 via the communication bus 34 and the load factor is a predetermined value T. ₀ When it is larger, control is performed so as to prohibit the upshifting.
[0039]
That is, when the wheel speed difference of the front wheels is larger than a predetermined value, the middle turning period in which the steering angle becomes large is determined. Further, it is determined that the engine load factor is larger than the predetermined value, so that a stall due to temporary interruption of acceleration due to the lift-up occurs. As a result, it is determined that a turn is desired to be completed while the current gear is held without executing the upshift, and the upshift is prohibited.
[0040]
However, even when the wheel speed of the front wheels is higher than the predetermined value, when the running resistance is small, such as when the loading state of the loading platform is relatively light or when there is no loading, the running resistance is small even during turning, There is no stall due to temporary acceleration interruption due to upshifting. In such a case, the turn can be completed more quickly by shifting up. In the present invention, it is possible to achieve both by dividing the case according to the engine load factor.
[0041]
Next, when the turn is completed and the vehicle is linearly accelerating, a normal shift pattern for selecting the optimum gear is desirable. When the apparatus of the present invention is in the above-described curve acceleration mode state or shift-up prohibited state, the vehicle speed detected by the vehicle speed sensor 35 is greater than or equal to the vehicle speed region in which the vehicle turns right or left (for example, 30 km / h for large vehicles). h or more). Alternatively, the speed difference between the left and right front wheels is detected from the state information 30 of the brake control system, and the wheel speed difference is set to a predetermined value w. ₁ The following continues for a predetermined time, and the engine load factor is detected from the engine ECU 6 via the communication bus 34, and the load factor is a predetermined value T. ₁ In the following cases, it is determined that the vehicle has finished turning and has become stable, the curve acceleration mode and the shift-up prohibition are canceled, and the normal shift pattern for selecting the optimum gear is restored.
[0042]
In other words, when the vehicle has exceeded the vehicle speed at which the vehicle turns right or left, the vehicle has completed its turn and started to accelerate linearly, or the difference in speed between the left and right wheels is in a stable and small state. It is determined that the vehicle is accelerating in a state where the vehicle is running straight and the engine load factor has decreased, and the vehicle is starting to accelerate with a reduced running resistance. It is possible to cancel and return to the normal shift pattern in which the optimum gear is selected so that the vehicle can be accelerated optimally.
[0043]
Also, by canceling the curve acceleration mode and the shift-up prohibition by the above method, even if the blinker is canceled by steering in the opposite direction during turning, the control continues stably without being released during turning. Is possible.
[0044]
Further, during turning in an intersection, it may be necessary to decelerate or stop by an oncoming vehicle or a pedestrian when turning left. At this time, it is necessary to shift down the gear in order not to underrun or stall the engine. In the present invention, in consideration of this point, it is set so that downshifting is always possible even in the curve acceleration mode and the upshift prohibition state.
[0045]
FIG. 3 shows a vehicle trajectory when starting in such a state. FIG. 3 shows a state in which the vehicle starts while turning right at the intersection according to an arrow indicated by a bold line. It is assumed that this vehicle stops before the intersection and turns on the turn signal when starting from a vehicle speed of zero. In the section A shown in the drawing by the control of the present invention, the upshifting is executed by a small shift pattern (curve acceleration mode). In section B, the rotational speed difference between the two wheels becomes larger than a predetermined value, and the upshifting operation is temporarily prohibited. When section C is reached, the shift-up prohibition state is canceled, and the gear returns to the original shift pattern again to select the gear, and the shift-up and acceleration are continued. In the example shown in FIG. 3, the winker switch returns to the off state as the steered wheel is returned while passing almost the center of the intersection. However, in the embodiment device of the present invention, the winker switch returns. Even if it is turned off, the shift pattern is not changed immediately. Even if the turn signal switch is turned off, the shift pattern in the curve acceleration mode is used until the turn is completed and the vehicle is linearly accelerated, that is, until the turn is completed after passing through the section C shown in FIG. Therefore, a shift up is performed.
[0046]
In a vehicle equipped with such a multi-stage transmission, it is possible to execute various patterns as the shift pattern in the curve acceleration mode. A plurality of different patterns are prepared as shift patterns in the curve acceleration mode, and the optimum pattern is executed by the driver's operation that is executed before the start according to the loading condition of the towed vehicle or the road gradient. It is also possible to configure such that. In such a case, the effect of the present invention becomes more remarkable.
[0047]
【The invention's effect】
According to the present invention, it is possible to provide a control device capable of performing appropriate shift-up control in a situation where a vehicle equipped with a multi-stage transmission starts off while turning a curve. In particular, it is possible to provide a control device that appropriately performs automatic shift control in a state where the towing vehicle is towing a towed vehicle having a large load. According to the present invention, when the vehicle is started while turning a curve, the driver can concentrate on the steering, so that drivability can be improved.
[Brief description of the drawings]
FIG. 1 is a block diagram of an apparatus according to an embodiment of the present invention.
FIG. 2 is a main part control flowchart of the apparatus according to the embodiment of the present invention;
FIG. 3 is a plan view for explaining a traveling state in which the vehicle starts while turning right at an intersection.
[Explanation of symbols]
1 engine
2 Clutch
3 Transmission
4 Propeller shaft
5 Fuel injection pump
6 Engine ECU
7 Shift unit
8 Air tank
9 Clutch control valve
10 Transmission ECU
11 Clutch pedal
12 Hydraulic pump
13 Hydraulic system
14 Clutch switch (upper end)
15 Clutch switch (lower end)
16 Accelerator pedal
17 Accelerator pedal position sensor
18 Shift lever
19 Blinker switch
20 Monitor interface
21 Display
22 Operation switch
23 Alarm buzzer
24 Emergency operation end
25 Pressure sensor
26 Emergency valve
27 Emergency Air Pressure
28 PTO device information
29 Retarder information
30 Brake control system information
31 Exhaust brake control system information
32 Brake status information
33 Brake pressure information
34 Communication bus
35 Vehicle speed sensor
36 Countershaft rotation sensor
37 Clutch actuator

Claims (4)

After the vehicle has started, in an automatic transmission having a shift control means for automatically performing a gear shift according to information including vehicle speed information,
Change the speed change gear according to the vehicle speed and the engine load factor and the amount of depression of the accelerator pedal, the curve acceleration gear than normal acceleration modes including changing at least two stages every part is changed in small steps by one step A mode,
An automatic transmission comprising: means for selecting the curve acceleration mode instead of the normal acceleration mode when the vehicle accelerates while turning on the blinker. The automatic transmission according to claim 1, wherein after the curve acceleration mode is set, the curve acceleration mode is continued as it is even if the blinker is canceled by a driving operation. 3. The automatic transmission according to claim 2, further comprising means for temporarily prohibiting a shift-up operation over a period in which the difference between the left and right wheel rotational speeds exceeds a predetermined value. 3. The automatic transmission according to claim 2, further comprising means for prohibiting an upshifting operation even when the curve acceleration mode is set over a period in which the steering angle exceeds a predetermined value.

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