JP4014358B2 - Vehicle speed change control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle shift control device that performs cooperative shift control of an automatic transmission based on information related to the situation around or in front of the vehicle.
[0002]
[Prior art]
In addition to the well-known normal automatic shift control for controlling the shift stage of the automatic transmission so that the shift stage is determined based on the vehicle speed and the accelerator opening from the shift diagram, the situation around the vehicle or in front of the vehicle In order to obtain a gear suitable for the vehicle, the automatic transmission is changed to a gear by the automatic gear shift control based on information indicating the situation around the vehicle or in front of the vehicle transmitted from a navigation device, a transmission device provided on the road, or the like. 2. Description of the Related Art A vehicle shift control device that performs cooperative shift control for controlling to a speed different from that of a vehicle is known. This coordinated shift control detects, for example, the presence of a curve in front of the course, calculates the appropriate vehicle speed corresponding to the curvature radius R of the curve before entering the curve, and calculates the appropriate vehicle speed and the curve from the curve. Calculate the deceleration curve from the distance, determine the recommended gear ratio (gear) from the current vehicle speed and deceleration curve, and command the automatic transmission downshift or upshift prohibition to approach the recommended gear ratio. By performing the shift control, it is possible to stably pass the road curve at an appropriate curve approach speed, while the vehicle does not pass the specific position of the curve, for example, the peak position or 2/3 position of the curve. The downshift or the upshift prohibition is maintained, and after passing, if the vehicle speed becomes higher than the upshift point vehicle speed by the normal automatic shift control, the upshift, for example, the return to the normal automatic shift control is performed. By allowing, to perform the shift in coordination to the situation of the forward vehicle surroundings or the vehicle. For example, this is a cooperative shift control device described in Japanese Patent Laid-Open No. 10-132072.
[0003]
[Problems to be solved by the invention]
By the way, in the conventional cooperative shift control apparatus as described above, when the upshift condition is satisfied, for example, when returning to the normal automatic shift control or when canceling the cooperative shift control, the one-stage upshift of the automatic transmission is performed. In addition, depending on the running state of the vehicle, two or more steps of jump shift, for example, upshift from the third speed gear stage to the fifth speed gear stage during coordinated shift control may be performed at once. In such a case, the driver's feeling of shifting (shifting feeling) or the drivability of the vehicle may be impaired.
[0004]
The present invention has been made against the background of the above circumstances, and its object is to relate to the termination or cancellation of a coordinated shift control in which a downshift or an upshift is prohibited before or during a curve. Thus, it is an object of the present invention to provide a vehicle shift control device that does not impair the driver's feeling of shifting or the drivability of the vehicle when an upshift condition is established.
[0005]
[Means for Solving the Problems]
In order to achieve such an object, the gist of the present invention is that in an automatic transmission for a vehicle that performs cooperative shift control for reflecting information related to the situation around the vehicle or in front of the vehicle in the shift of the automatic transmission. When the upshift basic condition is satisfied during the cooperative shift control of the automatic transmission, or when the upshift basic condition is satisfied when the automatic shift control of the automatic transmission is canceled , Upshifting is performed when it is determined that steady running of the vehicle is determined, a vehicle speed increase of a predetermined value or more is determined, or that the elapsed time from the establishment of the upshift basic condition is determined to be a predetermined value or more. As condition When the upshift condition is satisfied, the upshift that skips over the gear set that is closest to the current gear ratio is prohibited, and the upshift is performed one by one at a time. An upshift for returning to the normal automatic shift control is instructed, and the upshift condition is initialized for each upshift command issued when the upshift condition is established. .
[0006]
【The invention's effect】
In this way, when the upshift basic condition is established in connection with the end or release of the control during the execution of the cooperative shift control after the downshift by the cooperative shift control. Is After the interlaced upshift is prohibited, it is determined whether the vehicle is in a steady state, a vehicle speed increase greater than a predetermined value is determined, or the elapsed time since the upshift basic condition is satisfied exceeds a predetermined value. The upshift condition When the upshift condition is satisfied, the upshift that skips over the gear set that is closest to the current gear ratio is prohibited, and the upshift command is issued step by step. Return to normal automatic shift control As a result, the driver's feeling of shifting or the drivability of the vehicle is preferably prevented from being impaired. Further, since the up-shift condition is initialized for each up-shift command issued when the up-shift condition is established, the up-shift command may be issued before the first gear shift is actually completed, resulting in a jump shift. It is preferably prevented.
[0007]
Other aspects of the invention
Here, preferably, the cooperative control determines a recommended gear ratio of the automatic transmission based on information around the vehicle or in front of the vehicle, and performs the shift control of the automatic transmission according to the recommended gear ratio. Preferably, the coordinated shift control is initialized for each upshift command when the upshift condition is satisfied. For example, the upshift condition includes a condition that the count value of the number of times of steady travel determination is equal to or greater than a predetermined value, and a counter that counts the number of times of steady travel determination is initialized every time the upshift is performed. Therefore, since it is required that the upshift condition is satisfied for each stage, the upshift is sequentially performed without a sense of incongruity. That is, by initializing that a shift command is issued, the timing at which the next shift command is issued is delayed until the count of the counter is set, for example, where the first gear shift is set longer than the end time. It is preferably prevented that the next shift command is issued and the jump shift occurs before the end of the first shift.
[0008]
Preferably, the downshift is a downshift of the automatic transmission due to a curved road ahead of the vehicle. In this way, it is possible to prevent two or more steps of jumping from being performed at a time when the upshifting is performed from the downshifting state performed when traveling on a curved road ahead of the vehicle.
[0009]
Preferably, the information related to the situation around the vehicle or in front of the vehicle is supplied from a navigation device mounted on the vehicle. In this way, it is possible to detect the road condition around or ahead of the vehicle without using many sensors. In other words, special sensors must be provided when trying to detect low-friction road surfaces, road surface gradients, etc. before performing cooperative control, but according to the navigation system, they can be detected without integrating many sensors. it can.
[0010]
Preferably, the vehicle shift control device is configured to provide information related to road conditions around the vehicle and in front of the vehicle, for example, the curvature radius R of the road and the vehicle in order to drive the road curve at an appropriate curve approach speed. The recommended transmission ratio of the automatic transmission is determined based on the driving state, for example, the vehicle speed, and the recommended transmission ratio is compared with the target transmission ratio determined based on the driver's required driving force and the vehicle speed. The automatic transmission performs cooperative shift control so as to obtain an optimal transmission ratio close to the transmission ratio.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0012]
FIG. 1 is a diagram for briefly explaining the configuration of a vehicle power transmission device to which the vehicle transmission control device of the present invention is applied and the control device thereof. In FIG. 1, a prime mover 10 is composed of an internal combustion engine (engine), an electric motor, or a combination thereof, but will be described as an engine below. The output of the prime mover 10 is input to the automatic transmission 14 via the torque converter 12 and transmitted to the drive wheels via a differential gear device and an axle (not shown). FIG. 2 is a skeleton diagram showing the configuration of the torque converter 12 and the automatic transmission 14.
[0013]
In FIG. 2, the torque converter 12 includes a pump impeller 18 connected to the crankshaft 16 of the engine 10, a turbine impeller 22 connected to the input shaft 20 of the automatic transmission 14, the pump impeller 18 and A direct coupling clutch, that is, a lock-up clutch 24 for directly coupling the turbine impellers 22, and a stator 28 that is prevented from rotating in one direction by a one-way clutch 26.
[0014]
In FIG. 2, the automatic transmission 14 includes a first transmission 30 that switches between two stages, high and low, and a second transmission 32 that can switch between a reverse gear stage and four forward stages. The first transmission 30 is supported by the sun gear S0, the ring gear R0, and the carrier K0 so as to be rotatable, and the planetary gear P0 includes a planetary gear P0 meshed with the sun gear S0 and the ring gear R0, and the sun gear S0 and the carrier. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 41 are provided.
[0015]
The second transmission 32 includes a first planetary gear device 36 including a planetary gear P1 rotatably supported by the sun gear S1, the ring gear R1, and the carrier K1, and meshed with the sun gear S1 and the ring gear R1, and the sun gear S2. A second planetary gear unit 38 comprising a planetary gear P2 supported rotatably on the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and rotatable on the sun gear S3, the ring gear R3 and the carrier K3. And a third planetary gear unit 40 comprising a planetary gear P3 meshed with the sun gear S3 and the ring gear R3.
[0016]
The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft. The ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and sun gear S3 and the intermediate shaft 44, and a clutch C2 is provided between the sun gear S1 and sun gear S2 and the intermediate shaft 44. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 41. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 41. The one-way clutch F <b> 1 is configured to be engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 20.
[0017]
A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.
[0018]
Such an automatic transmission 14 is switched to one of the reverse gears and the five forward gears having different gear ratios, for example, according to the operation table shown in FIG. In FIG. 3, ◯ indicates the engaged state, the blank indicates the released state, and ● indicates the engaged state when the engine brake is generated. For example, when the shift lever 72 (see FIG. 1) is in the “D” range, for example, when shifting down prior to a road curve while traveling in the fifth gear, the clutch C0 is engaged and When the brake B0 is released, the 5 → 4 down shift is executed, and when the clutch C2 is released, the 4 → 3 down shift is executed. On the other hand, in the case of upshifting from the third gear, the clutch C2 is engaged, the 3 → 4 upshift is executed, the clutch C0 is released, and the brake B0 is engaged. A 4 → 5 upshift is performed.
[0019]
FIG. 1 also shows a control device provided in the vehicle. The accelerator opening θ, which is the amount of operation of the accelerator pedal 50 _A (%) Is detected by the accelerator sensor 51. The accelerator pedal 50 is largely depressed according to the driver's required output, and corresponds to an acceleration operation member. The intake pipe 52 of the engine 10 is basically accelerating the accelerator opening θ by a throttle actuator 54. _A Opening angle (opening) according to _TH A throttle valve 56 (%) is provided. Rotational speed N of engine 10 _E (Rpm) for detecting the engine speed sensor 58, the throttle valve 56 fully closed, and its opening θ. _TH A throttle sensor with an idle switch (not shown) for detecting the rotational speed N of the output shaft 42 _OUT (Rpm), that is, the vehicle speed sensor 66 for detecting the vehicle speed V, the brake switch 70 for detecting the operation of the brake pedal 68, and the operation position P of the shift lever 72. _SH Operation position sensor 74 for detecting the rotation speed N of the input shaft 20 _IN That is, an input shaft rotation sensor 73 for detecting the rotation speed NCO (= turbine rotation speed NT) of the clutch C0 is provided, and the engine rotation speed N is determined from these sensors. _E , Accelerator opening θ _A , Throttle valve opening θ _TH A signal indicating the vehicle speed V, the brake operating state BK, the operation position PSH of the shift lever 72, the input shaft rotational speed NCO, and the hydraulic oil temperature TOIL is supplied to the engine electronic control device 76 or the transmission electronic control device 78. It has become.
[0020]
The engine electronic control device 76 and the shift electronic control device 78 of FIG. 1 are connected to be communicable with each other, and signals necessary for one are appropriately transmitted from the other. The engine electronic control device 76 and the shift electronic control device 78 are so-called microcomputers having a CPU, a RAM, a ROM, and an input / output interface, and the CPU stores them in the ROM in advance using the temporary storage function of the RAM. The input signal is processed in accordance with the programmed program, and various controls are executed.
[0021]
For example, the engine electronic control unit 76 controls the fuel injection valve 79 for the fuel injection amount control, controls the igniter 80 for the ignition timing control, and controls the throttle valve 56 by the throttle actuator 54 for the traction control. Control. Further, the engine electronic control unit 76 controls the throttle valve 56 from the actual accelerator pedal operation amount A due to a relationship not shown. _CC The throttle actuator 54 is driven based on the _CC As the valve increases, the throttle valve opening θ _TH Increase. Further, the engine electronic control device 76 executes torque reduction control during shifting, and temporarily reduces the output of the engine 10 within the shifting period of the automatic transmission 14 in order to reduce shifting shock.
[0022]
Further, the shift electronic control unit 78 determines, for example, the accelerator opening θ corresponding to the actual engine load from a pre-stored shift diagram shown in FIG. _A And the automatic transmission control for determining the gear of the automatic transmission 14 based on the vehicle speed V and controlling the solenoid valve of the hydraulic control circuit provided in the automatic transmission 14 so as to establish the determined gear. To do. The solid line in FIG. 4 is an upshift line, and the broken line is a downshift line. In addition to the automatic shift control, the shift electronic control device 78 has an antenna 82 for receiving radio waves from an artificial satellite, and signals from a navigation device 84 provided in the vehicle and an ABS / VSC electronic control device. Based on the turn signal from 86, the (navigation) cooperative shift control is executed.
[0023]
The navigation device 84 receives radio waves (GPS signals) from artificial satellites via the antenna 82 using GPS (Global Positioning System) and sequentially calculates the current position, while on the road in the map stored in advance. The current position of the vehicle is sequentially displayed, the radius of curvature R and the turning angle θ of the road around the vehicle, for example, the road in the traveling direction of the vehicle are determined, and a control signal corresponding to the road shape is output. For example, a road is memorized by a plurality of node points, and the curvature radius R of the corner is calculated from one node and the nodes before and after that, and a total of three nodes. Determine the appropriate vehicle speed that can drive the corner stably. Further, the turning angle θ of the node is determined from the tangent line of the curve smoothly connecting each node, and, for example, a gentle corner (20 ° ≦ θ <40 °), a middle corner is selected according to the magnitude of the turning angle θ. (40 ° ≦ θ <95 °), determined as a hairpin corner (95 ° ≦ θ) region, and from the position a predetermined distance before the node to the node or a position set based on the node This is an area. Here, the position of the node before the predetermined distance or the position set based on the node may be appropriately changed depending on the type of each corner.
[0024]
In the coordinated shift control, when the vehicle is decelerating, the automatic shift is set to the gear determined from the shift diagram of FIG. 4 in order to stably drive the road curve at an appropriate curve approach speed by increasing the engine braking force. This is a curve-adaptive shift control that is executed against the shift control, that is, prioritized, and the accelerator pedal 50 is released or the accelerator opening θ is entered before entering the curve region. _A The downshift or the upshift prohibition (maintenance of the shift stage) is executed by the decrease of the engine speed and the operation of the brake pedal 68, and the shift stage is maintained within the curve region. Also, when the exit of the curve region, that is, a specific node point or a position determined based on the point, the cooperative shift control is terminated, and the normal automatic shift control using the shift diagram of FIG. Is executed. For example, in the cooperative shift control, a curvature radius R of a curve region located in front of the vehicle is calculated, and an appropriate vehicle speed is calculated based on the curvature radius R from a relationship obtained in advance for safe driving. This relationship is determined so that the appropriate vehicle speed decreases as the radius of curvature R decreases. Next, a deceleration curve (region) is determined from the appropriate vehicle speed and the distance to the curve region (specific node point). The deceleration curve represents a vehicle speed at which a specific node point on the curve can be decelerated to an appropriate vehicle speed without a sense of incongruity at each point before the specific node point. Then, the current gear speed is compared with the deceleration curve, and the recommended shift speed is determined according to the position of the current vehicle speed with respect to the deceleration curve, and the current shift speed is maintained (upshift prohibited) or according to the recommended gear ratio. A downshift is determined and commanded when an accelerator depressing operation or a brake operation is performed before a predetermined distance before the upshift is prohibited or the downshift enters the curve region, and the gear stage is maintained during traveling in the curve region.
[0025]
FIG. 5 is a functional block diagram illustrating a main part of the control function of the shift electronic control device 78 or the navigation device 84. In FIG. 5, the automatic shift control means 90 is, for example, an accelerator opening θ corresponding to the actual load of the engine 10 from the well-known shift diagram shown in FIG. 4. _A And the vehicle speed V, the gear stage of the automatic transmission 14 is determined, and an electromagnetic valve of a hydraulic control circuit (not shown) provided in the automatic transmission 14 is controlled to establish the determined gear stage.
[0026]
The cooperative shift control means 92 determines that the vehicle is a predetermined distance before the curve area in accordance with the signal from the navigation device 84 in order to increase the engine braking force and stably drive the road curve at an appropriate vehicle speed. The accelerator pedal 50 is released or the accelerator opening θ is _A On the condition of the decrease in the speed and the operation of the brake pedal 68, the downshift or the upshift is prohibited contrary to the automatic shift control in which the gear is determined from the shift diagram of FIG. Further, the upshift is executed when the vehicle exits from the exit of the curve area, that is, the specific node point or the position determined based thereon, and straight running is performed, the cooperative shift control is terminated, and the shift diagram of FIG. The normal automatic shift control to be used is restored.
[0027]
When it is determined that the vehicle has reached a predetermined distance from the curve area, the cooperative shift control means 92 releases the accelerator pedal 50 or the accelerator opening θ. _A Down-shift command means 94 for preferentially commanding down-shift on condition that the brake pedal 68 is operated, and upshifting during cooperative shift control based on whether or not the vehicle has gone straight through the corner Up-shift basic condition establishment determining means 96 for determining whether the basic condition is satisfied, and after the up-shift basic condition establishment determining means 96 determines that the up-shift basic condition is established, the counter indicates that the vehicle speed V is constant for a predetermined time, for example, 1 The vehicle speed V is a predetermined value, for example, 3 to 3, after the upshift basic condition is determined to be satisfied by the steady travel determination means 98 for determining the steady travel of the vehicle based on the counting for more than one second and the upshift basic condition establishment determination means 96. Vehicle speed increase determination means 100 for determining whether the vehicle speed has increased based on whether or not the vehicle has increased by 5 km / h or more, and upshift basic conditions established An elapsed time determination means 102 for determining whether or not an elapsed time since the establishment of the upshift basic condition has been reached by a predetermined value, for example, a value of about 10 seconds, and the upshift basic condition establishment determination means. When it is determined by 96 that the upshift basic condition is established, the steady traveling determination means 98 determines that the vehicle is traveling normally, and the vehicle speed increase determining means 100 determines that the vehicle speed V has increased by a predetermined value or more. On the condition that the elapsed time since the upshift condition is determined by the elapsed time determination means 102 is determined to be equal to or greater than a predetermined value, one step of upshift is preferentially commanded. And an up-shift command means 104 for sequentially returning to a normal automatic shift control using the shift diagram shown in FIG.
[0028]
FIG. 6 is a flowchart for explaining a main part of the control operation of the shift electronic control device 78. In FIG. 6, in a step (hereinafter, step is omitted) SA1 corresponding to the upshift basic condition establishment determining means 96, it is a straight line whether or not the upshift basic condition is established during the corner downshift by the navigation cooperative shift control. Judgment is made based on whether or not the vehicle is traveling. If the determination of SA1 is negative, this routine is terminated. If the determination is positive, the flag F is determined in SA2. _S It is determined whether or not the content of “1” is “1”. This flag F _S Indicates that initialization of judgment conditions for steady running, vehicle speed increase, and elapsed time is completed when the content is “1”.
[0029]
Initially flag F _S Since the determination of SA2 is negative because the content of “0” is “0”, the flag F is determined in SA3 corresponding to the condition initializing means. _S Is set to “1” and the steady running determination counter C _CR Is cleared to "0" and the vehicle speed V when the upshift basic condition is satisfied ₁ The current vehicle speed V is substituted for the content of the guard timer C _GT Is cleared to “0”, and in SA4 corresponding to the steady travel determination means 98, the vehicle speed increase determination means 100, and the elapsed time determination means 102, the steady travel determination counter C _CR Whether or not the content of the vehicle has reached a predetermined value, for example, a value corresponding to 1 second or more, the vehicle speed increase value (V−V ₁ ) Has reached a predetermined value, for example, 3 to 5 km / h or more, or guard timer C _GT It is determined whether or not the content of is equal to or greater than a predetermined value, for example, a value corresponding to 10 seconds. If any of these three determinations is denied, the determination of SA4 is denied and this routine is terminated. If any of these three upshift conditions is affirmed, the determination of SA4 is made. Since the result is affirmative, in SA5 corresponding to the upshift command means 104, an upshift command for only one stage is output, the upshift of the automatic transmission 14 is performed, and the flag F _S Is reset to “0”.
[0030]
Such a control cycle is repeatedly executed at a cycle of, for example, several milliseconds to several tens of milliseconds, so that, for example, the highest speed gear stage of the automatic transmission 14, that is, the fifth speed gear by the corner down shift by the navigation cooperative shift control. In the case where two or more downshifts are being performed from the first gear, the above three upshift conditions are initialized by SA3, for example, a jump-up gearshift from the third gear to the fifth gear, That is, the shift that jumps over the fourth gear set closest to the current third gear (gear ratio) is prohibited for a predetermined time, and one of the determinations of the three conditions is affirmed by SA4. When the up-shift command is executed, the up-shift from the third gear to the first gear is sequentially performed to reach the fifth gear. That is, the counter C for steady running time counting which is set to be longer than, for example, the end time of one gear shift by performing initialization every time an upshift command is issued. _CR Is cleared and the next shift command is issued later than the initial upshift completion time, and it is suitably prevented that the upshift command is issued and the jump shift occurs before the first gear shift is actually completed. Yes.
[0031]
As described above, according to the present embodiment, when the navigation cooperative shift control of the automatic transmission 14 is performed based on the information related to the situation around the vehicle or in front of the vehicle, the downshift is performed by the navigation cooperative shift control. When the upshift condition of the navigation cooperative shift control is satisfied, the upshift that skips over the gear that is set closest to the current gear ratio is prohibited, and the upshift to the gear that is set closest to the current gear ratio is performed. Therefore, even if there are two or more upshifts, the upshift is performed one step at a time, and the driver's feeling of shifting or the drivability of the vehicle is preferably prevented from being impaired.
[0032]
Further, according to the present embodiment, the upshift condition is initialized every time the gear position of the automatic transmission is upshifted by one stage. For example, the upshift condition includes a steady travel determination counter C _CR The steady running determination counter C that counts the number of times of steady running determination is included. _CR Is initialized every time an upshift is performed, it is required that the upshift condition is satisfied for each stage, so that the upshift is performed sequentially without a sense of incongruity.
[0033]
Further, according to this embodiment, the up-shift condition includes the rising vehicle speed (V−V) after the up-shift basic condition is satisfied. ₁ ) Is greater than or equal to a predetermined value, and the rising vehicle speed (V-V ₁ ) Is greater than or equal to a predetermined value, an upshift is performed for each stage, and the upshift is performed without a sense of incongruity.
[0034]
In addition, according to the present embodiment, the downshift is performed due to the curved road ahead of the vehicle, so the upshift is performed from the downshift state performed when the curved road ahead of the vehicle is traveling. Sometimes it is possible to prevent two or more steps of gear shifting from being performed at once.
[0035]
Further, according to this embodiment, the information related to the situation around the vehicle or in front of the vehicle is supplied from the navigation device 84 mounted on the vehicle. A down shift or an up shift prohibition is preferably performed.
[0036]
As mentioned above, although one Example of this invention was described based on drawing, this invention is applied also in another aspect.
[0037]
For example, in the vehicle of the above-described embodiment, the corner in front of the vehicle is determined in accordance with the signal from the navigation device 84 provided in the vehicle, but the vehicle in front of the vehicle in accordance with the signal from the road information transmission device provided in the road. Even if a corner or the like is judged, there is no problem.
[0038]
In the above-described embodiment, the stepped automatic transmission 14 is provided. However, for example, a continuously variable transmission of a type in which a transmission belt is wound around a pair of variable pulleys having a variable effective diameter is provided. It may be a vehicle. Even in such a continuously variable transmission, the present invention can be applied to a case where a plurality of preset speed ratios are switched in stages.
[0039]
The vehicle of the above-described embodiment is provided with the engine electronic control device 76 and the shift electronic control device 78 that are connected to each other via a communication line. The above control may be executed, or may be executed by an electronic control device provided in the navigation device 84.
[0040]
As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. Can do.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a vehicle control device including a speed change control device according to an embodiment of the present invention.
FIG. 2 is a skeleton diagram illustrating a configuration of the automatic transmission of FIG. 1;
3 is a chart for explaining the relationship between the combination of friction engagement devices of the automatic transmission of FIG. 1 and the gear stage obtained thereby. FIG.
4 is a diagram showing a shift map stored in advance for use in automatic shift control in the vehicle of FIG. 1; FIG.
5 is a functional block diagram illustrating a main part of a navigation cooperative shift control function in the shift electronic control device of FIG. 1; FIG.
6 is a flowchart for explaining a main part of navigation cooperative shift control operation in the shift electronic control device of FIG. 3; FIG.
[Explanation of symbols]
10: Motor (engine)
78: Shift electronic control device (vehicle shift control device)

Claims (4)

In an automatic transmission for a vehicle that performs cooperative shift control that reflects information related to the situation around the vehicle or in front of the vehicle in the shift of the automatic transmission,
If the upshift basic condition is satisfied during the cooperative shift control of the automatic transmission, or if the upshift basic condition is satisfied with the cancellation of the automatic shift control of the automatic transmission , the steady running of the vehicle is determined. Luke, or the vehicle speed increases above a predetermined value is determined, or the elapsed time from the upshift basic conditions satisfied the upshift condition that it is determined that becomes equal to or larger than a predetermined value, the upshift condition Is established, the upshift that jumps over the gear set that is closest to the current gear ratio is prohibited, and an upshift that sequentially returns to the normal automatic gearshift control by one upshift is commanded.
Further, the upshift condition is initialized for each upshift command issued when the upshift condition is satisfied.   2. The vehicle according to claim 1, wherein the cooperative control determines a recommended gear ratio of the automatic transmission based on information around the vehicle front or the front of the vehicle, and performs gear shift control of the automatic transmission according to the recommended gear ratio. Shift control device.   The vehicle shift control device according to claim 1, wherein the cooperative control is to downshift the automatic transmission due to a curved road ahead of the vehicle. The vehicle shift control device according to any one of claims 1 to 3, wherein the information related to the situation around or in front of the vehicle is supplied from a navigation device mounted on the vehicle.

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