JPH0473027B2 - - Google Patents

Description

[Detailed description of the invention]

(Industrial Application Field) The present invention relates to a speed change control device for an automatic transmission,
Specifically, in driving conditions where the vehicle frequently repeats extremely low-speed driving (slow-moving driving) and stopping (hereinafter referred to as traffic jam driving conditions), unlike normal driving conditions, the shift diagram is changed to a diagram that corresponds to the traffic jam driving conditions. This relates to automatic gear shifting while changing gears. (Prior Art) Generally, in an automatic transmission, the shift point is determined depending on, for example, the engine rotation speed and the engine load condition so as to guarantee an appropriate acceleration force in normal driving conditions such as almost smooth driving on a general road. It is determined at a predetermined point. However, in the conventional system described above, the shift point is fixed at a predetermined point, so when driving under a different driving condition than normal driving conditions, for example, when driving on a steep slope, the required acceleration force may be reduced. The problem was that the shift point did not correspond to the driving condition due to the change in speed, resulting in a poor driving feel. Therefore, as disclosed in Japanese Unexamined Patent Publication No. 56-39353, when driving on a slope, the change line diagram is changed according to the slope condition of the slope, so that the shift point corresponds to the driving condition and good driving performance is achieved. Some proposals have been made to ensure a sense of security. (Problem to be Solved by the Invention) By the way, when driving in traffic jams, the required acceleration force is extremely small, so the shift point does not correspond to the driving condition as when driving on a slope, and the vehicle does not shift in first gear. The disadvantage was that the driving conditions were more frequent and the fuel efficiency decreased. (Objective of the Invention) The object of the present invention is to separately provide a transmission diagram corresponding to driving in traffic jams in addition to a transmission diagram corresponding to steady driving, and to change the transmission diagram according to driving in traffic jam when driving in traffic jam. By switching, the shift point corresponds to the driving condition both during steady driving and when driving in traffic jams, thereby ensuring a good driving feeling during steady driving and improving fuel efficiency when driving in traffic jams. There is a particular thing. Furthermore, when switching the shift diagram according to such steady driving and driving in traffic jams,
As can be seen from the occurrence frequency characteristics of the instantaneous vehicle speed with respect to the instantaneous vehicle speed shown in Figure 12 A to D, the distribution of instantaneous vehicle speed when driving in traffic congestion shown in Figure 12A is different from that when driving in the city shown in Figure 12B. We focused on the fact that traffic congestion can be determined based on the frequency of occurrence of the instantaneous vehicle speed, since there is a significant difference between driving in the suburbs as shown in Figure 2 and driving on the expressway as shown in Figure D.
To ensure a good driving feeling by making the switching of a shift diagram correspond well to the actual driving feeling. (Configuration of the present invention) A configuration for achieving the above object is shown in FIG. In FIG. 1, a torque converter 10 is connected to the output shaft of an engine 1, and a speed change gear mechanism 70 is connected to the output shaft of the torque converter 10. The speed change gear mechanism 70 has a power transmission path switched by a speed change switching means 75 operated by a fluid type actuator 78, and the fluid type actuator 78 has a pressure fluid supply controlled by an electromagnetic means 80. It is. Further, a rotation speed sensor 201 that detects the rotation speed of the output shaft of the engine 1 or the rotation speed of the output shaft of the torque converter 10, and an engine load sensor 202 that detects the magnitude of the load on the engine 1 are provided, The rotational speed signals and load signals of both the sensors 201 and 202 are transmitted to the first shift change determining means 3.
A first shift change signal is generated by comparing with first shift change data stored in advance in 00.
Further, the second shift change determination means 301 includes:
In advance, second shift change data corresponding to a shift line where fuel consumption is reduced with respect to the first shift change data is stored, and the rotation speed signals and load signals of both the sensors 201 and 202 are used as the second shift change data. A second shift change signal is generated by comparing with the shift change data. Furthermore, a congested driving determining means 206 is provided for determining whether or not the vehicle is in a congested driving state. The congested driving determination means 206 includes a vehicle speed sensor 40 that detects vehicle speed.
Calculation means 2 that samples the zero vehicle speed signal for a set time and calculates the distribution state of instantaneous vehicle speed within the set time.
06a, pre-stored data of the instantaneous vehicle speed distribution state corresponding to the boundary between the steady running state and the congested running state, and the actual value calculated by the calculation means 206a, and it is determined that the actual value is lower than the data. Comparison means 206a determines whether the vehicle is traveling in traffic congestion when the vehicle speed is biased toward the vehicle speed side. The electromagnetic means 80 is activated based on the first shift change signal when the traffic jam determination means 206 does not determine that the vehicle is traveling in a traffic jam, and based on the second shift change signal when it determines that the vehicle is traveling in a traffic jam. It is configured to be driven and controlled by a control means 303. As a result, during steady driving, automatic shifting is performed by the automatic switching of the transmission gear mechanism 70 based on the first shift change signal from the first shift change determining means 300, even with a shift diagram corresponding to steady driving, while when driving in traffic jams When driving in a traffic jam determined by the determining means to be in a traffic jam, automatic gear shifting is performed by automatic conversion of the transmission gear mechanism 70 based on the second shift change signal from the second shift change determining means 301, even with a shift diagram corresponding to the traffic jam. This allows the shift point to be adjusted according to the driving conditions both during steady driving and when driving in traffic jams. (Effects of the Invention) Therefore, according to the present invention, the shift diagram, which serves as a reference for automatic switching of the transmission gear mechanism, is changed to the first shift diagram of the first shift change determination means based on the determination result of the traffic jam driving determination means. Since the change signal and the second shift change signal of the second shift change determination means are selectively switched as appropriate, the shift point can be set appropriately depending on the driving condition both during steady driving and when driving in traffic jams. In addition, since the congested driving determination means is configured to determine the congested driving condition based on the distribution of instantaneous vehicle speeds within a set time, it corresponds well to the actual driving feeling and can be used to In addition to improving fuel efficiency, it is possible to ensure a good driving feeling. (Example) Hereinafter, an example as a specific example of the technical means of the present invention will be described in detail based on the drawings from FIG. 2 onwards. FIG. 2 shows the structure of the mechanical part of the electronically controlled automatic transmission A with a lock-up mechanism and its hydraulic control circuit. The automatic transmission A includes a torque converter 10 connected to the output shaft 1a of the engine 1, a multi-speed gear mechanism 20 connected to the output shaft 14 of the torque converter 10, and the torque converter 10 and the multi-speed gear mechanism 20. and an overdrive planetary gear transmission mechanism 50 installed between the two. The torque converter 10 includes a pump 11 connected to an output shaft 1a of an engine 1, and a pump 11 connected to an output shaft 1a of an engine 1.
A stator 13 is provided between the pump 11 and the turbine 12, and the converter output shaft 14 is coupled to the turbine 12. A lock-up clutch 15 is provided between the converter output shaft 14 and the pump 11, and the lock-up clutch 15 is constantly pushed in the engagement direction by the pressure of hydraulic oil circulating within the torque converter 10. The engagement is released by being held in the open state by the release hydraulic pressure supplied from the outside. The multi-speed gear mechanism 20 has a front planetary gear mechanism 21 and a rear planetary gear mechanism 22, and the sun gear 23 of the front planetary gear mechanism 21 and the sun gear 24 of the rear planetary gear mechanism 22 are connected by a connecting shaft 25. ing. The input shaft 26 of the multi-speed gear mechanism 20 is connected to the connecting shaft 25 via a front clutch 27.
In addition, they are connected to an internal gear 29 of the front planetary gear mechanism 21 via a rear clutch 28. A front brake 30 is provided between the connecting shaft 25, that is, the sun gears 23 and 24, and the transmission case. The planetary carrier 31 of the front planetary gear mechanism 21 and the internal gear 33 of the rear planetary gear mechanism 22 are connected to an output shaft 34, and a rear brake is connected between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case. 36 and a one-way clutch 37 are provided. And multi-speed gear mechanism 2
0 is of a conventionally known type and has three forward speeds and one reverse speed, and the desired speed is obtained by appropriately operating clutches 27, 28 and brakes 30, 36. Furthermore, in the overdrive planetary gear transmission mechanism 50, a planetary carrier 52 that rotatably supports a planetary gear 51 is connected to a torque converter 1.
A sun gear 53 is connected to an internal gear 55 via a direct coupling clutch 54. An overdrive brake 56 is provided between the sun gear 53 and the transmission case, and the internal gear 5
5 is connected to an input shaft 26 of the multi-speed gear mechanism 20. In the overdrive planetary gear transmission mechanism 50, when the direct coupling clutch 54 is engaged and released by the brake 56, the shafts 14 and 26 are directly coupled, and the brake 56 is engaged and the clutch 54 is released. When released, the shafts 14, 26 are coupled in overdrive. On the other hand, the above-mentioned hydraulic control circuit
An oil pump 1 driven by an output shaft 1a of
00, and the hydraulic oil discharged from this oil pump 100 to the pressure line 101 is transferred to the pressure regulating valve 102.
The pressure is adjusted and guided to the select valve 103. The select valve 103 includes 1,
2, D, N, R, and P, and when the shift positions are in the 1, 2, and P positions, the pressure line 101 is connected to the ports 103a, 103 of the valve 103.
b, 103c. Above port 103a
is connected to an actuator 104 for actuating the aft clutch 28 and holds the aft clutch 28 engaged when the valve 103 is in the position described above. Also, the port 103a is connected to the 1-2 shift valve 110.
It is also connected near the left end in the figure, and the spool 110a is pressed to the right in the figure. Further, the port 103a is connected to the right end in the diagram of the 1-2 shift valve 110 through the first line _L1 , and to the right end in the diagram of the 2-3 shift valve 120 through the second line _L2 . The 3-4 shift valves 130 are respectively connected to the upper end in the diagram via a third line _L3 .
The first, second and third lines L ₁ , L ₂ and
First, second and third drain lines D ₁ , D ₂ and D ₃ are branched and connected to L ₃ , respectively.
These drain lines D ₁ to _{D 3} have first, second, and third drain lines that open and close the drain lines D ₁ to D ₃ , respectively.
Solenoid valves SL ₁ to _{SL 3} are connected, and when the solenoid valves SL ₁ to _{SL 3} are energized, each drain line D ₁ to D ₃ is connected with the pressure line 101 and port 103a communicating with each other. By closing, the pressure within the first to third lines _L1 to _L3 is increased. Further, the port 103b of the select valve 103 is connected to the second lock valve 105 via a line 140, and the pressure from this port 103b is transferred to the second lock valve 105.
It acts to push down the spool 105a of No. 5 in the figure. And the spool 10 of the valve 105
5a is in the lower position, lines 140 and 141 are in communication, and hydraulic pressure is applied to the front brake 3.
Engagement side pressure chamber 108 of actuator 108 of 0
a and is configured to hold the front brake 30 in the operating direction. Furthermore, a port 103c of the select valve 103 is connected to the second lock valve 105, and the pressure from this port 103c acts to push the spool 105a of the valve 105 upward in the figure. Further, the port 103c is connected to the 2-3 shift valve 120 via the pressure line 106. This line 106 is the second drain line.
Solenoid valve SL ₂ of D ₂ is energized and the second line L ₂
When the pressure inside is increased and the spool 120a of the 2-3 shift valve 120 is moved to the left in the figure, it communicates with the line 107. The line 107 is connected to the release side pressure chamber 108b of the actuator 108 of the front brake 30, and when hydraulic pressure is introduced into the pressure chamber 108b,
The actuator 108 is actuated in the direction of releasing the brake 30 against the pressure in the engagement side pressure chamber 108a. Pressure in line 107 is also directed to actuator 109 of forward clutch 27, causing it to engage and actuate. The select valve 103 also has a port 103d that communicates with the pressure line 101 in the 1 position, and this port 103d reaches the 1-2 shift valve 110 via the line 112, and furthermore the line 1
13 to the actuator 114 of the rear brake 36. The 1-2 shift valve 110 and the 2-3 shift valve 120 operate when the solenoid valves SL ₁ and SL ₂ are energized by a predetermined signal.
The lines are switched by moving the respective spools 110a and 120a, thereby actuating a predetermined brake or clutch to switch between 1st and 2nd speeds and 2nd speed, respectively.
- It is configured so that a three-speed gear shifting operation is performed. Further, 115 is a cutback valve that stabilizes the oil pressure from the pressure regulating valve 102, 116 is a vacuum throttle valve that changes the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, and 117 is the throttle valve 116. This is a throttle back-up valve that assists. The hydraulic control circuit also includes an actuator 132 controlled by the 3-4 shift valve 130 to control the clutch 54 and brake 56 of the overdrive planetary gear transmission mechanism 50.
is provided. The engagement side pressure chamber 132a of the actuator 132 is connected to the pressure line 101, and the pressure of the line 101 causes the brake 5 to be activated.
6 in the engagement direction. Further, the 3-4 shift valve 130 is the 1-2, 2-3 shift valve 11.
0,120, when the solenoid valve _SL3 is energized, its spool 130a moves downward in the figure. Therefore, pressure line 101 and line 12
2 is cut off and line 122 is drained. As a result, the hydraulic pressure acting on the release side pressure chamber 132b of the actuator 132 of the brake 56 disappears, and the brake 56 is actuated in the engagement direction, and the actuator 13 of the clutch 54 is actuated.
4 acts to release the clutch 54. Furthermore, a lock-up control valve 133 is provided in the hydraulic control circuit. This lock-up control valve 133 is communicated with the port 103a of the select valve 103 via a fourth line _L4 .
The above line L ₄ is equipped with a solenoid valve SL ₄ , similar to the drain lines D ₁ to _{D 3} .
D ₄ is branched and connected. When the solenoid valve SL ₄ is energized to close the drain line D ₄ and the pressure in the line L ₄ increases, the lock-up control valve 133 causes the spool 133 a to close the communication between the lines 123 and 124. cut off,
Further, by draining the line 124, the lock-up clutch 15 is moved in the connecting direction. Therefore, the multi-speed gear mechanism 20 and the overdrive planetary gear mechanism 50 constitute a speed change gear mechanism 70 connected to the output shaft 14 of the torque converter 10, and the front side of the multi-speed gear mechanism 20 Clutch 27, rear clutch 28, front brake 30 and rear brake 36
and overdrive planetary gear transmission mechanism 50
The direct coupling clutch 54 and the overdrive brake 56 constitute a speed change switching means 75 which switches the power transmission path of the speed change gear mechanism 70 and performs a speed change operation. Further, the first to fourth solenoid valves SL ₁ to _{SL 4} control the respective fluid actuators 104 and 10 of the speed change switching means 75.
8, 109, 114, 132, and 134. In the above configuration, the operational relationships between each gear, the lockup, and each solenoid, and the operational relationships between each gear and the clutch and brake are shown in Tables 1 to 3 below.

【table】

【table】

[Table] Next, an electronic control circuit for controlling the operation of the above-mentioned hydraulic control circuit will be explained based on FIG. In FIG. 3, 201 is the output shaft 1 of the torque converter 10.
202 is an engine load sensor that detects the magnitude of the load on the engine 1 based on the opening degree of the throttle valve 3 in the intake passage 2 of the engine 1; 400 is a sensor that detects the vehicle speed; A vehicle speed sensor 203 is an electronic control circuit that controls the operation of the hydraulic control circuit, and the electronic control circuit 20
3 contains the rotation speed signal S _T of the rotation speed sensor 201 and the load signal S _L of the engine load sensor 202.
and an input/output device 204 that receives a vehicle speed signal _SC from the vehicle speed sensor 400, a RAM 205 that stores the rotational speed signal _ST , a load signal S _L , and a vehicle speed signal _SC from the input/output device 204, and a CPU 207. ing. The RAM 205 has a shift diagram determined in advance according to the turbine rotational speed and throttle opening as shown in _FIG . The first shift change data consists of a line Ld ₁ , the second shift change data consists of a shift-up shift line Lu ₂ and a shift-down shift line Ld ₂ shown as solid lines determined in response to driving in traffic jams, and a lock-up release control line (Fig. (not shown) and a lockup activation control line (not shown). The above first shift change data Lu ₁ ,
Ld ₁ is determined to ensure an appropriate acceleration force required during steady driving and to enable economical driving. 2nd shift change data Lu ₂ , Ld ₂
is the maximum fuel consumption efficiency curve (double-dashed line) created based on the equal fuel flow rate curve (shown by the solid line) and the equal horsepower curve (shown by the broken line) with respect to the turbine speed and throttle opening shown in Fig. 5. ) is shifted left and right by the speed ratio of the speed change gear mechanism 70, and is a shift change corresponding to a speed change line that reduces fuel consumption with respect to the first shift change data Lu ₁ and Ld ₁ . It is data. In the range where the throttle opening is almost fully closed, it is determined that the speed change is performed even when the turbine rotational speed is, for example, 2500 rpm. Comparing the shift-up line Lu ₁ of the first shift change data with the shift-up line Lu ₂ of the second shift change data, it is found that in the shift-up line Lu ₁ , the turbine speed is shifted up to 2nd gear when the turbine rotation speed is about 1700 rpm or less. Yes, but in the shift up transmission line Lu ₂
When the speed is 1700 rpm or less and the throttle opening is 10% or less, the gear may be shifted up to 2nd gear, and the shift-up line Lu ₂ is designed to narrow the 1st gear range and widen the 2nd gear range. There is. Similarly, in the downshift line Ld ₂ of the second shift change data, the turbine rotation speed is 800 rpm.
2nd gear may be maintained in the following range, and 2nd gear may be maintained in the following range.
It is formed so that the speed range is expanded to the first speed side. Furthermore, in the RAM 205, a first
The average value st, kurtosis α ₁ st, and skewness α ₂ st are input and stored as statistics for specifying the distribution state of instantaneous vehicle speed corresponding to the boundary between the steady driving state and the congested driving state as shown in 2A. ing. In addition, the above CPU20
7, the input/output device 204 selects one of the first shift change data Lu ₁ , Ld ₁ and the second shift change data Lu ₂ , Ld ₂ based on the main flowchart shown in FIG. By appropriately driving and controlling the electromagnetic means 80, the power transmission path of the transmission gear mechanism 70 is automatically switched as appropriate. Next, the flowchart shown in FIG. 6 will be explained. First, initialization settings are performed.
This initialization setting initializes the ports of each control valve that switches the hydraulic control circuit of the automatic transmission A and the necessary counters, puts the transmission gear mechanism 20 in the first speed state, and puts the lock-up clutch 15 in the released state. After each setting, each working area of the electronic control circuit 203 is initialized. And select valve 10
After reading the position No. 3, that is, the shift range, it is determined whether this shift range is the D range. If this determination is YES, it is further determined whether or not a traffic jam flag indicating that the vehicle is traveling in traffic congestion is 1. And the traffic jam flag is not 1
If NO, it is determined whether the driving state is in a traffic jam. As shown in the subflow of FIG. 13, this determination is first made in step _S1 based on the vehicle speed signal Sc from the vehicle speed sensor 400. After calculating α ₁ and skewness α ₂ , the average vehicle speed is calculated in step S ₂ .
Determine whether it is smaller than the average value st stored in step 05, and if NO, the step
While it is determined in S ₆ that the vehicle is not in traffic congestion, if YES is smaller than the average value Xst, further step S ₃ is performed.
The above kurtosis α ₁ is the kurtosis α ₁ st stored in the RAM 205.
Determine whether the kurtosis is larger than NO with kurtosis α ₁ st or less
In this case, it is determined in step ₆ that the vehicle is not driving in traffic jams. On the other hand, if the kurtosis is greater than α ₁ st, then in step _S4 it is determined whether the skewness α ₂ is greater than the skewness α ₂ st stored in the RAM 205, and the skewness is less than or equal to α ₂ st. If NO, it is determined in step ₆ that the driving condition is not congested, and the skewness is greater than α ₂ st.
In the case of YES, this is done by determining in step ₅ that the vehicle is in a congested driving state. Then, in the main flow of Fig. 6, if YES indicates that the vehicle is running in a traffic jam, the traffic jam flag is set to 1, and if NO that the vehicle is not running in a traffic jam, the traffic jam flag is set to 1.
In the case of YES, the shift-up is immediately controlled according to the subroutine shown in FIG.
Shift down control is performed according to the subroutine shown in FIG. 8, and lockup control is performed according to the subroutine shown in FIG. 9, and the process returns to the shift range reading step. On the other hand, if the shift range is NO and not in the D range, it is determined whether the shift range is in the 2nd range or not, and if it is in the 2nd range and YES, the lock-up is released and the transmission gear mechanism 20 is shifted to the 2nd gear. and return to the shift range reading step. Also,
If NO is not in the 2nd range, that is, if it is in the 1st range, after releasing the lockup, calculate the engine speed when downshifting to 1st gear, and then determine whether or not overrun will occur based on this calculation result. If the determination is NO, a signal is issued to control the shift valve to shift the transmission gear mechanism 20 to 1st gear, and if YES, a signal is issued to control the shift valve to shift to 2nd gear, and the process returns to the shift range reading step. . Next, the subflow of the shift-up control shown in FIG. 7 will be explained. First, the gear position, that is, the position of the transmission gear mechanism 20, is read out, and it is determined whether the read gear position is the fourth speed or not. If this determination is YES, the control is immediately terminated. On the other hand, if the above gear position is not 4th gear, NO
In this case, after reading the throttle opening, it is determined whether the traffic jam flag is 1 or not, and if it is not 1 and NO, it is determined that the vehicle is in a steady running state and the shift up speed line Lu ₁ in Fig. 4 is determined. The set turbine rotation speed Tsp on the map according to the throttle opening
While reading (map), the traffic jam flag is 1.
If YES, it is determined that the vehicle is running in a traffic jam, and the set turbine rotation speed Tsp (map) on the map corresponding to the throttle opening is read out by comparing it with the shift up transmission line Lu ₂ in FIG. Next, after reading the actual turbine rotation speed Tsp, it is determined whether or not it is larger than the above-mentioned set turbine rotation speed Tsp (map),
When this judgment is YES, flag 1 is “1”
It is determined whether or not. This flag 1 is set to "1" when a shift-up is executed and the shift-up state is stored. Then, the judgment for the above flag 1 is
If YES, it is assumed that a shift up is being performed and the control is terminated. In addition, if the above judgment is NO, flag 1 is set to "1" and the gear position of the transmission gear mechanism 20 is set to 1.
Shift up a gear. At that time, a lockup release timer is set to release the lockup for a predetermined period of time to prevent a shock during gear shifting, and the control is then terminated. On the other hand, when the actual turbine rotation speed Tsp is small with respect to the above set turbine rotation speed Tsp (map), the shift up to the above shift-up line Lu ₁ or Lu ₂ is performed.
Multiply by 0.8 to create a new shift-up line with hysteresis as shown by the broken line in Figure 10.
Lu ₁ ′, Lu ₂ ′ are formed, and the above-mentioned set turbine rotation speed Tsp (map) is corrected by these new shift-up transmission lines Lu ₁ ′, Lu ₂ ′. Next, it is determined whether the actual turbine rotation speed Tsp is larger than the corrected set turbine rotation speed Tsp (map), and if the determination is YES, the flag 1 is set. After that, each control is terminated. Next, the subflow of the downshift control shown in FIG. 8 will be explained. First, as in the case of the shift-up speed change control described above, first, the gear position, that is, the position of the speed change gear mechanism 20 is read out, and it is determined whether or not the read gear position is the first speed. Next, when this determination is YES, the control is immediately terminated. On the other hand, if the gear position is NO, which is not 1st gear, the throttle opening is read out, and then it is determined whether the traffic congestion flag is 1 or not. The set turbine rotation speed Tsp (map) on the map corresponding to the throttle opening is read out by comparing it with the shift down shift line Ld ₁ in Fig. 4, and if the traffic jam flag is 1 (YES), the state is in traffic jam driving state. It is determined that this is the case, and the set turbine rotation speed Tsp (map) on the map corresponding to the throttle opening is read out by comparing it with the downshift shift line _Ld2 in FIG. Then, the actual turbine rotation speed Tsp is read out and it is determined whether it is smaller than the set turbine rotation speed Tsp (map). When this determination is YES, it is determined whether flag 2 is "1". This flag 2 is set to "1" when a downshift is executed, and stores the downshift state. When the determination for flag 2 is YES, it is assumed that a downshift is being performed, and the control is immediately terminated. In addition, if the above judgment is NO, flag 2 is set to "1" and transmission gear mechanism 2 is set to "1".
Shift down the 0 gear position by one gear. At that time, a lockup release timer is set to release the lockup for a predetermined period of time in order to prevent a shock during gear shifting, and then the control is terminated. On the other hand, when the determination of the actual turbine rotation speed Tsp with respect to the set turbine rotation speed Tsp (map) is NO, the shift down shift line Ld ₁ or
A new downshift line with hysteresis as shown by the broken line in Figure 11 by removing Ld ₂ by 0.8
Ld ₁ ′, Lu ₂ ′ are formed, and the set turbine rotation speed Tsp (map) is corrected by the new downshift shift lines Ld ₁ ′, Ld ₂ ′. In other words, the actual turbine rotation speed Tsp is multiplied by 0.8 to correct the actual turbine rotation speed Tsp. Next, it is determined whether or not the corrected actual turbine rotation speed Tsp is smaller than the uncorrected set turbine rotation speed Tsp (map), and if the determination is YES, the flag 2 is set.
After resetting, each control ends. Furthermore, the subflow of the lockup control shown in FIG. 9 will be explained. In FIG. 9, first, it is determined whether the traffic congestion flag is 1 or not. If the traffic jam flag is not 1 but is NO, it is determined that the vehicle is in a steady running state, and after reading the state of the lockup release timer, it is determined whether or not the timer is "0", that is, whether it has been reset. It will be judged. If this determination is NO, a control signal for releasing the lockup is issued and then the control is terminated. On the other hand, when the judgment for the timer is YES, the throttle opening is read, and then the throttle opening is compared with the lock-up release control line stored in the RAM 205 to set the turbine rotation speed on the map corresponding to the throttle opening. Tsp(map) is read, and then the actual turbine rotational speed Tsp is read to determine whether or not the turbine rotational speed Tsp is smaller than the set turbine Tsp(map).
If this determination is YES, the lockup is released and then the control is terminated. On the other hand, the above judgment
If NO, then check the throttle opening with the lockup operation control line and set the turbine rotation speed Tsp on the map corresponding to the throttle opening.
(map), and then the read actual turbine rotation speed Tsp becomes the set turbine rotation speed Tsp.
(map). If this determination is NO, the control is immediately terminated.
On the other hand, if the determination is YES, a lockup is performed and the control is terminated. Also, the traffic congestion flag is 1.
If the result is YES, it is determined that the vehicle is driving in traffic jam, and the lock-up is released and the control is then terminated. Therefore, when the shift lever position is in the D range, the first shift change data in Fig. 4
Engine load sensor 202 based on Lu ₁ and Ld ₁
After reading out the turbine rotation speed Tsp (map) according to the load signal (throttle opening signal), the turbine rotation speed Tsp (map) is detected by the rotation speed sensor 201.
The load signal of the engine load sensor 202 and the rotation of the rotation speed sensor 201 are controlled by comparing the values of flag 1 and flag 2 to "0" or "1" by comparing the values of number signals and the first shift changer Lu ₁ , Ld ₁
First shift change determination means 300 that generates a first shift change signal (“0” or “1” signal of flag 1 and flag 2)
It consists of Similarly, the second shift change data Lu ₂ , Ld ₂ in FIG. 4 (shift change data stored in advance corresponding to the shift line where fuel consumption decreases with respect to the first shift change data Lu ₁ , Ld ₁ ) Turbine rotation speed Tsp corresponding to the load signal of the engine load sensor 202 read based on
(map) is the rotation speed signal Tsp of the rotation speed sensor 201
By controlling flag 1 and flag 2 to "0" or "1", the second shift change signal ("0" or "1" signal of flag 1 and flag 2) is generated. This constitutes second shift change determining means 301. Further, a congested driving determination means 206 is configured to determine whether or not the driving state is a congested driving state based on the subflow shown in FIG. Then, the subflow shown in FIG. 13 (traffic traffic determining means 206)
In step _S1 , the vehicle speed sensor 400
a calculation means 206a that receives a vehicle speed signal Sc from the vehicle speed signal Sc, samples the vehicle speed signal Sc for a set time (for example, 2 minutes), and calculates the distribution state expressed by the average value, kurtosis, and skewness of the instantaneous vehicle speed within the set time; At the same time, in steps _S2 to _S6 , the data shown in FIG. Comparing means 206a is configured to compare the calculated actual value and determine that the vehicle is running in traffic congestion when the actual value is biased toward the lower vehicle speed side than the data. Further, the traffic jam flag is controlled to "0" or "1" based on the determination result by the traffic jam driving determination means 206,
When driving in steady state, the first shift change determination means 300 generates a first shift change signal to drive the electromagnetic means 80 based on the first shift change data Lu ₁ , Ld ₁ with the traffic jam flag = "0", while when driving in traffic jam When the traffic jam flag = "1", the second shift change determination means 301 generates a second shift change signal based on the second shift change data Lu ₂ , Ld ₂ and drives the electromagnetic means 80 , thereby determining the traffic jam driving determination means 206 . The control means 303 is configured to drive the electromagnetic means 80 to perform automatic gear shifting based on the first shift change signal when it is not determined that there is a traffic jam, and based on the second shift change signal when it is determined that there is a traffic jam. It consists of Therefore, in the above embodiment, during steady running, the electromagnetic means 80 is drive-controlled by the first shift change signal based on the first shift change data Lu ₁ , Ld ₁ corresponding to the steady running, and the power of the transmission gear mechanism 70 is controlled. Since the transmission path is appropriately switched, the accelerating force necessary for driving can be appropriately obtained, and a good driving feeling is ensured. Further, when driving in traffic jams with the shift range being D range, the shift change signal to the electromagnetic means 80 is the second shift change data corresponding to the traffic jam driving.
Since the selection is switched to the second shift change signal based on Lu ₂ and Ld ₂ , the vehicle can shift up to 2nd gear or shift to 1st gear when the fuel consumption is low and the turbine rotation speed Tsp is lower than during steady driving. This is done while downshifting, which can improve fuel efficiency when driving in traffic jams. Moreover, as shown in Fig. 4, the downshift line Ld ₂ of the second shift change data indicates that in the range where the throttle opening is almost fully closed, the second shift change line Ld 2 changes when the turbine rotational speed Tsp reaches the idle rotational speed (2500 rpm). Since it is specified that the gear should be downshifted from 1st gear to 1st gear, the throttle opening should be closed almost completely to stop the engine, and the engine brake would reduce the turbine rotation speed.
When Tsp drops to the idle speed, the one-way clutch 37 is activated by downshifting to 1st gear.
is activated, the engine brake is not applied thereafter, and the turbine rotational speed Tsp is maintained at the idle rotational speed, thereby further improving fuel efficiency. Furthermore, traffic jam driving determination means 20
6 determines whether or not the driving condition is in traffic jam based on the distribution state of the instantaneous vehicle speed within the set time, so it corresponds well to the actual driving feeling. In the above embodiment, the rotation speed sensor 201 detects the rotation speed of the output shaft 14 of the torque converter 10, but it may also detect the rotation speed of the output shaft 1a of the engine 1. Needless to say.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the overall configuration of the present invention.
2 to 13 show embodiments of the present invention;
The figure shows the structure of the automatic transmission and the hydraulic control circuit, Fig. 3 is a schematic diagram of the electronic control circuit, Fig. 4 shows the memory contents of the electronic control circuit, and Fig. 5 shows the turbine rotation speed and throttle. A diagram showing equal fuel flow rate characteristics and equal horsepower characteristics with respect to opening degree, Figure 6 is a main flowchart of shift control, Figure 7 is a flowchart showing a subflow of shift-up shift control, and Figure 8 is a shift-down shift control. 9 is a flowchart showing a subflow of lock-up shift control, FIG. 10 is an explanatory diagram of shift-up shift control, FIG. 11 is an explanatory diagram of shift-down shift control,
Figures 12A to 12D are diagrams showing the occurrence frequency characteristics of the instantaneous vehicle speed with respect to the instantaneous vehicle speed when driving in traffic jams, city driving, suburban driving, and highway driving, respectively. FIG. 3 is a flowchart showing a subflow for determining whether 1...Engine, 1a...Engine output shaft, 1
0... Torque converter, 14... Torque converter output shaft, 20... Multi-speed gear mechanism, 50...
...Planetary gear transmission mechanism for overdrive, 70...
Speed change gear mechanism, 27... Front clutch, 28...
Rear clutch, 30...Front brake, 36...
Rear brake, 54...Direct clutch, 56...
Overdrive brake, 75... Speed change switching means, SL ₁ ... First solenoid valve, SL ₂ ... Second solenoid valve, SL ₃ ... Third solenoid valve, SL ₄ ...
...Fourth solenoid valve, 104, 108, 109,
114, 132, 134... Fluid actuator, 80... Electromagnetic means, 201... Rotation speed sensor, 202... Engine load sensor, 203...
Electronic control circuit, 205...RAM, 206...Congestion driving determination means, 206a...Calculating means, 206
b... Comparison means, 207... CPU, 300...
First shift change determination means, 301...Second shift change determination means, 303...Control means, 4
00...Vehicle speed sensor.

Claims (1)

[Claims] 1 A torque converter connected to an output shaft of an engine, a speed change gear mechanism connected to the output shaft of the torque converter, a speed change switching means for switching a power transmission path of the speed change gear mechanism to perform a speed change operation, and the speed change switching means a hydraulic actuator for operating the hydraulic actuator; an electromagnetic means for controlling the supply of pressure fluid to the hydraulic actuator; a rotational speed sensor for detecting the rotational speed of either the rotating shaft of the torque converter or the speed change gear mechanism; An engine load sensor detects the magnitude of the engine load, receives a rotation speed signal from the rotation speed sensor, and a load signal from the engine load sensor, and compares both signals with pre-stored first shift change data. a first shift change determination means that generates a first shift change signal; receives a rotation speed signal from the rotation speed sensor and a load signal from the engine load sensor; a second shift change determination means that generates a second shift change signal by comparing it with second shift change data stored in advance corresponding to a shift line in which the shift line decreases; a driving determination means; and when the traffic jam driving determination means does not determine that there is a traffic jam, the electromagnetic signal is operated based on the first shift change signal, and when the traffic jam driving determination means determines that there is a traffic jam, the electromagnetic transmission is performed based on the second shift change signal. and a control means for automatically shifting gears by driving the means, and the means for determining driving in traffic jams samples a vehicle speed signal from a vehicle speed sensor that detects the vehicle speed for a set time, and calculates a distribution state of instantaneous vehicle speed within the set time. The calculation means compares the actual value calculated by the calculation means with the pre-stored data of the instantaneous vehicle speed distribution state corresponding to the boundary between the steady driving state and the congested driving state, and determines whether the actual value is better than the data. 1. A shift control device for an automatic transmission, comprising a comparison means for determining whether the vehicle is traveling in traffic congestion when the vehicle speed is biased towards the low speed side.