JPH04285364A - Speed change control method for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To avoid shift hunting and frequent brake operation for a downhill so as to facilitate driving operation by correctly discriminating a flat road of an urban area, a straight uphill and a curved road in a place between mountains and the like and selecting the optimum speed change step conformable to the vehicle operating condition, a driver's driving intention, the road condition and the like. CONSTITUTION:Plural control modes are previously set, at least the engine driving force and rolling resistance are detected, the weight and hill climbing resistance are obtained by subtracting the rolling resistance from the detected engine driving force, according to the obtained weight and hill climbing resistance, the control mode is switched to a required control mode, and the speed change step of a transmission 3 is selected according to the switched control mode. The detected rolling resistance can be correctly obtained by including the cornering resistance.

Description

[Detailed description of the invention]

0001

[Field of Industrial Application] The present invention relates to a method for controlling the speed change of an automatic transmission for a vehicle, and in particular, the present invention relates to a method for controlling the speed change of an automatic transmission for a vehicle, and in particular, the road conditions, vehicle driving conditions, etc.
The present invention relates to a speed change control method for selecting an optimal speed according to a driver's driving intention, etc.

0002

[Prior Art and Problems to be Solved] Conventional automatic transmissions for vehicles set a shift pattern in advance according to the throttle opening (engine load) and vehicle speed, and detect the shift pattern using this shift pattern. The gear position is set according to the throttle opening degree and vehicle speed, and the gear shift is automatically executed. Conventional automatic gear shift control methods do not have any major problems when shifting gears on flat roads such as city driving, and gear shifts are smooth and do not cause any discomfort. However, when driving in the mountains, there are some straight uphill roads, some with frequent bends, and some downhill slopes that require strong engine braking.
There is also a long, gentle downhill slope. There are also drivers who accelerate suddenly on a downhill slope and apply strong braking just before entering a corner. When driving in such mountainous areas, it is difficult to select the gear that is most suitable for the vehicle driving conditions, the driver's driving intention, the road conditions, etc. It is often desired to obtain a more favorable driving feeling.

[0003] In response to such demands, a shift control method that performs so-called "fuzzy control" to select the optimum gear position according to the above-mentioned vehicle driving conditions, etc. is disclosed in, for example, Japanese Patent Laid-Open No. 6
This method is known from Japanese Patent Laid-Open No. 02-3738, etc. These conventional shift control methods attempt to determine the optimal gear position by estimating all shift positions for city driving and mountain driving using fuzzy inference. For this reason, the conventional speed change control method using "fuzzy control" has drawbacks such as a large number of rules and a complicated shape of the membership function, and requires a large-capacity computer for practical use. . Furthermore, since there are a large number of rules and the shape of the membership function is complex, it is difficult to tune the system and, therefore, it is difficult to deploy it to multiple models.

[0004] Furthermore, if a new shift control method based on "fuzzy control" is adopted, drivers who are accustomed to driving on normal flat roads such as city driving using conventional automatic shift control methods will not be able to shift gears. Under these circumstances, a problem arises in that a small change in driving conditions, such as driving over a small protrusion or slightly pressing the accelerator, causes a gear shift to be executed, giving the driver a sense of discomfort.

On the other hand, in Japanese Patent Application Laid-Open No. 2-212655, various parameters representing the running state of the vehicle are detected, and fuzzy inference is performed based on the detected signals and a preset membership function to calculate the magnitude of the gradient resistance. If the gradient resistance value is larger than a predetermined value, the shift map for high-load running is selected instead of the shift map for normal running, and the gear position is determined based on the shift map for high-load running. A control method has been proposed. However, in this proposed shift control method, the same shift map is used for both straight uphill roads and uphill roads with frequent bends, and the shift map is fine-grained for the various mountainous road conditions and driving intentions mentioned above. There is a problem that the speed change control cannot be performed sufficiently.

[0006] Furthermore, in the conventional gradient resistance calculation, there is a problem in that the gradient resistance calculation value includes a large error when the steering wheel is turned significantly. In other words, on a downward winding road, the gradient resistance calculated during cornering is calculated to be smaller than the actual value, and even on a flat road,
There was an inconvenience in that the gradient resistance was calculated to be too large at corners and it was assumed that it was an uphill road.

[0007] The present invention has been made to solve these problems, and accurately calculates weight and gradient resistance to accurately drive on flat roads in urban areas and on straight uphill roads and curved uphill roads in the mountains. The system selects the optimal gear that matches the vehicle driving conditions, driver's driving intention, road conditions, etc., thereby making driving easier by avoiding shift hunting and frequent braking operations on downhill slopes. The purpose of the present invention is to provide a speed change control method for an automatic transmission for a vehicle that facilitates easy driving.

[0008]

[Means for Solving the Problems] In order to achieve the above object, the present invention provides a shift control method for an automatic transmission for a vehicle, which selects a gear position of the automatic transmission according to a preset control mode. , multiple control modes are set in advance, at least the engine driving force and rolling resistance are detected, the rolling resistance is subtracted from the detected engine driving force to determine the weight/gradient resistance, and the control mode is determined according to the determined weight/gradient resistance. The present invention is characterized in that the rolling resistance detected by switching to a required control mode and selecting a gear stage is comprised of rolling resistance due to free rolling and cornering resistance.

[0009]

[Operation] According to the speed change control method of the present invention, a plurality of control modes such as for running on flat roads, for straight uphill roads, for uphill and curved roads, and for steep downhill roads are prepared, depending on the weight and gradient resistance. The transmission is then switched to one of these multiple control modes, allowing for fine-grained speed change control. At this time, in order to determine the weight and slope resistance, it is necessary to accurately determine the rolling resistance.
Since this rolling resistance is calculated including cornering resistance, weight and slope resistance can be calculated accurately even when cornering.

0010

DESCRIPTION OF THE PREFERRED EMBODIMENTS Examples of the present invention will be described below with reference to the accompanying drawings. Basic concept of the present invention Before explaining the embodiments, the basic concept of the present invention will be explained with reference to FIG. normal mode (MODE 0), uphill corner mode (MODE 1) used on uphill slopes with frequent bends in the mountains, downhill weak engine brake mode (MODE 2) used on gentle downhill roads that require weak engine braking, Downhill strong engine braking mode (MODE 3) is used on roads that require strong engine braking on steep downhills or downhills with large bends, and straight uphill mode (MODE 4) is used on long straight uphill slopes. Each control mode is prepared.

In normal mode 0, a shift pattern for driving on flat roads such as in urban areas is prepared in advance, and this shift pattern for driving on flat roads is used to select the optimum shift pattern according to the accelerator opening (engine load) and vehicle speed. The method for setting the appropriate gear stage is no different from the conventional shift control method. When mode 0 is selected, a gear position is set by a gear shift control program prepared separately.

In uphill corner mode 1, a shift pattern different from the shift pattern for flat road driving is prepared for driving uphill and curved roads (details will be described later), so even if the accelerator opening is returned when entering a corner, , a shift pattern is set in which upshifting is unlikely to occur, and shift hunting is prevented. In weak downhill engine braking mode 2 and strong downhill engine braking mode 3, 3rd gear and 2nd gear are forcibly set, respectively, and moderate engine braking is automatically applied to prevent excessive downhill corners. Prevents speed entry and reduces brake operation.

In the straight uphill road mode 4, the gear position is set one step lower than the current shift position, and the necessary driving force is secured. In this straight uphill road mode 4, a downshift operation is automatically performed, so the necessary driving force is ensured and shift hunting is prevented. This mode 4 shift control is particularly effective for small displacement vehicles. In the shift control method of the present invention, these control modes are determined by fuzzy inference based on various fuzzy input variables representing vehicle driving conditions, driver's driving intention, and road conditions, and membership functions (defined as clipse sets). The fuzzy shift position is set based on the selected control mode. Therefore, since the gears are not set by directly estimating all shift positions for city driving and mountain driving using fuzzy inference, the number of rules for selecting control modes is also reduced, and the membership function is also simplified. .

Note that the arrows between the control modes shown in FIG. 1 indicate the direction of the control mode to which the current control mode can be switched, although the details will be described later. For example, if the current mode is the uphill corner mode (MODE 1), you can return from mode 1 to normal mode 0 and directly switch to downhill weak engine brake mode 2, but in straight uphill mode It is not possible to switch directly to 4. It is not possible to directly switch from normal mode 0 to mode 3, the strong downhill engine braking mode, and the mode must be switched via mode 2.

Hardware configuration of a shift control device for an automatic transmission FIG. 2 schematically shows a shift control device for an automatic transmission to which the method of the present invention is applied.
A gear transmission (T/M) 3 is connected to the output side of G) 1 via a torque converter 2. The transmission 3 has, for example, four forward speeds and one reverse speed, and can establish a desired speed by engaging or disengaging a brake or clutch (not shown). The shift control device includes a hydraulic pressure control device 4, which controls hydraulic pressure supplied to the brakes and clutches described above in response to control signals from an electronic control unit (ECU) 5, which will be described later. Note that the transmission and the hydraulic pressure control device to which the method of the present invention is applied may have various types and hydraulic control for gear shifting, and are not particularly limited.

The electronic control device 5 sets the optimum gear position for the vehicle operating condition, etc., and outputs a control signal corresponding to the set gear position to the hydraulic pressure control device 4 described above. A hydraulic pressure control device 4 is connected to the output side of the electronic control device 5, and various sensors (not shown) are connected to the input side. These sensors provide the electronic control unit 5 with detection signals related to the driving intention of the driver, the operating state of the vehicle including the engine 1, and the road condition. These input signals (input variables) include the amount by which the driver presses the accelerator pedal, that is, the accelerator position (opening degree) APS, the shift position SPOS of the shift lever (not shown), and the on/off signal OD of the OD switch that selects the fourth gear. , an on/off signal BRK for the brake switch that is turned on and off when the driver depresses the brake pedal, a wheel speed signal for calculating the vehicle speed V0 and the longitudinal acceleration Gx that acts on the vehicle, the engine rotation speed Ne of the engine 1, and the 1st intake of the engine 1. The intake air amount signal A/N per stroke, the torque converter speed ratio (slip ratio) e of the torque converter 2, and the command gear position signal SH output from the electronic control device 5 to the hydraulic pressure control device 4.
IF0, a calculated gear position signal SHIF1 on the map determined from the shift pattern tone of mode 0, steering wheel angle information θw indicating the amount of steering wheel operation by the driver, etc. are included.

The information from the various sensors described above may be detected by sensors specially provided for speed change control, but even if this is not done, much of the information is sent to the engine 1. Fuel supply control to inject and supply the required amount of fuel, anti-lock braking control (AB
S control), traction control that controls the output of the engine 1, etc., so the necessary information may be obtained from these control devices.

The electronic control unit 5 includes an input/output device (not shown), a storage device (RAM, ROM, etc.), and a central processing unit (not shown).
The input/output device takes in detection signals from the various sensors mentioned above, performs filtering,
It performs amplification, A/D conversion, etc., and outputs the aforementioned control signal to the hydraulic pressure control device 4 based on the result of calculation by the central processing unit. The central processing unit determines a control mode by determining the vehicle driving condition, the driver's driving intention, the road condition, etc. according to the shift control program stored in the storage device, and establishes the control mode based on the determined control mode. It calculates the gear position to be used, and its details will be described later.

Shift Control Program Next, a procedure for calculating a fuzzy shift position in the above-mentioned shift control device and performing fuzzy shift control based on the result of the calculation will be explained with reference to the flowchart shown in FIG. 3 and subsequent figures. Note that when normal mode 0 is selected by fuzzy shift control, the shift control in normal mode 0 is executed by a separately prepared shift control program for normal mode.

Main Routine First, the main routine (general flow) of the fuzzy shift control program shown in FIG. 3 will be explained. This program includes an initial processing routine where control variable values and various stored values are set to initial values, a routine that inputs and calculates input variables from various sensors, etc., and a routine that calculates fuzzy input variables from input or calculated input variables. routine,
A routine that sets the values of various fuzzy input switches from input variables, a routine that determines whether or not a fuzzy rule is established, and a fuzzy shift position that is prepared according to the currently executed control mode and based on the established fuzzy rule. It consists of a routine for setting the shift position, and a routine for outputting the shift position based on the set fuzzy shift position, etc.

The initial processing routine is executed only once when the main program is executed, for example, immediately after an ignition key switch (not shown) is turned on. When the execution of this initial processing routine is completed, subsequent routines are repeatedly executed at a predetermined period (for example, 50 msec).

Input Variable Input/Calculation Routine This routine inputs input variables necessary for speed change control from the various sensors mentioned above or the fuel control device. Some input variables can be obtained by simply filtering or A/D converting a detection signal directly input from a sensor, while others can be calculated from input variables. In addition, upper and lower limits are set for input variable values as necessary, and values that exceed the upper and lower limits are restricted to those upper and lower limits. Input variables required for speed change control are shown in Table 1.

[0023]

[Table 1]

A few of the input variables shown in Table 1 will be explained below. Vehicle speed V0 is calculated from, for example, the wheel speed detected by a wheel speed sensor. In the case of speed change control, there is almost no need to consider the slip amount of each wheel, so the vehicle speed V0 may be calculated from the average value of the wheel speeds of each wheel, or it may be calculated from one value of the wheel speeds of each wheel. It may be calculated from Further, instead of finding it from the wheel speed, it may be calculated from the rotation speed of the output shaft of the transmission. The longitudinal acceleration Gx is calculated from the temporal change in the vehicle speed V0. Since the detection accuracy of this longitudinal acceleration Gx greatly affects the calculation accuracy of weight/gradient resistance values, which will be described later, it is necessary to perform sufficient filter processing to remove noise.

When the absolute value of the steering wheel angle θw exceeds a predetermined upper limit value (for example, 360°), it is set to the upper limit value, and when it is less than the lower limit value (for example, 10°), it is set to 0°. be done. The lateral acceleration Gy is determined when the vehicle speed V0 is a predetermined value (
For example, if the speed is 10 km/hr or less, the value is set to 0, and if it exceeds a predetermined upper limit, it is set to the upper limit. The lateral acceleration Gy is calculated based on the following equation (A1).

Gy = (θw/ρ)/{Lw・(A+1/
V02)}×C1...(A1) Here, ρ is the steering wheel equivalent gear ratio, Lw is the wheel base (m),
A is a stability factor and C1 is a constant. In addition,
In this embodiment, the lateral acceleration Gy is calculated based on the vehicle speed V0 and the steering wheel angle θw using the above equation (A1), but an acceleration sensor may be attached to the vehicle body and directly detected by this sensor.

[0027] The engine torque ETRQ is read out from a torque map preset according to the engine speed Ne and the intake air amount A/N using, for example, a known interpolation method. At this time, the maximum generated torque MXETRQ obtained by changing the intake air amount A/N for the same engine speed Ne is also determined from the torque map and recorded.

Calculation of Fuzzy Input Variables Next, the 11 fuzzy input variables FV(0) to FV(10) shown in Table 2 necessary for fuzzy inference are calculated. These fuzzy input variables FV(0) to FV(10) are
As shown in Table 2, the information is classified into driver driving intention information, vehicle operating state information, and road information. Although the steering wheel angle information in the road information is also the driver's driving intention information, the degree of curvature of the road is determined from the steering wheel angle information and is treated as road information. Further, although the lateral acceleration information in the road information is also vehicle operation information, the degree of curvature of the road can be determined from this information as well, and is treated as road information.

[0029]

[Table 2]

Among the fuzzy input variables shown in Table 2, the steering wheel operation amount FV(2) is the effective value of the product of the steering wheel angle and the lateral acceleration Gy, and this effective value is calculated every predetermined time (for example, 1 second). for a predetermined period in the past (for example, every 20
The average value of the effective values (seconds) is used as a parameter indicating the busyness of steering wheel operation. The procedure for calculating the amount of handle operation will be explained with reference to FIG. 4.

First, the program control variable N1 is incremented by a value of 1 (step S10). Then, it is determined whether this variable value N1 has reached a predetermined value (20) corresponding to a predetermined time (for example, 1 second) (step S12).
), steps S10 and S12 are repeatedly executed until a predetermined value is reached. When the variable value N1 reaches a predetermined value, the variable value N1 is returned to the value 0 (step S14).
, execute step S16. That is, step S1
6 will be executed every predetermined time (1 second).

In step S16, the following equations (A2) and (A
3) The steering wheel operation amount FV(2) is calculated.

[0033]

[Math 1]

In reality, the calculations of the above equations (A2) and (A3) are based on the steering wheel angle θw detected every predetermined time (1 second).
By sequentially storing the products of the respective square values of The effective value of the product of the steering wheel angle and the lateral acceleration Gy is determined.

This steering wheel operation amount FV(2) takes into account both the steering wheel angle and lateral acceleration factors, so
When turning around the same corner, the higher the vehicle speed, the larger the value, and at the same vehicle speed, the smaller the corner radius, the larger the value. In addition, when the steering wheel angle is the same, the higher the vehicle speed, the larger the lateral acceleration, and the steering wheel operation amount FV (2)
is a large value. In this way, the steering wheel operation amount FV (
2) can be regarded as an index that includes the frequency of steering wheel operation and the driver's nervousness.

Comparing the steering wheel operation amount FV(2) obtained from 20 samples every second, the values obtained during standard city driving, medium-speed winding road driving, and winding winding road driving are compared. 3.0 (g) when driving
・deg), 10 to 30 (g・d) when driving on a curved road at medium speed
eg), 40 (g・de) when driving on winding roads.
g) Since there is a significant difference in the steering wheel operation amount FV(2) when traveling on these roads, it is possible to determine whether the vehicle is traveling on these roads.

For example, in an urban area, even if a rule is established to determine whether an uphill road or a downhill road is a road based on overcoming a bump or using another fuzzy input variable, the steering wheel operation amount FV(2) will not exceed the above-mentioned value 3. If it is less than 0 (g·deg), it can be reliably determined that the vehicle is driving in a city area. The fourth fuzzy input variable in Table 2, the brake deceleration width FV (3), is the number of kilometers the vehicle speed V0 can be reduced by one brake operation.
This shows how much m/hr has been lost. Immediately after the brake switch is turned off, there is a possibility that the brake deceleration width FV(3) cannot be calculated accurately because it takes time to release the frictional engagement between the brake shoes of the brake device and the caliper. Therefore, immediately after braking ends, the brake deceleration width FV(3) is calculated for a predetermined period of time (for example, 0.3 seconds).
prohibited for a period of time. The flowchart in FIG. 5 shows a procedure for calculating the brake deceleration width and prohibiting the calculation after the brake switch is turned off.

First, the electronic control unit 5 determines whether the brake switch BRK has a value of 1 (step S20).
). When the driver depresses the brake pedal and performs a braking operation, the BRK value is 1, and when the driver releases the brake pedal, the BRK value is 0. If the driver does not perform any braking operation, the determination result in step S20 is negative (No), and in this case, step S22, which will be described later, is performed.
After making this determination, the process proceeds to step S24, where the currently detected vehicle speed V0 is stored as a variable value VST. The variable value VST is updated every time unless a braking operation is performed, and the vehicle speed immediately before braking is stored using this variable VST.

When the driver depresses the brake pedal, the determination result in step S20 becomes affirmative (Yes), and the process proceeds to step S26, where the timer flag BFLG is set to a predetermined value XB(
For example, a value corresponding to 0.3 seconds) is set, and the brake deceleration width FV(3) is calculated using the following equation (A4). Note that the timer flag BFLG is a timer for measuring a predetermined time after the brake switch is turned off.

FV(3)=V
ST-FV (0) ... (A4)
Here, VST is the vehicle speed stored immediately before the start of the braking operation, and FV(0) is the fuzzy input variable value of the vehicle speed calculated this time. Therefore, as long as the braking operation continues, step S26 is repeatedly executed, and the brake deceleration width FV(3) decelerated by the braking operation is updated. In addition, in the calculation in step S26, if VST<FV(0), the value 0 is set to the brake deceleration width FV(3).

[0041] When the driver takes his foot off the brake pedal,
The determination result in step S20 is negative again, and it is determined in step S22 whether or not the timer flag BFLG is greater than 0. Immediately after the driver releases the brake pedal, the BFLG value is set to the predetermined value XB, so the determination in step S22 is affirmative, and the process proceeds to step S28, where the flag value BFLG is decremented by the value 1. At the same time, the brake deceleration width FV(3) is reset to the value 0. Then, this flag value BFLG is subtracted to the value 1 until it becomes the value 0, that is, for a predetermined period of time (0.3
Step S28 is repeatedly executed until the time period (seconds) has elapsed, and during this time, the brake deceleration width FV(3) is set to the value 0, thereby prohibiting its calculation.

[0042] When the predetermined time (0.3 seconds) has elapsed, the determination result in step S22 becomes negative, and the aforementioned step S24 is executed to repeat the updating of the variable value VST. The accelerator depression speed FV (5) is the accelerator opening degree F detected every predetermined time (for example, 0.25 seconds).
The difference in V(4) is calculated by converting it into a difference for 1 second. In the embodiment, the accelerator depression speed FV(5) is determined by multiplying the difference determined every 0.25 seconds by four. The flowchart shown in FIG. 6 shows the accelerator depression speed FV.
(5), the electronic control unit 5 first sets the program variable N2 to the value 1 in step S30.
Increment by This program variable N2 is
After being used as an up counter and incremented, its variable value N2 is determined (step S32), and each time variable value N2 reaches a predetermined value XN2 (value corresponding to 0.25 seconds), step S34 and step S36 is executed.

In step S34, the program variable value N
2 is reset to the value 0, and in step S36, the accelerator depression speed FV(5) is calculated by the method described above. That is, first, the amount of change in the accelerator opening over 0.25 seconds is calculated using the following equation (A5). FV(5)=FV(4)-A
PSO...(A5) Here, FV (4) is the accelerator opening AP detected this time.
S is used and the value is set as is. As described later, the variable APSO is the accelerator opening detected 0.25 seconds ago. Next, the amount of change in the accelerator opening that changed over 0.25 seconds, which was obtained as described above, is multiplied by 4, converted to the amount of change per second, and this is set as the accelerator depression speed FV (5). Try again.

FV(5)=FV(5)×4
...(A
6) Next, the accelerator opening degree FV(4), which is the fuzzy input variable set this time, is updated and stored as a variable value APSO. APSO=FV(4)
・・・
- (A7) This stored value APSO is used to calculate the amount of change in accelerator opening after 0.25 seconds.

Next, a method of calculating weight/gradient resistance FV(6), which is a fuzzy input variable shown in Table 2, will be explained with reference to FIG. First, the electronic control device 5 determines the vehicle speed FV(0)
is less than or equal to a predetermined value CFV0 (for example, 10 km/hr) (step S40), and the vehicle speed FV(0)
is less than the predetermined value CFV0, weight/gradient resistance FV (
6) to a value of 0, the currently calculated value XR of weight/gradient resistance is set to a value of 0.0 (step S41), and the process proceeds to step S46, which will be described later.

In step S40, vehicle speed FV(0)
If it is determined that CFV0 is greater than the predetermined value CFV0, the process proceeds to step S42, where it is determined whether a predetermined time (0.3 seconds) has elapsed from the time during braking and from the end of braking. This determination is made based on whether or not the timer flag BFLG used in the brake deceleration width FV(3) calculation routine described above is also used in this routine. As mentioned above, the timer flag BFLG is always set to the initial value XB (0.
3 seconds) until the value reaches 0 from the end of braking (until the specified time elapses)
The value is decremented by 1. Step S
42 is affirmative, that is, during braking or after the end of braking for a predetermined period of time (0.3
) has not yet elapsed, weight/gradient resistance F
Since the calculation of V(6) cannot be performed, in this case, the previous value is held as it is as the current calculation value XR, and that value is used (step S43). On the other hand, if the braking is not in progress and the predetermined time has elapsed after the braking, the process proceeds to step S44, and the weight/gradient resistance FV (6) is determined.
The current calculation value XR is calculated as follows.

Weight/gradient resistance is determined by subtracting aerodynamic resistance, rolling resistance, and acceleration resistance from engine driving force, and is expressed by the following equation (A8). XR = Engine driving force - Aerodynamic resistance - Rolling resistance - Acceleration resistance ... (A8) Weight and gradient resistance are:
As mentioned above, this cannot be determined during braking, etc., but when the vehicle is turning, rolling resistance
By including the resistance due to cornering force, it is possible to calculate accurately. The engine driving force in the above equation (A8) is calculated by the following equation (A9). Engine driving force = TE (ηE) ・t(e)・η
・iT ・iF /r ... (A9) Here, TE
(ηE) is the engine torque (kg・m) after subtracting the exhaust loss, t(e) is the torque ratio of the torque converter 2, and the torque stored in advance is calculated as a function of the torque converter speed ratio e. Read from the ratio table. η is the transmission efficiency of the transmission 3, iF is the gear ratio of the differential, and these values are given as constants. iT is a gear ratio of the transmission 3, and a predetermined gear ratio corresponding to the commanded gear position SHIF0, which is an input variable, is used. r is the dynamic radius (m) of the tire, and a predetermined value is used.

The aerodynamic resistance in equation (A8) is expressed by the following equation (A1
0) is calculated by Aerodynamic resistance = ρa・S・Cd・V0
2/2=C
2・V0 2
(A10) Here, ρa is the air density, which is given as a constant if the outside temperature is constant. S is the vehicle front projected area and Cd is the drag coefficient, and these values are also constants. Therefore, the aerodynamic drag is expressed by the formula (A1
0), if C2 is a constant, it can be calculated as a function of only the vehicle speed V0.

[0049] The rolling resistance in equation (A8) is expressed by the following equation (A
11) Calculated by: Rolling resistance = R0 + (CF
2 /CP) ... (A11)
Here, R0 is the rolling resistance during free rolling, and CF
is cornering force, and CP is cornering power. The second term on the right side of the above equation is a contribution term due to cornering resistance when the sideslip angle is small. The rolling resistance R0 during free rolling is calculated by the following equation (A12).

R0
=μr・W
...(A12) Here, μr is the rolling resistance coefficient, and W is the vehicle weight. Assuming that the load sharing ratio between the front and rear wheels is constant (for example, 0.6:0.4 front to rear) and the cornering power of the front and rear wheels are CPf and CPr (constant values), respectively, and considering a two-wheel model, Formula (A11
) can be calculated using the following equation (A13).

[0051]

[Math 2]

[0052] Here, C3 is a constant. in this way,
Since cornering resistance is included in the rolling resistance, it is possible to accurately calculate the weight and gradient resistance when the steering wheel is turned significantly. In other words, if cornering resistance is not included, the slope during cornering may be calculated to be smaller than the actual slope on a downward curved road, and even on a flat road, it may be assumed that there is an uphill slope when turning.By including cornering resistance, These will be resolved.

The acceleration resistance in equation (A8) is expressed by the following equation (A1
4) Calculated by: Acceleration resistance = (W + ΔW)・G
x...(A14
) Here, W is the above-mentioned vehicle weight, and ΔW is the weight equivalent to the rotating part. The rotating part equivalent weight ΔW is calculated by the following formula (A
15) Calculated by: ΔW=W0 × {Ec +Fc
(iT ・iF )2 } ...(A15)
Here, W0 is the weight of the empty vehicle, Ec is the weight ratio equivalent to the rotating part of the tire, Fc is the weight ratio equivalent to the rotating part of the engine, and iT and iF are the gear ratio of the transmission 3 and the gear ratio of the differential described above.

When the calculation of the current calculation value XR is completed as described above, the obtained calculation value XR is subjected to digital filter processing to remove noise (step S46), and this is used as the fuzzy input variable FV (6). It is stored (step S48). The engine torque margin FV(7), which is a fuzzy input variable shown in Table 2, is calculated based on the following equation (A16).

FV(7)=MXETRQ-ET
RQ...(A16) Here, MXETRQ and ETRQ are the input variables.
These are the engine torque and maximum engine torque read from the torque map in the calculation routine. Next, a method of calculating the 2-second difference in vehicle speed FV(8), which is a fuzzy input variable shown in Table 2, will be explained with reference to FIG. It is preferable that each time the vehicle speed is detected in the control cycle (50 msec), the detected vehicle speed data is stored in a ring buffer, and the 2-second difference FV (8) of the vehicle speed is calculated each time the vehicle speed is detected. If there is a limit to the capacity of the vehicle, for example, the difference may be determined every 0.25 seconds, and the flowchart shown in FIG. This is what I asked for.

[0056] The electronic control device 5 first performs step S50.
, the program control variable K1 is incremented by the value 1, and this variable value K1 becomes a predetermined value XK1 (for example, 0.
25 seconds) is reached (step S52). The program control variable K1 is set for a predetermined period of time (
In this embodiment, it is an up counter for counting the period of time (0.25 seconds), and steps S50 and S52 are repeatedly executed until the predetermined value XK1 is reached, so that the predetermined time (0.2 seconds) elapses. wait.

When the variable value K1 reaches the predetermined value XK1, step S54 is executed and the variable value K1 is reset to zero. Then, in step S56, after storing the currently detected vehicle speed V0 in a ring buffer (not shown), the latest vehicle speed data and the vehicle speed data 2 seconds ago are taken out from the ring buffer, and the 2 second difference in vehicle speed FV (8) is obtained. (Step S58).

FV(8)=V
0 n -V0 n-7...
(A17) Here, V0 n and V0 n-7
are the vehicle speeds detected this time and two seconds ago, respectively. Therefore, the 2-second difference FV(8) in vehicle speed is determined by the predetermined time (0.
The same value will be held for 25 seconds). Calculation of Fuzzy Input Switches The fitness of the fuzzy input switches SW(0) to SW(8) is calculated in the same way as the membership function of fuzzy input variables when determining fuzzy rules.
Since it is expressed as a digital value, it is separated from the fuzzy input variable as a switch input. Table 3 shows these fuzzy input switches.

[0059]

[Table 3]

The fuzzy input switch SW(0) represents the selected control mode, and its value is set in each mode process described later. Fuzzy input switch SW
(1) means that if the weight/gradient resistance remains at or above the predetermined value CFV61 for a predetermined period of time (e.g., 2.5 seconds), the vehicle climbs an uphill slope. It is determined that the gradient resistance is high, and the value 1 is set in the switch SW(1) to store the high slope resistance state. The procedure for setting this fuzzy input switch value SW(1) will be explained with reference to FIG.

[0061] The electronic control device 5 first performs step S60.
It is determined whether the weight/gradient resistance value FV(6) is smaller than a predetermined value CFV61 corresponding to a predetermined degree of gradient of the road. If the determination result in step S60 is affirmative, that is, if the slope of the road is small, the 2.5 second counter CNTSW1 is reset to the value 0 (step S61).
), the process proceeds to step S64. If the vehicle is continuously traveling on a road with a small slope, it is confirmed in step S64 that the 5-second counter CNT5S, which will be described later, is less than or equal to 0, and then the process proceeds to step S65, where the fuzzy input switch SW (1 ) is set to 0 and the routine ends.

[0062] The weight/gradient resistance value FV (6) is the predetermined value CF.
If it is determined that the vehicle is running on an uphill road with a large slope when the speed is V61 or higher, the 2.5 second counter CNTSW1 is incremented by 1 in step S62, and then this counter value CNTSW1 is changed to a predetermined value XCN1 (2.5 seconds). (corresponding value) or not is determined (step S63). Counter value CNTSW1 is a predetermined value XC
If it is smaller than N1, that is, if the predetermined time (2.5 seconds) has not elapsed, it is determined in step S64 whether the 5-second counter CNT5S is larger than 0 or not. This 5
The second counter CNT5S is a down counter that measures the passage of a predetermined period (for example, 5 seconds), and is
If the determination is affirmative, that is, the predetermined period (5 seconds) has not elapsed, in step S66, the 5 second counter C
Decrement NT5S by the value 1 and end the routine. If the weight/gradient resistance value FV (6) is continuously equal to or higher than the predetermined value CFV61 within a predetermined period (5 seconds), the 2.5 second counter CNTSW1 is incremented sequentially.
Weight/gradient resistance value F over a predetermined time (2.5 seconds)
If V(6) is not continuously equal to or greater than the predetermined value CFV61 but becomes smaller than the predetermined value CFV61 in the middle, the 2.5 second counter CNTSW1 is reset (step S61).
, the 5-second counter CNT5S continues to be decremented (step S66).

Weight/gradient resistance value F within a predetermined period (5 seconds)
If V(6) continues to be equal to or higher than the predetermined value CFV61 for a predetermined period of time (2.5 seconds), the determination result in step S63 becomes affirmative, and step S6
7 is executed. In this step, the 2.5 second counter CNTSW1 is set to the initial value 0, and the 5 second counter CNT5S is set to the initial value 0.
are reset to the initial value XCN2 (value corresponding to 5 seconds), and the fuzzy input switch SW(1) is set to the value 1, and the routine ends. By setting the value 1 to the fuzzy input switch SW (1),
It memorizes the state in which the vehicle is climbing an uphill road with high gradient resistance.

Fuzzy input switch SW (2) is used to control the vehicle when the weight/gradient resistance is greater than a negative predetermined value (-CFV62) for a predetermined period of time (for example, 2.5 seconds). It is determined that the vehicle has returned from the downhill running state, and the switch SW(2) is set to a value of 1 to store the non-negative gradient resistance state. The procedure for setting this fuzzy input switch value SW(2) will be explained with reference to FIG.

[0065] The electronic control device 5 first performs step S70.
It is determined whether the weight/gradient resistance value FV(6) is smaller than a predetermined negative value (-CFV62) corresponding to a predetermined degree of gradient of the road. If the determination result in step S70 is affirmative, that is, if the slope of the road is still negative, the process advances to step S72, and the 2.5 second counter CNTSW
2 is reset to the value 0, and the fuzzy input switch SW(2) is set to the value 0, and the routine ends.

On the other hand, if the weight/gradient resistance value FV(6) is greater than or equal to the predetermined negative value (-CFV62) and it is determined that the gradient is not negative (non-negative), the 2.5 second counter CNTSW2 is set to the value 1 in step S74. After the counter value CNTSW2 is incremented by a predetermined value XCN3 (2.
(value corresponding to 5 seconds) or more is determined (step S76). Counter value CNTSW2 is smaller than predetermined value XCN3, that is, predetermined time (2.5 seconds)
If the period has not elapsed, the routine ends without doing anything.

In step S70, it is determined that the weight/gradient resistance value FV(6) is greater than or equal to a predetermined negative value (-CFV62) and the gradient is in a non-negative state, and in step S76
If it is determined that the counter value CNTSW2 has reached the predetermined value XCN3, step S78 is executed;
2.5 The second counter CNTSW2 is reset to the initial value 0, and the fuzzy input switch SW(2) is set to the value 1.
is set and the routine ends. By setting the fuzzy input switch SW(2) to a value of 1, it is stored that the vehicle has returned to the road with non-negative gradient resistance.

[0068] The fuzzy input switch SW (3) allows the vehicle to escape from the uphill running state when the weight/gradient resistance remains below a predetermined value (CFV63) for a predetermined period of time (for example, 5 seconds). It is determined that the switch SW (
3) is set to the value 1 to store the state where the gradient resistance is not large. Below, this fuzzy input switch value SW (3
) will be explained with reference to FIG.

[0069] The electronic control device 5 first performs step S80.
It is determined whether the weight/gradient resistance value FV(6) is larger than a predetermined value (CFV63) corresponding to a predetermined degree of gradient of the road. If the determination result in step S80 is affirmative, that is, if the slope of the road is still large, the process advances to step S82, and the five second counter CNTSW3 is set to 0.
At the same time, reset the fuzzy input switch SW (3
) is set to 0 and the routine ends.

On the other hand, if it is determined that the weight/gradient resistance value FV(6) is less than the predetermined value (CFV63) and the gradient is out of the state of being large, that is, if it is determined to be a non-large state, 5 is determined in step S84. Set second counter CNTSW3 to value 1
After incrementing this counter value CNTSW
3 has reached a predetermined value XCN4 (value corresponding to 5 seconds) or more (step S86). If the counter value CNTSW3 is smaller than the predetermined value XCN4, that is, if the predetermined time (5 seconds) has not elapsed, the routine ends without doing anything.

In step S80, it is determined that the weight/gradient resistance value FV(6) is less than a predetermined value (CFV63) and the gradient is in a non-large state, and the counter value CNTSW
3 has reached the predetermined value XCN4, step S88 is executed, the 5-second counter CNTSW3 is reset to the initial value 0, the fuzzy input switch SW (3) is set to the value 1, and the routine starts. end. By setting the value 1 to the fuzzy input switch SW(3), it is stored that the vehicle has returned to the running road where the slope resistance is not large (the end of the uphill slope).

Fuzzy input switch SW (4) is used to control when the vehicle is traveling on a winding road when the steering wheel operation amount FV (2) continues to be equal to or higher than a predetermined value (CFV21) for a predetermined period of time (for example, 5 seconds). This state is stored by setting the switch SW(4) to a value of 1. In addition, when determining that the vehicle has escaped from the winding road, a predetermined value (CFV22) smaller than the above-mentioned predetermined value (CFV21) is used to determine the steering wheel operation amount F.
It is determined that V(2) has become small. That is, a hysteresis characteristic is provided to determine whether the road is a winding road or not. The setting procedure for this fuzzy input switch value SW(4) is shown below in Figures 12 and 13.
Explain with reference to.

[0073] The electronic control device 5 first performs step S90.
It is determined whether the fuzzy input switch SW(4) has the value 0 or not. This fuzzy input switch SW (4)
If the value is set to 0, the process advances to step S91, and if the value is set to 1, the process advances to step S96 in FIG. If the fuzzy input switch value SW(4) is 0 and the determination result in step S90 is affirmative, the electronic control device 5
executes step S91 and calculates the steering wheel operation amount FV(2
) is a predetermined value (C
FV21). Step S
If the determination result in step S91 is affirmative, that is, if the amount of steering wheel operation is not large, the process proceeds to step S92, where the five-second counter CNTSW4 is reset to the value 0, and the routine ends.

On the other hand, if the steering wheel operation amount FV(2) is greater than or equal to the predetermined value (CFV21) and it is determined that the steering wheel operation amount is large, the 5-second counter CNT is set in step S93.
After incrementing SW4 by the value 1, this counter value CNTSW4 becomes the predetermined value XCN5 (value corresponding to 5 seconds)
Determine whether or not the above has been reached (step S94)
. If the counter value CNTSW4 is smaller than the predetermined value XCN5, that is, if the predetermined time (5 seconds) has not elapsed, the routine ends without doing anything.

In step S91, it is determined that the handle operation amount FV(2) is greater than or equal to a predetermined value (CFV21), and the handle operation amount is large, and the counter value CNTS
If it is determined that W4 has reached the predetermined value XCN5, step S95 is executed, the 5-second counter CNTSW4 is reset to the initial value 0, the fuzzy input switch SW (4) is set to the value 1, and the routine is resumed. end. By setting the value 1 to the fuzzy input switch SW(4), it is remembered that the vehicle is traveling on a winding road.

When the fuzzy input switch SW(4) is set to the value 1, the determination result in step S90 becomes negative, and in this case, the electronic control unit 5 performs step S in FIG.
Execute 96. In step S96, it is determined whether the steering wheel operation amount FV(2) is larger than a predetermined value (CFV22) that is set to a smaller value than the above-mentioned predetermined value (CFV21). If the determination result in step S96 is affirmative, that is, it is determined that the vehicle is still traveling on the winding road, the process proceeds to step S97, where the aforementioned 5-second counter CNTSW4 is reset to the value 0, and the routine ends.

On the other hand, if the steering wheel operation amount FV(2) becomes smaller than the predetermined value (CFV22) and it is determined that the steering wheel operation amount is small, the 5-second counter CNTSW4 is incremented by the value 1 in step S98, and then, It is determined whether this counter value CNTSW4 has reached a predetermined value XCN5 (value corresponding to 5 seconds) (step S9
9). If the counter value CNTSW4 is smaller than the predetermined value XCN5, that is, if the predetermined time (5 seconds) has not elapsed,
End the routine without doing anything.

In step S96, the steering wheel operation amount FV(2) is smaller than the predetermined value (CFV21), and it is determined that the steering wheel operation amount is small, and in step S99, the counter value CNTSW4 has reached the predetermined value XCN5. If it is determined that step S100 is executed,
The 5-second counter CNTSW4 is reset to the initial value 0, and the fuzzy input switch SW(4) is set to the value 0, and the routine ends. By setting the value 0 to the fuzzy input switch SW(4), it is stored that the vehicle has escaped from the winding road.

The fuzzy input switch SW(5) is configured so that the accelerator opening degree FV(4) is set to a predetermined value CFV41 (for example, 25
%) continues for a predetermined period of time (for example, 0.6 seconds), it is determined that the accelerator opening is large, and the switch SW (5) is set to a value of 1 to increase the accelerator opening. It memorizes the major state. The procedure for setting this fuzzy input switch value SW(5) will be explained below with reference to FIG. 14.

[0080] The electronic control device 5 first performs step S10.
1, the accelerator opening FV (4) is at a predetermined value (CFV4
1) Determine whether it is smaller. Step S101
If the determination result is affirmative, that is, if the accelerator opening is smaller than the predetermined value (CFV41), step S10
2, the counter CNTSW5 is reset to the value 0, the fuzzy input switch SW(5) and the fuzzy input switch SW(7) are each set to the value 0, and the routine ends. Fuzzy input switch SW (
7) is the accelerator strong flag during 3rd gear engine braking, and the fuzzy input switch SW
Immediately after (5) is set to the value 1 in this routine, the accelerator opening FV (4) is changed to the predetermined opening CFV43 (for example,
40%) or more, the value is set to 1 (routine in FIG. 26), and it is stored that the driver intends to strongly accelerate on a downhill slope.

On the other hand, if it is determined in step S101 that the accelerator opening degree FV(4) is greater than or equal to the predetermined value (CFV41), the counter CNT is
After incrementing SW5 by the value 1, it is determined whether this counter value CNTSW5 has reached a predetermined value XCN6 (value corresponding to 0.6 seconds) or more (step S
106). If the counter value CNTSW5 is smaller than the predetermined value XCN6, that is, if the predetermined time (0.6 seconds) has not elapsed, the routine ends without doing anything.

[0082] In step S101, if it is determined that the accelerator opening FV (4) is equal to or higher than the predetermined value (CFV41) and the counter value CNTSW5 has reached the predetermined value XCN6, step S108 is executed, and the counter C
The NTSW5 is reset to the initial value 0, and the fuzzy input switch SW(5) is set to the value 1, and the routine ends. By setting the value 1 to the fuzzy input switch SW (5), the large accelerator opening state is memorized.

The fuzzy input switch SW (6) is configured so that the accelerator opening degree FV (4) is set to the predetermined value CFV41 (2).
5%) is set to a smaller value than the predetermined value CFV42.
(e.g., 15%) for a predetermined period of time (e.g., 15%).
0.6 seconds), it is determined that the accelerator opening is in the middle state, the switch SW (6) is set to a value of 1, and the accelerator opening in middle state is stored. less than,
The procedure for setting this fuzzy input switch value SW(6) will be explained with reference to FIG. 15.

[0084] The electronic control device 5 first performs step S11.
0, the accelerator opening degree FV(4) is a predetermined value (CFV4
2) Determine whether the value is smaller than the value. Step S110
If the determination result is affirmative, that is, if the accelerator opening is smaller than the predetermined value (CFV42), step S11
2, the counter CNTSW6 is reset to the value 0, the fuzzy input switch SW(6) and the fuzzy input switch SW(8) are each set to the value 0, and the routine ends. Fuzzy input switch SW (
8) is the accelerator strong flag during 2nd gear engine braking, and the fuzzy input switch SW will be detailed later.
Immediately after (6) is set to the value 1 in this routine, it is set to the value 1 when the accelerator opening degree FV (4) is equal to or higher than the predetermined opening degree CFV43 (for example, 40%) (the routine shown in FIG. 27). ), it is remembered that the driver intends to accelerate strongly on a downhill slope.

On the other hand, if it is determined in step S110 that the accelerator opening degree FV(4) is greater than or equal to the predetermined value (CFV42), the counter CNT is
After incrementing SW6 by the value 1, it is determined whether this counter value CNTSW6 has reached a predetermined value XCN7 (value corresponding to 0.6 seconds) or more (step S
116). If the counter value CNTSW6 is smaller than the predetermined value XCN7, that is, if the predetermined time (0.6 seconds) has not elapsed, the routine ends without doing anything.

If it is determined in step S110 that the accelerator opening degree FV(4) is equal to or greater than the predetermined value (CFV42), and that the counter value CNTSW6 has reached the predetermined value XCN7 in step S116, the process proceeds to step S11.
8 is executed, the counter CNTSW6 is reset to the initial value 0, the fuzzy input switch SW(6) is set to the value 1, and the routine ends. By setting the value 1 to the fuzzy input switch SW (6),
The accelerator opening state is memorized.

Determining whether or not a rule holds true In the shift control method of the present invention, it is determined whether or not each of the following fuzzy rules holds true, and a control mode corresponding to the established rule is selected. Whether or not each fuzzy rule is established requires that all of the following conditions are satisfied. (1) All fuzzy input switches involved in the rule must be equal to the established value.

(2) All fuzzy input variables involved in the rule must be included within the range of the specified membership function. (3) The number of times the rule has been met is consecutively greater than or equal to a predetermined number of times. Table 4 shows the fuzzy input switches involved in each fuzzy rule and their realization values. Furthermore, Table 5 shows fuzzy input variables involved in each fuzzy rule and an overview of each rule. In this embodiment, the membership functions are crisp sets, and fuzzy inference is performed depending on whether the fuzzy input variable value is within a predetermined range of values for each membership function. Table 6 shows the control modes selected when the establishment of each fuzzy rule is confirmed.

[0089]

[Table 4]

[0090]

[Table 5]

[0091]

[Table 6]

FIG. 16 shows a procedure for determining whether the above-mentioned fuzzy rule holds true. First, in a rule conformity determining routine, it is determined whether each rule is conformable or not, and then, a conforming rule checking routine is performed. , it is confirmed that the number of consecutive matches of the matched rule is equal to or greater than a predetermined number of times. FIG. 17 shows a more specific procedure for rule compliance determination. When this routine is executed, the electronic control unit 5 first resets the program control variable n to the value 0 in step S120. Next, it is determined whether all fuzzy input switches of rule n are compatible (step S121). For example, in rule 0, from Table 4, fuzzy input switch SW(1)
It is determined whether or not is equal to the establishment value 1. For example, in Rule 8, it is determined whether fuzzy input switch SW (0) and fuzzy input switch SW (4) are equal to the established values 2 and 1, respectively, and it is determined whether these are all established. become.

[0093] In step S121, if even one of all the fuzzy input switches involved in rule n does not match, the process proceeds to step S123, and the control variable TEK
Set I(n) to the value 0. On the other hand, step S121
In step S122, if all the fuzzy input switches involved in rule n are matched, the process proceeds to step S122, and this time, if all the fuzzy input variables involved in rule n are matched, that is, if the fuzzy input variables specified Determine whether the membership function is within a predetermined range.

For example, as shown in Table 5, rule 0
In Rule 4, suitability of five fuzzy input variables is determined, and in Rule 4, suitability of four fuzzy input variables is determined. The proposition of whether or not the fuzzy input variable FV(0) is small, that is, the vehicle speed is small, is based on the 0th membership function prepared corresponding to this fuzzy input variable. Within the specified upper and lower limit values (for example, 10km
/hr or more and within the range of 55km/hr or less)
It is inferred based on whether the value of Similarly, the proposition as to whether or not the fuzzy input variable FV(0) is medium, that is, the vehicle speed is medium, can be determined from the first membership function prepared corresponding to this fuzzy input variable FV(0).
V(0) is within a predetermined upper and lower limit value range (for example, 30 km/h
r or more and less than 100 km/hr). Table 7 shows the relationship between such propositions and membership functions.

[0095]

[Table 7]

If the determination result in step S122 is negative, the process proceeds to step S123 described above, and the control variable T
EKI(n) is set to the value 0, while in the affirmative case, i.e. all the fuzzy input switches of rule n are matched and all the fuzzy input variables of rule n are matched, the control variable TEKI(n ) is set to the value 1, and it is stored that the rule n is satisfied.

When the suitability determination for one rule is completed, the program control variable n is incremented by the value 1 in step S126, and then the variable value n becomes the predetermined value CRUL (
(value corresponding to the number of rules),
The steps from step S121 described above are repeatedly executed until the variable value n reaches the predetermined value CRUL, and the suitability of all rules is determined. When the conformance determination of all rules is completed and the determination result in step S128 becomes affirmative,
The routine ends.

FIG. 18 is a routine for checking whether or not it is determined that the matched rule has been matched continuously over a predetermined number of times. Reset n to the value 0. Next, in step S131, it is determined whether the control variable TEKI(n) corresponding to the rule n specified in step S130 has a value of 0. In step S131, if the control variable TEKI(n) has a value of 0, it means that the rule n is not compatible, and the process proceeds to step S132, where the counter C for rule n is
NT(n) is reset to a value of 0, and a control variable SRT(n) that stores the establishment of rule n is set to a value of 0, and the process proceeds to step S136, which will be described later.

On the other hand, the determination result in step S131 is negative, and the control variable TEKI(n) corresponding to rule n has a value of 0.
Otherwise, the process advances to step S133, and the counter value CN
After incrementing T(n) by the value 1, it is determined whether this counter value CNT(n) has reached a predetermined value XCMAX(n) set corresponding to the rule n (step S134). . If the counter value CNT(n) has not reached the predetermined value XCMAX(n), the variable value S
The process advances to step S136 without making any changes to RT(n). The predetermined value XCMAX(n) is set to an appropriate value in consideration of the urgency of execution of the control mode, the influence of noise, etc. on rule establishment determination, and the like.

[0100] When one conformance rule check is completed,
In step S136, the program control variable n is set to the value 1.
After incrementing the value, the variable value n becomes the specified value CRUL.
(value corresponding to the number of rules) and determine whether it is equal to (value corresponding to the number of rules).
In step S138), the steps from step S131 described above are repeatedly executed until the variable value n reaches the predetermined value CRUL, and the matching rule check for all rules is performed. When the matching rule check for all rules is completed and the determination result in step S138 becomes affirmative, the routine ends.

In this way, when the routine is repeated and the control variable TEKI(n) corresponding to the specific rule n is continuously set to the value 1, the counter value CNT(n
) is incremented each time the routine is executed, and eventually reaches the predetermined value XCMAX(n). If the determination result in step S134 is affirmative, step S135 is executed and the counter CNT(n) is set to 0.
At the same time, the value 1 is set to the control variable SRT(n) that stores the establishment of rule n.

[0102] After determining the established rules in each mode processing as described above, next,
The electronic control device 5 performs each mode process according to the procedure shown in FIG. More specifically, first, step S140
, set the fuzzy input switch S to the program variable X.
Set the value of W(0). That is, the current control mode is specified. Then, a processing routine corresponding to the current control mode X is executed (step S142).

Current Mode 0 Processing Routine When the current shift control is being performed in control mode 0 (normal mode 0), the fuzzy shift position SHIFF is set according to the flowcharts of FIGS. 20 and 21. As mentioned above, control mode 0 sets the gear stage using the shift pattern for normal flat road driving, and from this control mode, as shown in FIG. 1, mode 1 and mode 2 are set. , and transition to mode 4 is possible.

[0104] The electronic control device 5 first performs step S15.
0, the control variable SRT (
2), determine whether any of SRT(3) and SRT(4) has the value 1. These variables store the establishment of rules 2, 3, and 4, respectively, and as shown in Table 6, when any one of these rules is established, it indicates that mode 2 should be entered. Therefore, step S15
If the determination result of 0 is affirmative, the routine proceeds to step S151, where the fuzzy input switch SW(0) is set to the value 2, the fuzzy shift position variable SHIFF is set to the value 3, and the routine ends. As mentioned above, mode 2 is a mode in which the vehicle is forced to descend a slope in third gear while applying engine braking.

Control variables SRT(2), SRT(3), S
If neither RT(4) has the value 1 and the determination result in step S150 is negative, step S152 is executed and one of the variables SRT(0) and SRT(1) has the value 1.
Determine whether or not. These variables store the establishment of rules 0 and 1, respectively, and as shown in Table 6, when any one of these rules is established, it indicates that mode 1 should be entered. Therefore, step S15
If the determination result in step 2 is affirmative, step S1 in FIG.
Proceeding to step 54, the fuzzy input switch SW(0) is set to the value 1. Then, the process proceeds to step S155, where a variable S representing the shift position (calculated gear position of mode 0) determined by the shift pattern used in mode 0 described above
It is determined whether HIF1 is the value 4 indicating the 4th gear. If the answer to this determination is affirmative, the fuzzy shift position variable SHIFF is set to a value of 3 in order to forcibly downshift the gear to the third gear, and the routine ends. On the other hand, if the determination result in step S155 is negative, the process proceeds to step S156, sets the variable value SHIF1 to the fuzzy shift position variable SHIFF, and ends the routine. Note that mode 1 is an uphill corner mode as shown in FIG. 1, and the gear position is determined using a shift pattern in which the range of operation in the second and third gear positions, which will be described later, is expanded. When changing from mode 0 to mode 1, if the vehicle is being operated in 4th gear, a downshift is forcibly commanded to 3rd gear, and during this downshifting operation, the shift pattern is changed from normal mode to hill-climbing corner mode. The shift pattern can be switched to When the vehicle is being operated at a gear other than the fourth gear, the shift pattern is switched while maintaining that gear.

Control variables SRT(0) and SRT(1)
If none of the values are 1 and the determination result in step S152 is negative, the process advances to step S160, and the control variable SRT
It is determined whether (5) is the value 1 or not. This variable is used to store the establishment of Rule 5, and as shown in Table 6, when this rule is established, it indicates that mode 4 should be entered. Therefore, if the determination result in step S160 is affirmative, the process proceeds to step S162, where it is determined whether the shift position variable SHIF1 determined by the shift pattern used in mode 0 is the value 4 indicating the 4th gear. do. If the answer to this determination is affirmative, the fuzzy input switch SW(0) is set to the value 4, and the fuzzy shift position variable SHIFF is set to the value 3 in order to forcibly downshift by one gear based on the current gear. is set and the routine ends.

On the other hand, if the determination result in step S162 is negative, the process proceeds to step S165, and it is determined whether the shift position variable (mode 0 calculated gear position) SHIF1 is the value 3 indicating the third gear. . If the answer to this determination is affirmative, the fuzzy input switch SW(0) is set to the value 4, and the fuzzy shift position variable SHIFF is set to the value 2 in order to forcibly downshift the gear to 2nd gear. is set and the routine ends. In this way, in mode 4, which is a straight-line climbing mode, if the gear set by the shift pattern used in normal mode 0 is 4th gear, it is forced to shift to 3rd gear, and if it is 3rd gear, it is forced to shift to 2nd gear. This will cause the vehicle to downshift.

On the other hand, if the shift position variable SHIF1 is neither the 4th speed nor the 3rd speed, the process advances to step S168, where the fuzzy input switch SW(0) is held at the value 0, and the fuzzy shift position variable Set SHIFF to the value 5 and end the routine. Setting the fuzzy shift position variable SHIFF to the value 5 means that the gear is shifted to the 5th gear, but since the 5th gear does not actually exist in the transmission 3, the fuzzy shift position variable SHIFF is set to the value 5. The speed change command is ignored, and the speed change control based on normal mode 0 is executed.

If the control variable SRT(5) is not 1 and the determination result in step S160 is negative, the process advances to step S168, where the fuzzy input switch SW(0
) is held at the value 0, and the fuzzy shift position variable SHIFF is set to the value 5 to continue executing the normal mode 0. Current Mode 1 Processing Routine When the current shift control is being performed in control mode 1, the gear stage is set according to the flowcharts of FIGS. 22 and 23. As mentioned above, control mode 1 sets the gear stage using the shift pattern for uphill corner mode, and from this control mode, as shown in Fig. 1, mode 0 and mode 2 are set. Migration is possible.

[0110] The electronic control device 5 first performs step S17.
0, it is determined whether the vehicle speed FV(0) is smaller than a predetermined value CFV0 (for example, 10 km/hr). If this determination result is affirmative, the process proceeds to step S171, where the fuzzy input switch SW(0) is held at the value 0, the fuzzy shift position variable SHIFF is set to the value 5, and the normal mode 0 is entered. If the vehicle speed is low, there is no problem in executing normal mode 0 unconditionally.

If the vehicle speed FV(0) is greater than the predetermined value CFV0 and the determination result in step S170 is negative, the process advances to step S172, and the detected vehicle speed V0 and accelerator are adjusted using the shift pattern of the uphill corner mode. The current shift position N is determined by the opening degree (throttle opening degree) and APS.
Calculate. FIG. 24 shows a shift pattern for upshifting from 2nd speed to 3rd speed and from 3rd speed to 4th speed. The line has been changed as shown by the arrow in the figure, and the operating range in the second or third gear has been expanded. To explain in more detail, the upshift line (shown as a solid line) from 2nd to 3rd gear in normal mode 0 divides two shift regions by a line with a constant vehicle speed of V230. In the upshift line (indicated by a broken line) in the uphill corner mode 1, the vehicle speed shifts to a constant line with a vehicle speed V231 higher than the vehicle speed V230, and the second gear range is expanded. Similarly, the upshift line (shown as a solid line) from 3rd gear to 4th gear in normal mode 0 indicates a vehicle speed of V34.
0 A constant line separates two shift areas, and when this constant vehicle speed line is the upshift line (indicated by a broken line) in uphill corner mode 1, the vehicle speed V3 is greater than the vehicle speed V340.
41 It has shifted to a constant line and the 3rd gear range has been expanded. The calculation of the shift position N in step S172 is shown in FIG.
4 using a shift pattern shown by a broken upshift line. Furthermore, the expansion of the second or third speed region by shifting from the normal mode to the uphill corner mode is shown by the diagonally shaded region A in FIG.

Next, the electronic control unit 5 calculated the shift position from the detected vehicle speed V0 and accelerator opening (throttle opening) APS using the normal shift pattern of normal mode 0 shown by the solid line in FIG. At this time, it is determined whether an upshift occurs from 2nd gear to 3rd gear or from 3rd gear to 4th gear, and if an upshift occurs, the value 1 is set in the variable FLGYN (step S173).
). In the shift control in mode 1, as described above, the fuzzy input switch SW (0) is set to the value 1, and the fuzzy shift position variable SHIFF is used to forcibly shift to the 3rd gear or lower gears. I am giving instructions. Setting the value 1 to the variable FLGYN means that the variable SHIF
This indicates that there has been a change in the shift position such that an upshift would have been executed if there had been no command from F. This is shown in Figure 25.
To explain, due to the shift position change, the new shift position becomes the normal mode 0 upshift line (solid line)
and the area surrounded by the mode 1 upshift line (dashed line) (
This means that the vehicle has entered area A) indicated by diagonal lines. This shift position shift may occur when the driver takes his foot off the accelerator pedal and the accelerator opening APS becomes small, as shown by arrow TR1 in FIG. 25, and enters region A, or as shown by arrow TR2. In some cases, the vehicle speed V0 increases and enters region A.

[0113] In this way, calculating the shift position N in step S172 and storing whether or not an upshift has occurred using the variable FLGYN in step S173 is performed at the timing of shifting from control mode 1 to another mode. This is to select the time when the upshift line is crossed, and by changing the control mode at such timing, it is possible to prevent the driver from feeling uncomfortable.

Next, the electronic control unit 5 determines that the fuzzy input switch SW(3) has a value of 1 and that the steering wheel angle FV
(9) is smaller than a predetermined value CFV9 (for example, 50 degrees), and it is determined whether the lateral acceleration FV (10) is smaller than a predetermined CFV10 (step S174). In other words, it is determined whether the uphill slope has ended and the road is in a state where there are no bends. If this determination is negative, the process advances to step S180 in FIG. 23, which will be described later. On the other hand, if the determination result in step S174 is affirmative,
Proceeding to step S175, determine whether the shift position N obtained using the shift pattern of the uphill corner mode 1 is larger than the fuzzy shift position variable value SHIFF, or whether the flag FLGYN indicating that an upshift has occurred is the value 1. Determine whether If both of these determinations are negative, the process proceeds to step S180, which will be described later, and if either one is true, the process proceeds to step S176.

In step S176, control variables SRT(2), SRT(3), and SRT(
4) is the value 1 or not. As mentioned above, these variables store the establishment of rules 2, 3, and 4, respectively, and as shown in Table 6, when any one of these rules is established, it indicates that mode 2 should be entered. ing. Therefore, if the determination result in step S176 is affirmative, the process advances to step S177, where the fuzzy input switch SW (0) is set to the value 2, the fuzzy shift position variable SHIFF is set to the value 3, and the routine ends. do. As described above, mode 2 is a mode in which the vehicle is forced to descend a downhill slope in third gear.

Control variables SRT(2), SRT(3), S
If none of RT(4) has the value 1 and the determination result in step S176 is negative, step S178 is executed, the fuzzy input switch SW(0) is set to the value 0, and the fuzzy shift position variable SHIFF is set to The value 5 is set and the routine ends. In this case, the control mode is shifted from uphill corner mode 1 to normal mode 0.

[0117] Step S174 and Step S175
Executed if the determination result is negative in any of the
In step S180 of FIG. 23, first, it is determined whether the shift position N calculated in step S172 described above is 3 or more. If this determination is negative, the process proceeds to step S184, which will be described later, and if affirmative, the process proceeds to step S181. In step S181, the control variable S
It is determined whether any one of RT(2), SRT(3), and SRT(4) is the value 1. As described above, these variables store the establishment of rules 2, 3, and 4, respectively, and indicate that mode 2 should be entered when any one of these rules is established. Therefore, step S
If the determination results in step S180 and step S181 are both affirmative, the process advances to step S182, where the fuzzy input switch SW(0) is set to the value 2, the fuzzy shift position variable SHIFF is set to the value 3, and the routine is executed. finish. As a result, control mode 2 is executed.

[0118] Step S180 and Step S181
If any of the determination results is negative, it means to continue the uphill corner mode 1. In this case, in step S184 and step S185, the shift position N is equal to 4 and the variable SRT(0 ) and SRT(1) is the value 1. As mentioned above, the variables SRT(0) and SRT(1) are used to store the establishment of rules 0 and 1, respectively.
If any one of these rules is satisfied, it indicates that mode 1 should be executed. The shift position calculated by the shift pattern for uphill corner mode 1 is not 4th gear,
Alternatively, if neither of the variables SRT(0) and SRT(1) has a value of 1, that is, if the determination result in either step S184 or step S185 is negative, the process proceeds to step S186 and the fuzzy shift The position variable SHIFF is set to the value N and the routine ends.

[0119] The shift position N is 4, and the variable SR
If either T(0) or SRT(1) has a value of 1, the uphill corner mode shift control is executed again within the same mode 1, and the fuzzy shift position variable SHIF
Set the value 3 to F and downshift from 4th gear to 3rd gear. When the speed change control in the uphill corner mode is executed, when entering a corner of an uphill road, the upshift line shifts so that it is difficult to perform an upshift operation even if the accelerator opening is returned. To explain this with reference to FIG. 25, when the shift control shifts from mode 0 to mode 1,
The shift area indicated by diagonal line A is expanded. On an uphill road with frequent bends, the operating line indicated by the driver's accelerator pedal operation and the vehicle speed draws a circle, and this circle is shown in Figure 25.
This often occurs in the shaded area A shown in . As a result,
Even in the case of a continuous uphill and winding road, the number of upshifts performed is reduced and shift hunting becomes less likely to occur.

Current Mode 2 Processing Routine When the current shift control is being performed in control mode 2, the gear stage is set according to the flowchart of FIG. As mentioned above, control mode 2 is a low downhill engine braking mode in which the 3rd gear is held while descending downhill, but depending on how much the accelerator pedal is pressed,
- It may be shifted to 4th gear. This control mode 2
From there, it is possible to shift to mode 0 and mode 3, as shown in FIG.

[0121] The electronic control device 5 first performs step S19.
0, the control variable SRT(9) has a value of 1;
The fuzzy input switch SW(5) has a value of 1, and the vehicle speed FV(0) has a predetermined value CFV0 (for example, 10k
m/hr). The control variable SRT(9) is for storing the establishment of rule 9, and indicates that the mode should be shifted to mode 0 if rule 9 is established, as shown in Table 6. The fuzzy input switch SW (5) memorizes that the accelerator opening is in a large state. Step S
If even one of the determination conditions 190 is satisfied, step S1
91 and set the fuzzy input switch SW (0) to the value 0.
and set the fuzzy shift position variable SHIFF to
The value is set to 5 and the routine ends. in this case,
The control mode is shifted from downhill weak engine brake mode 2 to normal mode 0.

[0122] If the determination result in step S190 is negative, the process advances to step S192, and the fuzzy input switch SW
(5) is the value 1, the accelerator opening degree FV (4) is smaller than the predetermined value CFV43 (for example, 40%),
It is determined whether all of the conditions for the fuzzy input switch SW (7) to have a value of 0 are satisfied. As described above, the fuzzy input switch SW (5) is for storing that the accelerator opening is in the large state. Further, the fuzzy input switch SW (7) is set to a value of 1 and stores the state when the accelerator is strongly depressed during third gear engine braking. Therefore, the fact that the fuzzy input switch SW (7) is 0 means that there was no strong depression of the accelerator. That is, in step S192, it is determined whether the driver intends to accelerate the vehicle moderately. If this determination result is affirmative, the process proceeds to step S191 described above, where the fuzzy input switch SW(0) is set to the value 0, and the fuzzy shift position variable SHI
Set the value 5 to FF and shift to normal mode 0.

[0123] If the determination result in step S192 is negative, the process advances to step S193, and this time, the fuzzy input switch SW(5) has a value of 1 and the accelerator opening degree F
It is determined whether V(4) is greater than the predetermined value CFV43 (40%). This is to determine whether the driver intends to accelerate strongly. If the result of this determination is affirmative, step S194 is executed, the fuzzy input switch SW(7) is set to the value 1, and the routine ends. In this case, the third gear is maintained and the mode 2 shift control is continued. Mode 2 is a shift control mode for descending a gentle slope while applying weak engine braking. If the driver strongly accelerates the vehicle during such driving, it is predicted that strong braking will be required when the vehicle subsequently enters a corner. The fuzzy input switch SW (7) is used as a flag for commanding strong engine braking at the time of forced operation that comes after strong acceleration. That is, by setting the value 1 to the fuzzy input switch SW (7), the fuzzy input switch SW (5) indicates that the accelerator opening is in the large state, and the accelerator opening is set to the predetermined value CFV43 (4).
0%), the above-mentioned step S
192 is negative, the shift control in normal mode 0 in step S191 is not executed, and as will be described later, the current control mode is the downhill weak engine brake mode 2 or the downhill strong engine brake mode. 3 will be executed, and the number of brake operations can be reduced.

If the determination result in step S193 is negative, execute step S196 to determine whether any of the control variables SRT(6), SRT(7), and SRT(8) for which the establishment of the rule is stored has a value of 1. Determine whether or not. As mentioned above, these variables store the establishment of rules 6, 7, and 8, respectively, and as shown in Table 6, when any one of these rules is established, it indicates that mode 3 should be entered. ing. Therefore, if the determination result in step S196 is affirmative, the process advances to step S198, where the fuzzy input switch SW(0) is set to the value 3, the fuzzy shift position variable SHIFF is set to the value 2, and the routine ends. do. As described above, mode 3 is a mode in which the vehicle is forced to descend a slope in second gear.

Control variables SRT(6), SRT(7), S
If none of RT(8) has the value 1 and the determination result in step S196 is negative, the routine ends without doing anything. That is, the shift control in the current control mode 2 is continuously executed. Current Mode 3 Processing Routine When the current shift control is performed in control mode 3, the gear stage is set according to the flowchart of FIG. 27. As described above, control mode 3 is a strong downhill engine braking mode in which the vehicle descends downhill while holding the second gear. From this control mode 3, as shown in Fig. 1,
Transition to mode 0 and mode 2 is possible.

[0126] The electronic control device 5 first performs step S20.
0, the vehicle speed FV(0) is a predetermined value CFV0(10k
m/hr). Vehicle speed FV (
0) is smaller than the predetermined value CFV0, step S201 is executed unconditionally, and the fuzzy input switch SW(0) is
is set to the value 0 and the fuzzy shift position variable SH
The value 5 is set in IFF and the routine ends. In this case, the control mode is directly transferred from the downhill strong engine brake mode 3 to the normal mode 0.

[0127] If the determination result in step S200 is negative, the process advances to step S202, and the fuzzy input switch SW
It is determined whether or not (2) is the value 1 and the accelerator opening degree FV (4) is equal to or greater than a predetermined value CFV44 (for example, 3%). As described above, the fuzzy input switch SW(2) is for storing that the weight/gradient resistance is in a non-negative state. That is, in step S202, it is determined whether or not the accelerator pedal is slightly depressed after returning from a downhill slope.If the answer to this determination is affirmative, the process proceeds to step S205, where the fuzzy The input switch SW(0) is set to a value of 2, the fuzzy input switch SW(5) is set to a value of 0, and the fuzzy shift position variable SHIFF is set to a value of 3 to shift to the downhill weak engine brake mode 2.

[0128] If the determination result in step S202 is negative, the process advances to step S204, and this time, the fuzzy input switch SW(6) has a value of 1 and the accelerator opening degree F
V(4) is smaller than a predetermined value CFV45 (for example, 40%), and fuzzy input switch SW(8) has a value of 0.
Determine whether or not. Fuzzy input switch SW (
As described above, 6) is for storing the intermediate state of the accelerator opening, and the fuzzy input switch SW (8) is for storing the hard depression of the accelerator when the engine is in 2nd speed, as will be described later. Therefore, this determination determines the driver's moderate intention to accelerate, and if the determination result is affirmative, the process proceeds to step S205 described above, where the fuzzy input switch SW(0) is set to value 2 and the fuzzy input switch SW(0) is set to the value 2. Input switch SW
(5) are each set to the value 0, and the fuzzy shift position variable SHIFF is set to the value 3 to shift to the downhill weak engine brake mode 2.

[0129] If the determination result in step S204 is negative, the fuzzy input switch SW(6) has a value of 1;
And the accelerator opening degree FV(4) is the above-mentioned predetermined value CFV4.
It is determined whether the value is greater than 5 (40%). This step determines whether the driver intends to strongly accelerate the vehicle. If the result of this determination is affirmative, step S208 is executed, the fuzzy input switch SW(8) is set to the value 1, and the routine ends. In this case, the second gear is maintained and the mode 3 shift control is continued. Mode 3 is
This is a shift control mode for descending steep slopes while applying strong engine braking. If the driver strongly accelerates the vehicle during such driving, it is predicted that strong braking will be required when the vehicle subsequently enters a corner. The fuzzy input switch SW (8) is used as a flag for commanding strong engine braking at the time of forced operation that comes after strong acceleration. That is, this fuzzy input switch SW (
By setting the value 1 to 8), even if the accelerator opening is in the medium state, smaller than the predetermined value CFV45 (40%), the determination result in step S204 described above will be negative, and the current The downhill strong engine braking mode 3, which is the control mode, will continue, and the strong engine braking by the second gear will be effective.

If the determination result in step S206 is negative, the routine is ended without setting the value 1 to the fuzzy input switch SW(8). In this case, the second gear is maintained and the shift control in mode 3 is continued. Current Mode 4 Processing Routine When the current shift control is performed in control mode 4, the gear stage is set according to the flowchart of FIG. 28. As mentioned above, control mode 4 is a straight uphill road mode, and if the shift position set in the shift pattern of normal mode 0 is 4th gear, it will be shifted to 3rd gear, and if it is 3rd gear, it will be shifted to 2nd gear. The required driving force is obtained by downshifting each stage. From this control mode 4, only a transition to mode 0 is possible, as shown in FIG.

[0131] The electronic control device 5 first performs step S21.
0, the accelerator opening FV(4) is the predetermined value CFV4.
5 (for example, 10%). If the accelerator opening degree FV(4) is smaller than the predetermined value CFV45, step S212 is executed, the fuzzy input switch SW(0) is set to the value 0, and the fuzzy shift position variable SHIFF is set to the value 5. End the routine. In this case, the control mode is shifted from straight uphill mode 4 to normal mode 0.

If the determination result in step S210 is negative, the process proceeds to step S214, where the accelerator opening degree FV(4) is smaller than the predetermined value CFV46 (for example, 25%) and the accelerator depression speed FV(5) is Negative predetermined value (-CF
V5) Determine whether it is smaller than V5). If both conditions are satisfied at the same time, the process proceeds to step S212 described above, sets the fuzzy input switch SW(0) to the value 0, sets the fuzzy shift position variable SHIFF to the value 5, and shifts to the normal mode 0.

[0133] If the determination result in step S214 is negative, the routine ends without doing anything. In this case, the current control mode 4 is maintained as is. Shift Position Output Process As described above, when each mode process is completed, a control signal is output to the hydraulic pressure control device 4 based on the set shift position. The flowcharts in FIGS. 29 and 30 show the procedure for outputting the shift position control signal. The outline of the procedure for outputting the shift position control signal according to this flowchart is that the control signal is output only when it is necessary to change the current shift position based on the fuzzy judgment as described above, and when the shift position is actually shifted. The conditions for performing the operation are that a predetermined time (for example, 0.5 seconds) has elapsed since the last shift change, that the absolute value of the steering wheel angle is less than or equal to the predetermined value, and that the absolute value of the lateral acceleration is less than the predetermined value. The shift position must be less than or equal to the value, and the shift position is not changed unless even one of these conditions is satisfied.

[0134] To explain this more specifically, first, in step S220, the electronic control unit 5
It is determined whether the second counter value SFLG is greater than zero. The 0.5 second counter SFLG is a down counter for determining whether a predetermined time (0.5 seconds) has elapsed since the last shift operation, and is reset to the initial value at the time of the shift operation. Ru. Therefore, step S22
If the determination result at 0 is positive, the predetermined time (0.5 seconds) has not yet passed since the previous shift operation;
In such a case, the counter value SFLG is decremented by 1 in step S221, and the routine ends. Even if a new shift position is set while the counter value SFLG is not counted down to 0, the shift operation to that shift position will not be executed.

[0135] If a predetermined period of time has elapsed since the previous shift operation and the determination result in step S220 is negative, step S2
Proceeding to step 22, it is determined whether the fuzzy input switch SW(0) has a value other than 0 or not. If the value of the switch SW(0) is not a value other than 0 but a value of 0, it means shift control in mode 0, and in this case, the routine ends without doing anything. In the case of normal mode 0, since it is normal shift control, there is no need to perform interrupt shift control based on fuzzy judgment, and as mentioned above, the shift position control signal is adjusted to the operating oil pressure by a separately prepared program for normal shift control. It is output to the control device 4.

[0136] If it is determined that the fuzzy input switch SW(0) has a value other than 0 and the determination result in step S222 is affirmative, the process advances to step S224, and the fuzzy shift position SHIFF and shift pattern of normal mode 0 are changed. The smaller one of the gears SHIF1 to be set is selected and set in variable N as the shift position command value. Even during fuzzy control, the gear position SHIF1 is determined by the shift pattern used in normal mode 0.
is smaller, that gear is selected preferentially. Next, it is determined whether the value of the selected shift position command variable N is equal to the currently commanded gear position SHIF0 (step S226). If they are equal, there is no need to perform a shift operation and the routine ends.

On the other hand, if the determination result in step S226 is negative, the shift position command variable N is greater than the current commanded gear stage SHIF0, or the steering wheel angle absolute value FV(9
) is greater than a predetermined value CFV9, and whether the lateral acceleration absolute value FV (10) is greater than a predetermined value CFV10 is determined (step S228). . If any of the conditions is satisfied, the determination result in step S228 becomes affirmative, and in this case, the routine ends without changing the shift position, that is, without changing the gear. In other words, if a shift up command is to be issued based on the shift position command variable N, if the steering wheel angle is greater than a predetermined value, or if the absolute value of lateral acceleration is greater than a predetermined value, the shift operation is prohibited. be done.

If none of the conditions in step S228 are satisfied and the determination result is negative, step S23 in FIG.
0 is executed. In step S230, it is determined whether the shift position command variable N is larger than a value that is one step higher than the current commanded gear stage SHIF0, that is, whether or not the current shift position command variable N will result in an upshift of two or more speeds at a time. Discern. If the current shift position command variable N results in an upshift of two or more speeds at a time, in step S232, the current shift up operation is limited to a gear position that is one gear higher than the current commanded gear position SHIF0. In order to change the command variable value N to the value (SHIF0+
After resetting to 1), the process proceeds to step S240, which will be described later.

On the other hand, if the determination result in step S230 is negative, the process advances to step S234, and this time it is determined whether the shift position command variable N is smaller than a value one step lower than the current commanded gear position SHIF0, that is, if the shift position command variable N is Based on the position command variable N, it is determined whether or not the gears will be downshifted by two or more speeds at a time. If the current shift position command variable N results in a downshift of two or more speeds at a time, in step S236, the current shift up operation is limited to a gear position that is one gear lower than the current commanded gear position SHIF0. In order to set the command variable value N to the value (SHI
After resetting to F0-1), step S24 to be described later
Go to 0.

[0140] If the determination result in step S234 is negative, the value of shift position command variable N is held as is and the process proceeds to step S240. In step S240, 0.5
After resetting the value of the second counter SFLG to a predetermined value XT1 (value corresponding to 0.5 seconds), step S242 is executed to send a shift position control signal according to the shift position command variable N to the hydraulic pressure control device 4. Output and end the routine. The shift position control signal output in step S240 is
This signal is based on fuzzy control, has a higher priority than the shift position control signal output based on normal mode 0, and is executed by interrupting the shift position control signal based on normal mode 0.

[0141]

[Effects of the Invention] As is clear from the above explanation, according to the shift control method for an automatic transmission for a vehicle of the present invention, a plurality of control modes are set in advance, and at least engine driving force and rolling resistance are detected. Then, subtract the rolling resistance from the detected engine driving force to find the weight/gradient resistance, switch to the required control mode and select the gear according to the calculated weight/gradient resistance, and detect the rolling resistance. It is characterized by dynamic rolling resistance and cornering resistance.

Therefore, the shift control method of the present invention does not require a large-capacity computer, and can accurately determine weight and gradient resistance even during cornering. It is now possible to accurately identify straight uphill roads, curved roads, etc.
The optimal gear that matches the vehicle driving conditions, driver's driving intention, road conditions, etc. can be selected in a finely grained manner to avoid shift hunting and frequent brake operations on downhill slopes, making driving easier. (easy drive).

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the mutual relationship between control modes executed by a shift control method for an automatic transmission for a vehicle according to the present invention.

FIG. 2 is a block diagram showing a schematic configuration of a speed change control device to which a speed change control method for an automatic transmission for a vehicle according to the present invention is applied.

FIG. 3 is a flowchart of a main routine showing the procedure of fuzzy shift control executed by the electronic control unit (ECU) shown in FIG. 2;

[Figure 4] Steering wheel operation amount FV used for fuzzy shift control
It is a flowchart which shows the calculation procedure of (2).

[Figure 5] Brake deceleration width FV used in fuzzy shift control
It is a flowchart which shows the calculation procedure of (3).

[Figure 6] Accelerator depression speed F used for fuzzy shift control
It is a flowchart which shows the calculation procedure of V (5).

[Figure 7] Weight/gradient resistance FV used in fuzzy shift control
It is a flowchart which shows the calculation procedure of (6).

[Figure 8] 2 second difference FV of vehicle speed used for fuzzy shift control
It is a flowchart which shows the calculation procedure of (8).

FIG. 9 is a flowchart showing a setting procedure for a fuzzy input switch SW(1) that stores a high gradient resistance state, which is used for fuzzy shift control.

FIG. 10 is a flowchart showing a setting procedure for a fuzzy input switch SW(2) that stores a non-negative gradient resistance state, which is used for fuzzy shift control.

FIG. 11 is a flowchart showing a setting procedure for a fuzzy input switch SW (3) that stores a non-large gradient resistance state, which is used for fuzzy shift control.

FIG. 12 is a flowchart showing a part of the setting procedure of the fuzzy input switch SW (4) that stores the meandering state of the road, which is used for fuzzy shift control.

FIG. 13 is a flowchart showing the remainder of the procedure for setting the fuzzy input switch SW (4), which stores the meandering state of the road, used for fuzzy shift control.

FIG. 14 is a flowchart showing a setting procedure for a fuzzy input switch SW (5) that stores a large accelerator opening state, which is used for fuzzy shift control.

FIG. 15 is a flowchart showing a setting procedure for a fuzzy input switch SW (6) that stores an accelerator opening state, which is used for fuzzy shift control.

FIG. 16 is a flowchart of a rule establishment determination routine in fuzzy shift control.

FIG. 17 is a flowchart showing a procedure for determining rule suitability in determining whether a rule is established.

FIG. 18 is a flowchart illustrating a procedure for checking a conforming rule in rule establishment determination.

FIG. 19 is a flowchart showing processing procedures for each mode.

FIG. 20 is a flowchart showing part of the processing procedure when the current control mode is 0;

FIG. 21 is a flowchart showing the remainder of the processing procedure when the current control mode is 0;

FIG. 22 is a flowchart showing part of the processing procedure when the current control mode is 1;

FIG. 23 is a flowchart showing the remainder of the processing procedure when the current control mode is 1;

FIG. 24 is a graph showing upshift lines in control modes 0 and 1, which define shift regions according to throttle opening and vehicle speed.

FIG. 25 is a graph for explaining a shift range that expands as control mode 0 shifts to control mode 1;

FIG. 26 is a flowchart showing a processing procedure when the current control mode is 2;

FIG. 27 is a flowchart showing a processing procedure when the current control mode is 3;

FIG. 28 is a flowchart showing a processing procedure when the current control mode is 4;

FIG. 29 is a flowchart showing part of a procedure for outputting a shift position control signal.

FIG. 30 is a flowchart showing the remainder of the procedure for outputting a shift position control signal.

[Explanation of symbols]

1 Internal combustion engine 2 Torque converter 3 Gear transmission 4　Operating hydraulic control device 5 Electronic control device

Claims (1)

[Claims] Claim 1: A method for controlling a shift of an automatic transmission for a vehicle, in which a gear position of the automatic transmission is selected according to a preset control mode, in which a plurality of control modes are set in advance, and at least engine driving force and rolling Detect the resistance, subtract the rolling resistance from the detected engine driving force to find the weight/gradient resistance, switch to the required control mode and select the gear according to the determined weight/gradient resistance, and adjust the detected rolling resistance. This is a speed change control method for an automatic transmission for a vehicle, characterized by comprising rolling resistance and cornering resistance due to free rolling.