CONTROL DEVICE OF VEHICLE

• US 20190285146A1
• Filed: 03/15/2019
• Published: 09/19/2019
• Est. Priority Date: 03/15/2018
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: TSUKAMOTO, Norihiro, OWATARI, Masakazu
• Granted Patent: US 10,774,902 B2
• Time in Patent Office: Days
• CPC Class Codes: F16H 2059/186 Coasting
• CPC Class Codes: F16H 2061/0488 during range shift from neutral (N) to drive (D)
• CPC Class Codes: F16H 2200/006 the gear ratios comprising eight forward speeds
• CPC Class Codes: F16H 2200/2002 characterised by the number of sets of orbital gears
• CPC Class Codes: F16H 2200/2007 with two sets of orbital gears
• CPC Class Codes: F16H 2200/2023 using a Ravigneaux set with 4 connections
• CPC Class Codes: F16H 2200/2046 with six engaging means
• CPC Class Codes: F16H 2200/2097 comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
• CPC Class Codes: F16H 3/66 composed of a number of gear trains without drive passing from one train to another
• CPC Class Codes: F16H 3/663 with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
• CPC Class Codes: F16H 61/04 Smoothing ratio shift

Abstract

A control device of a vehicle including a multi-speed automatic transmission includes a first engagement control portion selecting a selected gear shift position having a synchronous rotation speed lower than an actual input rotation speed of the multi-speed automatic transmission at the time of return from the coasting running due to the depressing operation of the accelerator pedal and increasing an engagement force of an engagement element establishing the selected gear shift position to immediately increase a drive force of the vehicle; and a second engagement control portion engaging the engagement element establishing the target gear shift position when the actual input rotation speed of the multi-speed automatic transmission reaches a determination rotation speed set for determination of attainment to the synchronous rotation speed of the target gear shift position.

Claims

1. A control device of a vehicle including a multi-speed automatic transmission applied to a vehicle including a multi-speed automatic transmission including a plurality of engagement elements and establishing each of a plurality of gear shift positions by changing a combination of a predetermined number of engagement elements out of the plurality of engagement elements, the control device bringing the multi-speed automatic transmission into a neutral state by releasing one of the predetermined number of engagement elements in coasting running according to a releasing operation of an accelerator pedal and establishing a target gear shift position corresponding to a vehicle running state so that the vehicle is returned from the coasting running when a depressing operation of the accelerator pedal is made to return from the coasting running, the control device comprising:

a first engagement control portion selecting a selected gear shift position having a synchronous rotation speed lower than an actual input rotation speed of the multi-speed automatic transmission at the time of return from the coasting running due to the depressing operation of the accelerator pedal and increasing an engagement force of an engagement element establishing the selected gear shift position to immediately increase a drive force of the vehicle; and

a second engagement control portion engaging the engagement element establishing the target gear shift position when the actual input rotation speed of the multi-speed automatic transmission reaches a determination rotation speed set for determination of attainment to the synchronous rotation speed of the target gear shift position.

2. The control device of a vehicle including a multi-speed automatic transmission according to claim 1, wherein

the first engagement control portion sets as the selected gear shift position a gear shift position on a lowermost speed side out of the gear shift positions each having a synchronous rotation speed lower than the actual input rotation speed of the multi-speed automatic transmission.

3. The control device of a vehicle including a multi-speed automatic transmission according to claim 1, wherein

the first engagement control portion limits the selected gear shift position so as not to be a gear shift position on the lower speed side than the target gear shift position.

4. The control device of a vehicle including a multi-speed automatic transmission according to claim 2, wherein

the first engagement control portion limits the selected gear shift position so as not to be a gear shift position on the lower speed side than the target gear shift position.

5. The control device of a vehicle including a multi-speed automatic transmission according to claim 1, wherein

when the actual input rotation speed of the multi-speed automatic transmission is lower than a synchronous rotation speed of a highest-speed gear shift position at the time of return from coasting running due to the depressing operation of the accelerator pedal, the first engagement control portion delays selection of the selected gear shift position until the actual input rotation speed of the multi-speed automatic transmission becomes equal to or greater than the synchronous rotation speed of the highest-speed gear shift position.

6. The control device of a vehicle including a multi-speed automatic transmission according to claim 2, wherein

when the actual input rotation speed of the multi-speed automatic transmission is lower than a synchronous rotation speed of a highest-speed gear shift position at the time of return from coasting running due to the depressing operation of the accelerator pedal, the first engagement control portion delays selection of the selected gear shift position until the actual input rotation speed of the multi-speed automatic transmission becomes equal to or greater than the synchronous rotation speed of the highest-speed gear shift position.

7. The control device of a vehicle including a multi-speed automatic transmission according to claim 3, wherein

when the actual input rotation speed of the multi-speed automatic transmission is lower than a synchronous rotation speed of a highest-speed gear shift position at the time of return from coasting running due to the depressing operation of the accelerator pedal, the first engagement control portion delays selection of the selected gear shift position until the actual input rotation speed of the multi-speed automatic transmission becomes equal to or greater than the synchronous rotation speed of the highest-speed gear shift position.

8. The control device of a vehicle including a multi-speed automatic transmission according to claim 4, wherein

when the actual input rotation speed of the multi-speed automatic transmission is lower than a synchronous rotation speed of a highest-speed gear shift position at the time of return from coasting running due to the depressing operation of the accelerator pedal, the first engagement control portion delays selection of the selected gear shift position until the actual input rotation speed of the multi-speed automatic transmission becomes equal to or greater than the synchronous rotation speed of the highest-speed gear shift position.

9. The control device of a vehicle including a multi-speed automatic transmission according to claim 1, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.

10. The control device of a vehicle including a multi-speed automatic transmission according to claim 2, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.

11. The control device of a vehicle including a multi-speed automatic transmission according to claim 3, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.

12. The control device of a vehicle including a multi-speed automatic transmission according to claim 4, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.

13. The control device of a vehicle including a multi-speed automatic transmission according to claim 5, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.

14. The control device of a vehicle including a multi-speed automatic transmission according to claim 6, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.

15. The control device of a vehicle including a multi-speed automatic transmission according to claim 7, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.

16. The control device of a vehicle including a multi-speed automatic transmission according to claim 8, wherein

the target gear shift position is decided from a shift diagram stored in advance based on an actual vehicle speed and a drive power request amount at the time of return from the coasting running due to the depressing operation of the accelerator pedal.