JPH06147304A - Automatic transmission control device for automobile - Google Patents

Abstract

PURPOSE:To obtain transmission corresponding to running load by determining transmission schedule for actual running in an automatic transmission on the basis of a running load and a transmission schedule and accurately assuming a running load. CONSTITUTION:In an automatic transmission control device for an automobile which makes transmission on the base of not only a running load but also assumed vehicle weight and running load, a vehicle weight assuming means 106 assumes vehicle weight of the automobile. In an acceleration input means 102, an acceleration signal is received. In a load assuming means 110, a running load is assumed on the basis of the obtained vehicle weight, output torque and acceleration. In a memory means, plural transmission schedules are stored. In a gear position determining means 109, one of the transmission schedules is selected on the basis of the obtained vehicle weight and running load and thus a gear position is determined on the basis of the selected transmission schedule. Accordingly in order to make transmission on the basis of the assumed vehicle weight and running load, an optimal transmission operational performance.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle speed change control device.

[0002]

2. Description of the Related Art A shift control device for a vehicle detects a vehicle speed and a throttle opening as electric signals, and based on a shift pattern preset with the vehicle speed and the throttle opening as variables, the present vehicle speed and the throttle opening. A predetermined gear stage corresponding to is selected. A plurality of shift patterns are set and selected by the driver's operation.

Further, there is also one in which the selection of the shift pattern is automatically switched by the driving operation of the driver.

[0004]

In the conventional transmission control, a predetermined gear position corresponding to the current vehicle speed and throttle opening is set on the basis of a shift pattern which is preset with vehicle speed and throttle opening as variables. I have made a choice.

Further, Japanese Patent Publication No. 63-45976 discloses a technique for obtaining torque from intake pipe pressure and determining a gear ratio (rotational speed of internal combustion engine / vehicle speed) from the torque. With these methods, it is difficult to perform an accurate gear shift with respect to changes in driving conditions, especially changes in running load. For example, on a flat road or a gentle downhill, it is thought that shifting up earlier than driving uphill will not impair driving and improve fuel consumption, but in the past, since shifting was done only from the accelerator opening and vehicle speed, I couldn't shift like this.

Further, it is important to carry out shift control so as to cope with a change in the acceleration characteristic due to the vehicle weight at the time of starting acceleration, as the vehicle becomes lighter. Therefore, by estimating the running load and vehicle weight, changing the shift pattern according to the vehicle weight and running load during acceleration, and changing the shift pattern according to the running load also during deceleration, fuel consumption is improved and driving is improved. It is considered that accurate gear shifting can be performed according to the situation.

As described above, in the prior art, since the shift pattern is determined based on the typical two or three driving situations, there are cases in which shifting cannot be accurately reflected in the driving situations. As a result, fuel consumption often deteriorated.

A first object of the present invention is to provide an automatic gear shift control device for a vehicle, which accurately estimates a running load by obtaining a torque and executes a shift according to the running load.

Further, regarding the estimation of the gradient and its use, the conventional apparatus judges the state of the gradient from the vehicle speed, the throttle opening and the changing speed thereof as described in Japanese Unexamined Patent Publication No. 3-24362. Qualitative judgment is made as to whether the gradient is large or small, not the value), and gear shifting is performed according to the gradient.However, it is not possible to accurately calculate the gradient to provide a comfortable driving environment. Was enough.

If the gradient is to be determined accurately and finely, it may be affected by the state of the engine and the mechanical characteristics of the transmission. For example, there is a problem that an error is likely to occur in the determination of the gradient when the throttle opening is suddenly changed, the brake is applied, or the gear is changed.

A second object of the present invention is to provide a gradient estimating device for estimating a gradient with high accuracy.

In the above case, the output shaft torque is calculated and the acceleration torque is obtained with high accuracy from the differentiation of the vehicle speed. However, an estimation error may occur due to the mechanical characteristics of the engine and the transmission. Therefore, in the present invention, the estimation error due to the mechanical characteristics of the engine or the transmission, which is a problem in the case of finely estimating the gradient, is adjusted to the physical phenomenon of the mechanical characteristics so that the noise of the error is removed, and the gradient is provided to the control. To supply.

That is, a third object of the present invention is to provide a gradient estimation device which stably outputs highly accurate gradient estimation.

[0014]

In order to achieve the above first object, the present invention refers to a load calculation means for calculating a load of an automobile and a torque characteristic of a drive system in an automatic transmission control device for an automobile. Output torque estimating means for calculating output torque, traveling load estimating means for estimating traveling load based on the load and output torque, storage means for at least two shift schedules, the traveling load and the shift schedule. And a shift schedule variable control unit that determines a shift schedule of the automatic transmission during actual traveling.

In addition to the running load, the vehicle weight estimating means for estimating the vehicle weight of the vehicle and the torque estimating for estimating the output torque in order to shift the estimated vehicle weight and the running load of the vehicle. Means, an acceleration input means for receiving an acceleration signal, a running load estimating means for estimating a running load from the obtained vehicle weight, output torque, and acceleration, a storage means for a plurality of shift schedules, and the obtained vehicle weight. And a gear position determining means for selecting one of the shift schedules according to the traveling load and determining the gear position according to the selected shift schedule.

In order to solve the above-mentioned second problem, the present invention has a torque estimating means for calculating a vehicle torque and a vehicle speed detecting means for detecting a vehicle speed in a gradient estimating device for estimating a gradient of a road. Then, determine the running resistance from the above vehicle speed,
The road resistance is estimated by subtracting the traveling resistance from the torque of the vehicle to obtain the gradient resistance.

In order to solve the third problem,
In the gradient estimation device, a noise removal unit that removes noise included in the estimated gradient is provided, and the noise removal unit has a determination unit that determines that noise is generated, and noise is generated. At that time, the estimated value at that time is invalidated.

[0018]

In order to solve the first problem described above, in the automatic gear shift control device for a vehicle, the load calculating means calculates the load of the vehicle. The output torque estimating means calculates the output torque by referring to the torque characteristic of the drive system. The traveling load estimating means estimates the traveling load from the load and the output torque. The shift schedule variable control unit determines a shift schedule of the automatic transmission during actual traveling based on the traveling load and the shift schedule.

In addition to the running load, in order to shift the estimated vehicle weight and running load of the vehicle more efficiently, the vehicle weight estimating means in the automatic vehicle shift control device estimates the vehicle weight of the vehicle. . The torque estimation means estimates the output torque. The acceleration input means receives the acceleration signal. The load estimating means estimates the running load from the obtained vehicle weight, output torque, and acceleration. The storage means stores a plurality of shift schedules. The gear position determining means selects one of the shift schedules according to the obtained vehicle weight and running load, and determines the gear position according to the selected shift schedule. In order to solve the second problem, in the gradient estimation device that estimates the gradient of the road, the torque calculation means calculates the torque of the vehicle. The vehicle speed detecting means detects the vehicle speed. The road resistance is estimated from the vehicle speed, and the road resistance is subtracted from the vehicle torque to obtain the slope resistance, thereby estimating the road gradient.

In order to solve the above third problem,
In the above gradient estimation device, the determination unit determines that noise is occurring. Then, when the noise is generated, the noise removal unit invalidates the estimated value at that time.

[0021]

Embodiments of the present invention will be described below with reference to the drawings.
In the following description, the gear ratio or the gear ratio is the product of the transmission gear ratio and the final gear ratio. A schematic configuration of the present invention is shown in FIG.

From the throttle opening detecting means 101 for detecting the throttle opening, a throttle opening 121 is obtained, and a vehicle weight estimating means 106 and an engine generated torque estimating means 108 are provided.
And to the gear position determining means 109.

From the acceleration detecting means 102 for detecting the acceleration, the acceleration 122 is outputted to the vehicle weight estimating means 106 and the load estimating means 110.

From the vehicle speed detecting means 103 for detecting the vehicle speed, the vehicle speed 123 is output to the vehicle weight estimating means 106 and the gear position determining means 109.

From the engine speed detecting means 104 for detecting the engine speed, the engine speed 124 is output to the torque converter generated torque estimating means 107 and the engine generated torque estimating means 1001. The torque converter generated torque estimating means 107 and the engine generated torque estimating means 108 are torque estimating means.

The turbine speed 125 is output from the turbine speed detecting means 105 for detecting the turbine speed to the torque converter generated torque estimating means 107.

In the vehicle weight estimating means 106, the throttle opening 1
The vehicle weight is estimated based on 21, the acceleration 122, and the vehicle speed 123, and the estimated vehicle weight 126 is output to the gear position determining means 109 and the load estimating means 110.

Torque converter generated torque estimation means 10
In 7, the torque generated by the torque converter is estimated from the engine speed 124 and the turbine speed 125. The estimated torque 1022 generated by the torque converter is output to the load estimating means 110.

The engine generated torque estimating means 1001 estimates the engine generated torque 1015 from the throttle opening 121 and the engine speed 124. The estimated engine generated torque 1015 is output to the torque converter generated torque estimating means 107.

In the load estimating means 110, the estimated vehicle weight 126,
The load torque is estimated from the estimated generated torque 1022 of the torque converter. The estimated load torque 128 is output to the gear position determining means 109.

The gear position determining means (which is also a storage means for the shift schedule) 109 determines the gear position 129 based on the throttle opening 121, the vehicle speed 123, the vehicle weight 126, and the load torque 1028. Determined gear position 1
29 is output to the hydraulic drive means 111.

The hydraulic drive means 111 determines the drive pressure of the clutch of the automatic transmission so that the determined gear position is reached, and drives the clutch.

FIG. 2 shows the construction of the engine drive system and its control unit used in the present invention. Signals from the engine 201 and the transmission 202 indicating the respective operating states are transmitted to the AT control unit 2
It is output to 03. The vehicle signal 207 and the ASCD control (constant speed control) unit signal 208 are also AT
It is input to the control unit 203. The AT control unit 203 determines the gear position from these signals and sends the gear shift command signal 206 to the transmission 202.
Is output.

FIG. 3 is a detailed description of the signals shown in FIG. Signals 304 to 307 correspond to signal 204 from the engine, signals 308 to 310 correspond to signal 205 from the transmission, signals 311 to 314 correspond to vehicle signal 207,
Signals 315 and 316 correspond to the ASCD control unit signal 208, and signals 317 to 321 correspond to A.
Corresponds to the T control unit signal 206. These signals are input to the AT control unit 301 via the input signal processing unit 302, and output from the AT control unit 301 via the output signal processing unit 303.

The vehicle weight estimation method is a method of recognizing the vehicle weight from the acceleration response waveform by utilizing the fact that the acceleration correspondence when the throttle is depressed and the acceleration correspondence of the vehicle speed are different depending on the vehicle weight. In this method, the vehicle weight can be estimated with sufficient accuracy to perform the shift control of the automatic transmission without increasing the cost by using the vehicle weight measuring sensor.

FIG. 4 is a detailed block diagram of the vehicle weight estimating means. Acceleration 411 is output from acceleration detection means 401 to time series conversion means (acceleration input means) 405 and time series conversion start signal generation means 404. The vehicle speed 412 is output from the vehicle speed detection means 402 to the time series conversion means 405. From the throttle opening detection means 403 to the throttle opening 413, the time series conversion means 405 and the time series conversion start signal generation means 4
It is output to 04.

The time-series start signal generating means 404 starts the time-series operation when the throttle is depressed and the acceleration rises, that is, the acceleration response waveform, by looking at both signals of the acceleration 411 and the throttle opening 413. To the time series conversion means 405.

The time-series conversion means 405 time-series the acceleration, vehicle speed, and throttle opening from the time when the time-series conversion start signal 416 is output, and outputs the time-series signal 414 to the neuro vehicle weight estimation means 406. Neuro vehicle weight estimation means 40
6, the time series signal 41 of acceleration, vehicle speed, and throttle opening
4 is input to estimate the vehicle weight, and the estimated vehicle weight 415 is output.

FIG. 5 is a diagram for explaining the time series of the acceleration response of acceleration, vehicle speed and throttle opening. Time series is started from time tso when acceleration exceeds a predetermined threshold value αth, and acceleration, vehicle speed, and throttle opening are sampled at cycle Δt.

FIG. 6 shows the reason why the threshold value is set for the acceleration. If a threshold value is set for the throttle opening and the sampling is started in synchronization with the rise of the throttle opening when accelerating, the longitudinal acceleration is different because of the individual difference in how the throttle opening is depressed. There is a deviation in the rising edge of. In order to eliminate this deviation, a threshold is set for the acceleration, and sampling is started when the acceleration exceeds the threshold.

FIG. 7 shows a processing procedure of the time-series start signal generating means. First, make sure that the throttle opening is closed. Then the throttle exceeds the set threshold,
After rising, time series is started from the time when the acceleration exceeds the threshold value.

FIG. 8 shows a processing flow of the time series start signal generating means shown in FIG.

Step 801: If the throttle opening is closed, go to Step 702. Otherwise, step70
Go to 1.

Step 802: If the throttle opening exceeds the threshold value θ _th , go to Step 703. If not, go to step 702.

Step 803: The acceleration α is the threshold value α _th
If it exceeds, go to step 704. Otherwise ste
Go to p703.

Step 804: The time series start signal is output.

FIG. 9 is a diagram showing a learning method of a neural network used for vehicle weight estimation. The vehicle weight estimation means 901 is composed of a Lamelhardt type neural network including three layers of an input layer, an intermediate layer and an output layer. Each layer has units, and units between layers are connected by branches. The signal propagates from the input layer to the middle layer to the output layer. The branch is given a weight, and the signal output from the unit is multiplied by the weight of the branch and becomes the input to the next unit. In each unit, the sum of input signals is converted using a sigmoid function and output.

The vehicle weight learning of the neural network is performed by changing the weight of each branch so that the error between the estimated vehicle weight and the actual vehicle weight when the acceleration, the vehicle speed, and the throttle opening are input becomes small. In order to deal with various ways of stepping on the throttle opening, the vehicle weight and the throttle opening are changed in advance for one vehicle, and the acceleration response waveform is measured experimentally by the time series method shown in FIG. The estimated vehicle weight 911 is output by inputting time-series waveforms of acceleration, speed, and throttle opening into the neural network. Then, an error 913 from the actual vehicle weight 912 is obtained.

The weight changing means 902 changes the weights of the branches between the layers based on the error 913 between the estimated vehicle weight 911 and the actual vehicle weight 912 so that the error becomes smaller. The weight changing algorithm is typically a back propagation algorithm, but other algorithms may be used.

The method for estimating the running load and performing the shift control accordingly is to estimate the output torque and solve the equation of motion from the estimated output torque, the acceleration, and the estimated vehicle weight to obtain the running load.

There are two methods for estimating the output torque: a method for estimating the output torque from the torque converter slippage and the number of revolutions according to the torque converter characteristics, and a method for obtaining the estimated torque from the engine speed and the throttle opening according to the engine torque characteristics.

The method of estimating the output torque from the slip of the torque converter can be accurately estimated when the slip of the torque converter is large, that is, when the rotation ratio of the input and the output is small, but when the slip is small, that is, the rotation of the input and the output. When the ratio is large, the accuracy becomes poor.

On the other hand, the method of estimating the output torque from the characteristics of the engine has a constant accuracy over the entire range of operation, but has a problem that the torque required to operate the auxiliary machinery and the air conditioner cannot be known. Therefore, in the area where the torque converter slip is large, the output torque is estimated from the torque converter, and at the same time, the torque required to operate the auxiliary equipment and the air conditioner is also estimated. In the area where the torque converter slip is small, the estimated torque from the engine is obtained in advance. It was decided to subtract the torque of the accessories to obtain the output torque.

FIG. 10 is a diagram showing an output torque estimating method and a load estimating method. In order to estimate the output torque from the engine generated torque, the engine output torque 1015 is calculated from the throttle opening 1011 and the engine speed 1012 using the engine torque map (engine generated torque estimation means) 1001. Engine output torque 101
Turbine torque 1014 obtained from the engine speed is obtained by multiplying 5 by subtracting the load torque 1016 of the auxiliary machinery or the like from the torque ratio 1017 of the torque converter.

Further, to obtain the output torque from the torque converter pump speed (engine speed) 1012 and the turbine speed 1013, the ratio N between the turbine speed and the engine speed is calculated from the turbine speed 1013 and the engine speed 1012.
From the torque converter torque characteristic map 1002, t / Ne is calculated, and the torque ratio 1017 of the torque converter and the pump torque capacity coefficient τ.
Ask for 1018. Torque converter pump torque capacity coefficient τ
1018 is multiplied by the engine speed 1012 squared to obtain the pump torque. Further, this is multiplied by the torque ratio 1017 to obtain the turbine torque 1019.

The accessory torque estimating means 1003 compares the estimated turbine torque 1014 from the engine with the estimated turbine torque 1019 from the torque converter, and when the ratio Nt / Ne of the turbine speed and the engine speed is smaller than 0.8, the engine is estimated. The estimated accessory torque 1016 is output so as to eliminate the error between the turbine output torque 1014 from the turbine and the turbine output torque 1019 from the torque converter. When the ratio Nt / Ne of the turbine speed and the engine speed is greater than 0.8, the latest estimated auxiliary machine torque Tacc1016 is output.

Here, the switching is performed by Nt / Ne = 0.8, but the value of 0.8 is preferably a value near the clutch point of the torque converter, although it depends on the characteristics of the torque converter. This is because the value of Nt / Ne at which the error in the pump capacity coefficient of the torque converter becomes large is at the clutch point.

In the turbine torque estimating means 1004, the ratio of the turbine speed of the torque converter to the engine speed Nt / Ne1
When 021 is smaller than 0.8, the turbine torque is output from the torque converter as the estimated torque, and when it is larger than 0.8, the turbine torque from the engine is output as the estimated turbine torque. The estimated turbine torque 1022 thus obtained is multiplied by the gear ratio r1024 to obtain the estimated output torque To1023. Estimated traveling load torque TL102
8 is obtained by subtracting the estimated vehicle weight multiplied by the effective diameter of the tire and the acceleration 1026 from the estimated output torque 1023.

FIG. 11 shows the engine torque map in (a),
The torque converter characteristic map is shown in (b). In the engine torque map, the engine speed is plotted on the horizontal axis, and the throttle opening is used as a parameter to represent the generated torque. The horizontal axis of the torque converter characteristic map shows the torque ratio of the input and output of the torque converter, and represents the pump torque capacity coefficient τ and the torque ratio t of the input and output of the torque converter.

FIG. 12 shows the flow of processing of the accessory torque estimating means 1003. The flow of processing is shown below.

STEP 1201: Auxiliary machine torque Tacc =
Set to 0.

STEP 1202: If the slip e of the torque converter is less than 0.8, proceed to STEP 1203. If not, go to STEP1202.

STEP 1203: Find the difference between the estimated turbine torque Tt1 from the engine and the estimated turbine torque Tt2 from the torque converter. Terr = Tt1−Tt2 STEP1204: Obtain auxiliary machine estimated torque. Tacc =
Tacc + Terr / t where t is the torque converter torque ratio FIG. 13 is a flow of processing for obtaining the estimated turbine torque from the engine. The processing is shown below.

STEP 1301: The values of the engine speed Ne and the throttle opening TVO are read.

STEP 1302: Obtain the engine torque Te from the engine speed Ne and the throttle opening TVO according to the engine torque map.

STEP 1303: The auxiliary machine torque Tacc is subtracted from the engine torque Te and the torque ratio t of the torque converter is multiplied to obtain the turbine torque Tt1 from the engine.

FIG. 14 shows the flow of processing for obtaining the turbine torque from the rotation of the torque converter. The processing is shown below.

STEP1401: The values of the vehicle speed Vsp, the engine speed Ne, and the gear ratio r are read.

STEP1403: Calculate the turbine speed from the vehicle speed and the effective diameter rw of the tire.

STEP 1405: The slip e of the torque converter is obtained, and the pump torque capacity coefficient τ and the torque ratio t of the torque converter are obtained from the torque converter characteristic map.

STEP 1406: The engine torque Ne squared is multiplied by the pump torque capacity coefficient τ to obtain the pump torque Tp, and the pump torque Tp is multiplied by the torque ratio t of the torque converter to obtain the turbine torque T from the torque converter.
Calculate t21019.

In this process, the turbine speed may be directly calculated instead of the turbine speed from the vehicle speed. In this case, STEP1401 and STEP1403 are replaced by the following processing.

STEP 1402: Read the value of the engine speed Ne.

STEP 1404: The value of the turbine speed Nt is read.

FIG. 15 is a flow of processing for obtaining the estimated load torque TL from the estimated output torque and the acceleration. The processing is shown below.

STEP 1501: If the rotation ratio e of the torque converter is smaller than 0.8, proceed to STEP 1502. If not, proceed to STEP 1503.

STEP 1502: Estimated turbine torque T
Let t be the turbine torque Tt ₂ from the torque converter. STE
To P1504.

STEP1503: Estimated turbine torque T
Let t be the turbine torque from the engine Tt ₁ .

STEP 1504: Estimated turbine torque T
by multiplying the gear ratio r in t obtain the estimated output torque T _o.

STEP 1505: The estimated load torque TL is obtained by subtracting the estimated vehicle weight M multiplied by the effective tire diameter rw and the acceleration α from the estimated output torque To.

FIG. 16 shows another method for obtaining the torque of the auxiliary machinery. In this method, the torque of the auxiliary machinery is set for each device in advance, and the value is added when the device is turned on. In this figure, the torque of the air conditioner is taken as an example.

STEP 1601: Tacc = 0 STEP 1602: ST if the air conditioner is ON
EP1603, otherwise end.

STEP1630: Tacc = Tacc + Tac Next, control for changing the shift pattern based on the estimated load and the estimated vehicle weight will be described. FIG. 17 is a block diagram of gear position determining means for determining the gear position from the estimated vehicle weight and the estimated load.

The shift-up transmission line selection unit 1701 receives the vehicle weight signal 1711 and the load signal 1712, and sets the shift-up transmission line 1714 to the gear position final determining means 170.
Output to 3. The shift-down shift line selection unit 1702 receives the load signal 1712 as an input and shift-down shift line 171.
5 is output. The gear position final determining means 1703 inputs a vehicle speed signal 1716, a throttle opening signal 1717, a shift-up shift line 1714 and a shift-down shift line 1715 and outputs a shift signal 1713.

FIG. 18 shows control by vehicle weight and load for upshift and downshift. In the case of shift up, the shift map as shown in FIG. 18A is used, and in the case of shift down, the shift map as shown in FIG. 18B is used.

In the case of upshifting, the shift lines move to 1, 2 and 3 as the vehicle weight and load increase. In the case of downshifting, as the load increases, A, B, C
And the shift line moves.

In the case of downshifting, when the shift line A has a small throttle opening, the shift line is moving toward the higher vehicle speed is intended for engine braking.

In the above embodiment, the shift line is determined from the vehicle weight and the running load, but the shift line may be determined only from the running load.

In the above embodiment, one of the preset shift lines is selected, but the shift line may be continuously changed according to the estimated load, the vehicle weight and the gradient. As a method of continuously changing, two shift lines that do not intersect may be used, and this may be divided into, for example, inward or outward in the vehicle speed direction. This will be described below.

FIG. 19 is a block diagram of an automatic gear shift control device for an automobile, which determines a shift line from an inclination angle (gradient) and a vehicle weight.

The present apparatus comprises a gradient resistance calculating section (load estimating means) 1901, a continuously variable amount calculating section 1902, a continuously variable section 1903, a shift pattern A storing means 1904,
And a shift pattern B storage means 1905. The continuously variable amount calculation unit 1902 and the continuously variable unit 1903 are shift schedule variable control units, and the shift pattern A storage unit 1
904 and shift pattern B storage means 1905 are shift schedule storage means.

Gradient resistance calculation unit (load estimation means) 1901
Is inputted with the gradient θ and the vehicle weight W, and obtains the gradient increment resistance ΔL by the following formula 1.

[0093]

[Equation 1]

The continuously variable amount calculator 1902 obtains the continuously variable amount Z by the following equations 2 and 3.

[0095]

[Equation 2]

[0096]

[Equation 3]

Here, y is a coefficient corresponding to the gradient, and it may be obtained from the above formula 2 by y≈W · θ / Wst. Wst
Is a standard vehicle weight set by default, and ε is a continuously variable amount conversion coefficient.

The continuously variable unit 1903 obtains x shown by the following equation 4 from the continuously variable amount Z, and variably obtains the shift line as shown in FIG. 20 from this x and the throttle opening to determine the gear position. .

[0099]

[Equation 4]

The shift patterns A and B are sent from the shift pattern A storage means 1904 and the shift pattern B storage means 1905. As a result, smooth gear shifting according to the gradient becomes possible.

Next, the case where the gear position is determined from the vehicle weight, the gradient, and the acceleration request will be described. In this case, the gradient incremental resistance in FIG. 19 above is calculated as follows. The process after obtaining the gradient incremental resistance remains as in FIG. First, the time change of the throttle opening shown in FIG. 21 (a) is measured. Next, as shown in FIG. 21B, the time derivative of the throttle opening is obtained. Based on the time derivative of the throttle opening and the functional relationship determined in advance from the throttle opening, the acceleration request α is calculated by the following equation 5.

[0102]

[Equation 5]

FIG. 21 shows an example of the result of obtaining the acceleration request α.
It shows in (c). In this way, it is assumed that there is an acceleration request when the throttle opening and the derivative of the throttle opening are one constant value or more.

From the obtained acceleration demand α, vehicle weight W and gradient θ, the gradient increment resistance ΔL is calculated by the following equation 6.

[0105]

[Equation 6]

According to the above, it is possible to perform a smooth gear shift in consideration of the acceleration request.

As described above, according to the present invention, the vehicle weight is estimated from the driving characteristics of the automobile, and the output torque is estimated from the slip of the torque converter or the rotation speed of the engine and the throttle opening to obtain the output torque. By estimating the running load from acceleration and using both the vehicle weight and running load to move the shift line when shifting up, and moving the shift line considering only the running load when shifting down, fuel consumption is improved. Therefore, it is possible to shift accurately according to the driving situation.

Although the vehicle weight is estimated in the present embodiment, the present invention is not limited to this, and the vehicle weight may be directly measured by a sensor.

Next, the gradient estimation and the shift control device using the gradient estimation according to the present invention will be described. FIG. 42 is a block diagram of an embodiment of the present invention, FIGS. 43 and 44 are gradient estimation units, and FIGS. 45 and 46 are torque estimation units. FIG. 47 is a chart of an example of gradient estimation. FIG. 48 is a specific configuration block diagram in which the noise removing unit according to the present invention is realized by the hold function. FIG. 49 is a block diagram showing a processing procedure of noise removal by throttle acceleration / deceleration,
50 is a flowchart of throttle acceleration / deceleration determination, FIG. 51 is a time chart showing a noise removal processing procedure based on a throttle opening difference, FIG. 52 is a block diagram showing a noise removal processing procedure based on brake operation determination, and FIG. 5 is a time chart of the noise removal processing procedure based on the brake operation determination, FIG. 54 is a block diagram of the noise removal processing procedure based on the vehicle speed hold determination, and FIG. 55 is a time chart diagram illustrating the noise removal processing based on the vehicle speed hold determination.
6 is a block diagram showing the procedure of noise removal processing by acceleration, FIG. 57 is a time chart of the procedure of noise removal processing by acceleration, FIG. 58 is an example of hold when multiple factors overlap, and FIG. 59 is the sum of multiple factors. FIG. 60 is a block diagram showing the generation of the hold signal of FIG.

FIG. 61 shows one embodiment of application to transmission control,
62 is another embodiment of application to transmission control, FIG. 22 is a block diagram of shift pattern generation, FIG. 23 is a block diagram of shift pattern variable amount X calculation, and FIG. 24 is a graph of shift pattern gradient variable amount function. FIG. 25 is another embodiment of the application to the transmission control, FIG. 26 is a transmission pattern used for switching the transmission pattern, FIG. 27 is a hardware configuration diagram for performing the transmission control corresponding to the gradient, and FIG. 28 is an engine and transmission configuration. FIG. 29 is a time chart diagram showing the processing of the vehicle speed measurement, FIG. 30 is a block diagram showing the processing procedure of the vehicle speed measurement, FIG. 31 is a block diagram showing the processing procedure of the vehicle speed measurement by the cycle measurement of N frequency division, and FIG.
34 is a block diagram showing a processing procedure of vehicle speed measurement by variable frequency division period measurement, FIG. 33 is a block diagram showing a processing procedure of vehicle speed measurement by variable frequency division period measurement with hysteresis, FIG.
FIG. 6 is a graph showing the operation of variable frequency division with hysteresis.

FIG. 35 is a block diagram showing the calculation processing procedure of the speed ratio e by the turbine sensor and the engine rotation sensor,
FIG. 36 is a block diagram showing a calculation processing procedure of the speed ratio e by the vehicle speed sensor and the engine rotation sensor, FIG. 37 is a block diagram showing a switching processing procedure of the torque converter torque and the engine torque, and FIG. 39 is a block diagram showing a processing procedure of the output shaft torque estimating section, FIG. 39 is a block diagram showing a processing procedure of noise removal due to a rough road, FIG. 40 is a block diagram showing a processing procedure of overall noise removal, and FIG. 41 is based on engine torque characteristics. It is a block diagram which shows the process procedure of pump torque estimation.

First of all, referring to FIG. 42, the vehicle control apparatus for a gradient according to the present invention is constructed such that the gradient estimation apparatus and the vehicle control unit 5 are connected.
Have and. The gradient estimation device has a gradient estimation unit 1 and a noise removal unit 3. The gradient-adaptive vehicle control device estimates the gradient by the gradient estimating unit 1 from the internal states of the vehicle engine and the automatic transmission, such as vehicle speed, throttle opening, engine speed, and gear position, and estimates the estimated gradient 2 as the vehicle speed, A noise eliminator 3 for eliminating noise generated by a mechanical mechanism that is superimposed on the estimated gradient from the internal state of the vehicle engine and automatic transmission, such as the throttle opening, the engine speed, the gear position, and the brake signal related to the operation of the brake. Is added.

Here, the mechanical mechanism to be superposed on the estimated gradient is such that its characteristics are grasped in advance and programmed, and a noise elimination signal is generated from the above internal state. For example, during gear shifting of the automatic transmission, it is determined from the gear position that gear shifting is in progress, and noise is removed by setting a time period of influence during and after gear shifting as a noise removal time zone. Here, the time interval extending thereafter is generated by the low-pass filter of the internal processing, and countermeasures are also taken. Using the estimated slope 4 after noise removal, the vehicle control unit 5 changes the shift pattern of the automatic transmission (AT) according to the slope, for example.

Specifically, the avoidance of the busy shift which increases the shift frequency at high speed is used for confirming the start of the busy shift and detecting the end thereof with reference to the gradient 5-6%. Avoiding the busy shift is a control for maintaining the gear position after downshifting from the gear position of the highest speed.

In addition to this, there is a control of a shift pattern that eliminates an upshift due to a foot release in front of a corner of an uphill bend that is often seen in scenic spots. This is a control in which when the gradient becomes 6-7% or more, the shift pattern for upshifting when the throttle of the shift pattern is low is set to the high vehicle speed side to prevent upshifting.

On the descending slope, when the descending slope is detected, the gear position and the one-way clutch for engine braking are controlled so that the engine brake is applied when the vehicle speed is low, so that the descending slope can be safely dismounted.

In addition, in the constant vehicle speed control, the responsiveness on the graded road can be improved by taking advantage of the fact that the grade can be acquired in advance.

In addition to this, vehicle control such as engine control, electronic throttle control, brake control for preventing slippage, traction control, navigation control, etc. is performed. For example, in a navigation system, the slope of the vehicle can correct for errors in graded tilt.
As an effect thereof, the cumulative error in the position evaluation can be reduced.

FIG. 43 shows a block diagram of an embodiment of the gradient estimating section 1 of FIG. First, the concept of FIG. 43 will be described below by using mathematical expressions. The running resistance FR when the vehicle runs is composed of the sum of rolling resistance, air resistance and gradient resistance as shown in the following formula 1.

[0120]

[Equation 7]

The expressions are shown in the following equations 8-10, respectively.

[0122]

[Equation 8]

[0123]

[0124]

[Equation 9]

[0125]

[0126]

[Equation 10]

Here, W is the total weight of the vehicle, Wr is the weight equivalent to the rotating portion, μr is the rolling resistance coefficient, μ1 is the air resistance coefficient, A is the entire projected area of the vehicle, and θ is the angle of inclination. By using the above equation 7-10, it can be transformed into the following equation 11.

[0128]

[Equation 11]

The acceleration resistance Fα required for acceleration is given by the following formula 12.

[0130]

[Equation 12]

When the gradient resistance is calculated by using the following expression 13, the following expression 14 is obtained, and when the gradient resistance is deformed, the following expression 15 is obtained. Further, when expressed in torque, the following expression 16 is obtained.

[0132]

[Equation 13]

[0133]

[Equation 14]

[0134]

[0135]

[Equation 15]

[0136]

[0137]

[Equation 16]

Here, the driving force transmitted from the engine, the torque converter, and the gear train is Fo, and the driving torque is the following formula 17.

[0139]

[Equation 17]

Further, the following equation 12 shows the running torque of the flat ground due to the running resistance of the flat ground.

[0141]

[Equation 18]

The acceleration α of the vehicle is obtained from the differentiation (difference) of the vehicle speed.

FIG. 43 is a block diagram of the expansion example of the equation 10. FIG. 44 is a diagram for explaining the result of DVSP, which is the acceleration equivalent amount of the vehicle speed, passed through the low-pass filter. At the same time, it is another embodiment of the drawing. As an effect peculiar to FIG. 44, since the DVSP can be used alone, the acceleration can be used for other control.

FIG. 45 shows the drive torque (output shaft torque) T
The method of calculating o is shown below. Here, it is realized by a method that is obtained from the mechanical characteristics of the torque converter. The torque converter torque characteristic storage unit 1015 is used to execute 1010. Details thereof are shown in FIG.

The definition formula of the input / output rotational speed ratio e of the torque converter is shown in the following Expression 19.

[0146]

[Formula 19]

The equation for defining the pump torque Tp on the input side of the torque converter is shown in the following equation 20.

[0148]

[Equation 20]

Further, the defining equation of the turbine torque on the output side is represented by the following equation 21, and the defining equation of the driving force torque To is represented by the following equation 22.

[0150]

[Equation 21]

[0151]

[Equation 22]

FIG. 46 is a block diagram showing the realization of the equation (22). Although the characteristics of the torque converter are used here, a method may be used in which the torque characteristics of the engine are retrieved from a map that is stored in advance from the throttle opening and the engine speed and the accessory load is subtracted. Also, the combination of both is another realization means. These features have the effect that they can be calculated without additional sensors. As an additional sensor, an acceleration sensor that detects the acceleration in the longitudinal direction of the vehicle is added, and that sensor is used to detect and superimpose the gradient resistance and the acceleration of the vehicle when driving on a gradient road. The DVSP may be subtracted to obtain the slope. In this case, there is a characteristic effect that it can be used even when the characteristics of the engine or the like do not reach a steady state at the time of starting.

The block diagram will be described again. Figure 43
In, the operation of one embodiment of gradient estimation will be described. Based on the output shaft torque estimated by the output shaft torque estimation unit 1010 from the vehicle running conditions such as vehicle speed, throttle opening, engine speed, and gear position, the flat speed running resistance calculated from the vehicle speed by the flat ground running resistance unit 1030 and the vehicle speed difference unit Multiply the total vehicle weight 1050 and the tire radius 1060 by the difference between the vehicle speeds obtained in 1040, and pass through LPF1020 to obtain the total vehicle weight and the tire radius 1070.
Divide by to find the slope 2. The vehicle speed at this time is obtained with high accuracy by periodically measuring the rotation pulse of the output shaft.

The structure of the engine and the transmission for measuring the vehicle speed will be described with reference to FIG. The rotation of the engine 1110 is transmitted to the AT 1120 and transmitted to the drive shaft via the torque converter. When the gear 1122 attached to the drive shaft rotates, the vehicle speed sensor 1121 of the magnetic pickup generates a pulse signal 1123. The rotation speed is periodically measured to obtain the vehicle speed. Further, the gear 1122 and the vehicle speed sensor 1121 may be provided on the wheel shaft.

In FIG. 29, the operation of the time chart for obtaining the vehicle speed from the gear provided on the drive shaft or the wheel shaft will be described. When the gear 1122 rotates, a pulse signal 1123 is generated by the vehicle speed sensor 1121 of the magnetic pickup. The period between these pulses is counted by the clock 1125 to obtain the period T. This cycle T is sampled at constant time intervals Tt and converted into a vehicle speed 1126.

The operation of the block diagram for obtaining the vehicle speed will be described with reference to FIG. The pulse signal 1123 is counted by the cycle measuring unit 1127 with the clock 1125 to obtain the period T, the sampling unit 1128 samples for each Tt for a certain period of time, and the vehicle speed converting unit 1129 converts it into a vehicle speed.

The operation of the block diagram of another embodiment for obtaining the vehicle speed will be described with reference to FIG. Since the intervals between the teeth of the gear are not necessarily constant, the period measurement for each period causes a large period measurement error due to the gear pitch error.
Therefore, it is possible to reduce the measurement error by measuring the cycle of one rotation of the gear. The pulse signal 1123 is counted by the period measuring unit 1127 with the clock 1125 to obtain the period T, and the N frequency dividing counting unit 1130 counts N pulse signals.
The counting unit 1131 accumulates the cycle T until counting 1123. This integrated value is T
Sampling is performed every t, and the vehicle speed conversion unit 1129 converts it into a vehicle speed.

The operation of the block diagram of another embodiment for obtaining the vehicle speed will be described with reference to FIG. As shown in FIG. 31, the measurement error can be reduced by increasing the frequency division ratio. However, at low vehicle speed, the cycle measurement value may overflow. Further, there is a region where noise is contained in the converted vehicle speed due to the relationship between the vehicle speed, the clock, and the timing of vehicle speed conversion. Therefore, the vehicle speed can be measured with high accuracy by changing the frequency division ratio according to the vehicle speed. Measures the pulse signal 1123 with the period measuring unit 1127
At the clock 1125 to obtain the period T, and until the variable frequency division counting unit 1132 counts the M pulse signals 1123 determined by the period T, the integrating means 11
At 31, the cycle T is integrated. This integrated value is sampled for each Tt by the sampling unit 1128 for a fixed time, and the vehicle speed conversion unit
At 1129, the vehicle speed is converted according to the division ratio M.

In FIG. 33, the operation of the block diagram of another embodiment for obtaining the vehicle speed will be described. The variable frequency division counting unit 1132 in FIG. 114 is provided with a hysteresis depending on the vehicle speed, which is the variable frequency division counting unit 1133 with hysteresis. By providing the hysteresis, even if the vehicle is running near the vehicle speed at which the frequency division is switched, the frequency division ratio is not busy and the fluctuation due to the difference in the frequency division ratio can be reduced.

Referring to FIG. 34, the operation of variable frequency division with hysteresis will be described. Is until the vehicle speed V ₁ was when going from a low speed to a high speed from the frequency division ratio N _1, V ₁ to V ₂ N _3, V ₂
From N to V ₃ , N ₂ and above V _3, N ₃ . High V ₃ when the vehicle speed moves to a low speed 'or more N _3, V _3' 'N ₂ until, V _2' from the V ₂ 'up to N _3, V _1' from V ₁ or less frequency division ratio N Becomes ₁ .

The operation of another embodiment of gradient estimation will be described with reference to FIG. From the output shaft torque estimated by the output shaft torque estimation unit 1010 from the vehicle traveling conditions such as vehicle speed, throttle opening, engine speed, and gear position, the flatland traveling resistance obtained by the flatland traveling resistance unit 1030 is subtracted from the vehicle speed and passed through the LPF 1021. Multiply the difference between the vehicle speeds calculated by the vehicle speed difference unit 1040 by the vehicle total weight 1050 and the tire radius 1060 and pass through the LPF 1022, and divide by the vehicle total weight and the tire radius 1070,
Determine the slope 2.

Referring to FIG. 45, the operation of the output shaft torque estimating section will be described. Output shaft torque estimation unit 1010 based on vehicle driving conditions such as throttle opening, engine speed, and gear position
Then, the torque converter torque storage unit 1015 estimates the output shaft torque.

Referring to FIG. 46, the detailed operation of the output shaft torque estimating section will be described. The turbine rotation speed and the engine rotation speed are input to the speed ratio calculation unit 1011, the speed ratio e is calculated, the pump torque coefficient is calculated from the pump torque map 1016 and the torque ratio is calculated from the torque map 1017, and the engine rotation speed is calculated as the pump torque coefficient. Multiply the square of and the torque ratio. The gear ratio calculation unit 1012 multiplies this by the gear ratio obtained by the gear position and the final gear ratio to calculate the output shaft torque. Although the output shaft torque is calculated from the characteristics of the torque converter, the output shaft torque may be calculated by calculating the output torque of the engine from the throttle opening and the engine speed. At this time, the load of accessories such as air conditioners must be taken into consideration. Also, the combination of both is another realization means.

FIG. 41 is a block diagram of pump torque estimation based on engine torque characteristics. The engine torque calculation unit 1911 retrieves a previously stored map from the throttle opening and the engine speed, and calculates the output torque Te of the engine. From this engine torque Te, the torque Tacc used for the air conditioner or the like is subtracted to calculate the pump torque Tp.

A block diagram for obtaining the speed ratio e will be described with reference to FIG. The pulse signal of the turbine sensor 1710 is periodically measured by the turbine rotation speed calculation unit 1711 and converted into the turbine rotation speed. The engine rotation speed calculation unit 1713 periodically measures the pulse signal of the engine rotation sensor 1712 and converts it into the engine rotation speed. The calculated turbine rotation speed and engine rotation speed are input to the speed ratio calculation unit 714 to obtain the speed ratio e.

A block diagram of another embodiment for obtaining the speed ratio e will be described with reference to FIG. The vehicle speed conversion unit 1129 periodically measures the pulse signal of the vehicle speed sensor 1121 to obtain the vehicle speed, and the turbine speed conversion unit converts the speed into a turbine speed according to the gear position and the vehicle speed. The engine rotation speed calculation unit 1713 periodically measures the pulse signal of the engine rotation sensor 1712 and converts it into the engine rotation speed. The calculated turbine rotation speed and engine rotation speed are input to the speed ratio calculation unit 1011 to obtain the speed ratio e.

FIG. 37 shows a block diagram of an embodiment of pump torque estimation using both torque converter torque and engine torque.
When the speed ratio e is high, or when coasting, emblem, or L / U, the torque obtained from the torque characteristic of the engine is more accurate than the torque obtained from the characteristic of the torque converter. Therefore, the speed ratio e, L / U, TVO It is possible to reduce the torque estimation error by switching the torque to be used according to the above conditions. As described with reference to FIG. 5, the torque converter torque calculation unit 1910 calculates the torque converter torque Tp ₁ . Further, the engine torque calculation unit 1911 searches a map stored in advance from the throttle opening and the engine speed to calculate the engine torque Te, and subtracts the accessory load Tacc ₁ calculated by the accessory torque learning unit 1912 from the pump torque Tp ₂ To calculate. This accessory load Tacc ₁ is not learned and calculated during shifting and when the speed ratio e is within a certain range. Further, Tp ₃ is obtained when the torque is 0. Input the speed ratio e, L / U, and TVO signals to the coast, emblem, and L / U determination unit 1917,
The coast, the emblem, and the L / U are determined, and the state and the speed ratio e are input to the torque switching unit 1916. The torque switching unit 1916 selects Tp ₁ when the speed ratio e is less than a certain value, Tp ₂ when the speed ratio e is less than a certain value, Tp ₂ when L / U is not selected, Tp ₃ when coasting, and Tp ₂ when outputting and pumping as Tp _4. Reduce the torque estimation error.

FIG. 38 shows a block diagram of an embodiment of output shaft torque estimation using both torque converter torque and engine torque.
As described with reference to FIG. 46, the torque converter torque calculation unit 1910 calculates the torque converter torque Tp ₁ . Further, the engine torque calculation unit 1911 searches a map stored in advance from the throttle opening and the engine speed to calculate the engine torque Te, and the accessory load Tacc ₁ calculated by the accessory torque learning unit 1912.
Is subtracted to calculate the pump torque Tp ₂ . The accessory load Tacc ₁ is not learned and calculated when the gear shift detecting unit 1913 determines that the gear is being shifted based on the current gear position CURGP and the next command gear position NXTGP, and when the speed ratio e is within a certain range. Further, Tp ₃ is obtained when the torque is 0. Input the signals of speed ratio e, L / U, and TVO to the coast, emblem, and L / U determination unit 1917, and if e <1, TVO =
When 0, the coast is selected, when e> 1 and TVO = 0, the engine is deviated, and when the L / U signal is ON, it is determined to be L / U, and the state and speed ratio e are input to the torque switching unit 1916. In the torque switching unit 1916, when the speed ratio e is less than a certain value, T
p _1, when and L / U at the time of Tp ₂ Otherwise, coasting is Tp _3, when engine brake is to reduce the output to the pump torque estimation error as Tp ₄ Select Tp _2. This Tp ₄ is multiplied by the torque ratio t calculated by searching a pre-stored map from 10e in 1017, multiplied by the gear ratio searched by the current gear position CURGP in the gear ratio table 1012, and multiplied by the final gear ratio 1013 to multiply the output shaft torque To. To calculate. The gear position signal for obtaining the gear ratio in the gear ratio table 1012 is the next commanded gear position NXTG.
P may be used. Alternatively, the current gear position CURGP and the next command gear position NXTGP may be used together.

In FIG. 47, a description will be given of an embodiment of a time chart of noise removal depending on the gear position. During the gear shift and for a certain time after the gear shift is completed, an error occurs like an estimated gradient.
For this reason, it is necessary to remove noise during a shift and for a certain period after the shift is completed. When the current gear position signal CURGP is different from the next gear position signal NXTGP, and when the current gear position signal and the next gear position signal become the same for a certain time (T
For 1 second), the estimated gradient is held and noise is removed like the estimated gradient after the hold.

Referring to FIG. 48, one embodiment of the processing procedure for noise removal depending on the gear position will be described. Since the estimated gradient depends on the mechanism of the engine / transmission, the gear position and the gear ratio are not clear during the shift, and an error occurs in the estimated gradient. Therefore, it is necessary to remove noise during shifting. Also LP
Since it is passed through F, a spike-like error occurs for a certain period of time after the shift is completed. Therefore, it is necessary to remove noise for a certain period of time after the completion of gear shifting. The shifting state determination unit 3010 determines the shifting state based on whether the current gear position signal output from the transmission control unit 60 and the next gear position signal are the same, and outputs the shifting flag. When the shift flag in the delay unit 3020 is ON and after the determination of the shift determination unit 3010 changes from ON to OFF, the hold is turned on for a certain time (T1 second), and when the hold is turned on in the slope hold unit 3030, immediately before the hold is turned on. Keep the value of and remove noise.

Referring to FIG. 49, one embodiment of the processing procedure for noise removal by the throttle opening will be described. The torque fluctuates greatly when the throttle is suddenly opened or closed. Therefore, when the throttle is suddenly opened / closed, an error occurs in the estimated gradient. Therefore, it is necessary to remove noise when the throttle is suddenly opened / closed. In addition, since it is passed through the LPF, an error occurs during a certain period of time after the throttle is rapidly opened and closed. Therefore, it is necessary to remove noise for a certain period of time after the throttle is suddenly opened and closed. Throttle opening difference part
The value is obtained at 70, and the throttle acceleration / deceleration determination unit 3011 determines whether the throttle is being accelerated / decelerated and outputs the throttle acceleration / deceleration flag. Throttle acceleration / deceleration flag is ON in the delay unit 3020
Also, after the determination of the throttle acceleration / deceleration determination section is changed from ON to OFF, the hold is turned on for a fixed time (T2 seconds), and when the hold is turned on by the gradient hold section 3030, the value immediately before the hold on is maintained to remove noise.

In FIG. 50, one embodiment of a flow chart for throttle acceleration / deceleration determination will be described. Compare the throttle difference with the throttle acceleration threshold value (30
40), if the throttle difference is larger than the throttle acceleration threshold value, it is determined that acceleration is in progress, and the throttle acceleration / deceleration flag is turned on (3041), and otherwise it is turned off (3042). Next, the throttle difference is compared with the throttle deceleration threshold value (3043). If the throttle difference is smaller than the throttle deceleration threshold value, it is determined that the vehicle is decelerating, and the throttle acceleration / deceleration flag is turned on (3044). If it turns off (3045).

Referring to FIG. 51, a description will be given of an embodiment of a time chart of noise removal by throttle opening. During the acceleration / deceleration of the throttle and during a certain time after the acceleration / deceleration of the throttle, an error occurs like an estimated gradient. Therefore, it is necessary to remove noise during throttle acceleration / deceleration and for a certain period of time after throttle acceleration / deceleration. When the throttle difference is out of the range of the throttle acceleration / deceleration threshold value and after that for a certain time (T2-1, T2-2 seconds), the estimated gradient is held, and noise is removed like the estimated gradient after the hold.

Referring to FIG. 52, a description will be given of an embodiment of the processing procedure for noise removal by the brake. When the brake is stepped on, the tire is restrained, causing an error in the running resistance and an error in the estimated gradient. It is necessary to remove noise when operating the brakes. Further, since it is passed through the LPF, a spike-like error occurs for a certain period of time after the brake is released. Therefore, it is necessary to remove noise for a certain period of time after releasing the brake.
The brake operation determination unit 3012 determines whether or not the brake pedal is stepped on, and outputs a brake operation flag. Delay section
In 3020, when the brake operation flag is ON and after the determination of the brake operation determination unit 3012 is changed from ON to OFF, the hold is turned ON for a certain time (T3 seconds), and the slope hold unit 30
When hold is ON at 30, the value just before hold ON is maintained and noise is removed.

In FIG. 53, one embodiment of a time chart of noise removal by a brake will be described. During the braking operation and during a certain time after the braking operation, an error occurs like an estimated gradient. Therefore, it is necessary to remove noise during the braking operation and for a certain period of time after the braking operation. A certain period of time when the brake pedal is pressed and after the brake is released (T3)
Holds the estimated gradient and removes noise like the estimated gradient after holding.

Referring to FIG. 54, description will be given of an embodiment of a processing procedure for noise removal depending on vehicle speed. The vehicle speed is measured with high accuracy by periodically measuring the rotation pulse of the output shaft.
There is an unmeasurable region below / h, which causes an error in the estimated gradient. Therefore, it is necessary to remove noise at a vehicle speed of several km / h or less. Vehicle speed hold determination unit 3013
It is determined whether or not h or less, a vehicle speed hold flag is output, and when the vehicle speed is several km / h or less in the gradient hold unit 3030, noise is removed by maintaining the value immediately before hold ON.

In FIG. 55, one embodiment of a time chart of noise removal by vehicle speed will be described. Vehicle speed km / h
In the following, an error will occur in the estimated gradient. Therefore, the vehicle speed is km
It is necessary to remove noise below / h. When the vehicle speed is below the vehicle speed threshold, the estimated gradient is held, and noise is removed like the estimated gradient after the hold.

Referring to FIG. 56, one embodiment of a noise removal processing procedure based on a vehicle speed difference will be described. If there is a sudden speed change, an error will occur in the estimated gradient due to the LPF or the like. Also,
There may be an error in the estimated gradient due to overflow during calculation. Therefore, it is necessary to remove noise when there is a sudden speed change. In addition, it is necessary to limit the input by providing a limiter to save memory. In the vehicle speed difference unit 1040, the difference between the current vehicle speed and the vehicle speed before a certain period of time is calculated, and is passed through the LPF 1022,
The vehicle speed difference hold determination unit 3014 determines whether the hold is ON or OFF depending on whether or not the vehicle speed difference threshold value is larger than the threshold value, outputs a vehicle speed difference hold flag, and when the gradient hold unit 3030 is ON, the value immediately before the hold ON is set. Keep noise removal.

In FIG. 57, a description will be given of an example of a time chart of noise removal by vehicle speed difference. If there is a sudden change in vehicle speed, an error will occur in the estimated gradient. When the vehicle speed difference is higher than the vehicle speed difference threshold value, the estimated gradient is held, and the estimated gradient after the hold is obtained.

In FIG. 39, one embodiment of the processing procedure for noise removal due to a rough road will be described. On a rough road, the vehicle body rapidly tilts forward, backward, leftward, and rightward, which causes an error in the estimated gradient. Also low μ
When the vehicle travels on a road, the wheels slip and the traveling resistance changes, causing an error in the estimated gradient. Therefore, it is necessary to remove noise when traveling on a bad road or a low μ road. Vehicle speed and vehicle speed difference section 1040 takes the difference between the current vehicle speed and the vehicle speed a certain time before and the throttle opening and throttle opening difference section 70 makes the difference between the current throttle opening and the throttle opening a certain time ago The throttle opening difference obtained by taking
Input to 3015, determine whether the bad road hold is ON or OFF depending on whether or not they are within a certain range, output the bad road hold flag, and when the bad road hold flag is ON in the delay unit 3020 or when the bad road hold flag is ON. The judgment of the judgment unit 3015 is from ON to OFF
After changing to, the hold is turned on for a certain period of time, and when the hold is turned on by the gradient hold unit 3030, the value immediately before the hold is turned on is maintained and noise is removed. Similarly, a low μ road can be detected and noise can be removed.

The operation of the entire block diagram of the noise removal processing will be described with reference to FIG. Vehicle speed, throttle opening,
A brake signal and a gear position signal are input, and the determination units 3010 to 3015 make determinations. When even one of these is turned on, the gradient hold unit 3030 keeps the value immediately before the hold on and removes noise when the hold is on.

In FIG. 58, an example of hold when the composite factors overlap will be described. When throttle acceleration and gear shift overlap, each hold flag is output only when each condition is satisfied, and the entire hold flag is output as the sum of them.

The operation of generating a hold signal as the sum of complex factors will be described with reference to FIG. The sum of the shift hold flag, the throttle difference hold flag, the brake hold flag, the vehicle speed hold flag, and the vehicle speed difference hold flag becomes the entire hold flag.

With reference to FIG. 60, an example of realizing noise removal by the mask flag will be described. The shifting state determination unit 3010 determines the shifting state based on whether the current gear position signal output from the transmission control unit 60 and the next gear position signal are the same, and outputs the shifting flag. The shift flag is set to 0 in the delay unit 3020.
When it is N and after the judgment of the gear shift judgment unit 3010 is changed from ON to OFF, the mask is turned ON for a certain time (T6 seconds), the mask flag is output to the automobile control unit 5 together with the gradient 2, and the value of the mask flag is checked. Noise is removed by deciding whether or not to use the gradient 2.

In FIG. 61, 1 of application to transmission control
An example will be described. Input the gradient, vehicle speed, and throttle opening to the transmission control unit 5010, change the shift map according to the gradient,
The gear position is determined and controlled by the vehicle speed and the throttle opening.
As a result, it is possible to avoid a busy shift that tends to occur when traveling on an uphill at a high vehicle speed, prevent upshifting at an uphill corner, and prevent overrunning on a downhill.

Referring to FIG. 62, another embodiment of application to transmission control will be described. A shift pattern A5022 that shifts to the low vehicle speed side and immediately upshifts at low vehicle speed, and a shift pattern that shifts to the high vehicle speed side that does not upshift unless the vehicle speed becomes high. From TVO, VSP, DTV
The shift pattern generation unit 5021 generates a shift pattern optimum for the current traveling state using O and θ. Using the generated shift pattern, CURGP, TVO, and VSP are used to search for and output the next command gear position NXTGPNEW. The pattern A5022 and the pattern B5023 used here move the shift line in the vehicle speed direction, but may move in the TVO direction. If you shift the shift line to the high opening side, you will immediately shift up,
If it is moved toward the low opening side, the pattern will be difficult to shift up.

A block diagram of shift pattern generation will be described with reference to FIG. Variable amount X calculation unit 5024 for TVO, VS
The variable amount X is calculated using P, DTVO, and θ. The shift pattern calculation unit 5025 interpolates between the pattern A5022 and the pattern B5023 according to the variable amount X to generate a shift pattern.

A block diagram for calculating the variable amount X will be described with reference to FIG. The variable amount X calculation unit 5024 calculates the variable amount x ₁ of the shift pattern according to the gradient and calculates the gradient variable amount calculation unit 5026.
And it is composed of an acceleration intention partial variable amount calculating section 5027 that calculates a variable amount x ₂ shift pattern by the driver's intention to accelerate, that plus these outputs x _1, x ₂ is the variable amount X. The gradient variable amount calculation unit 5026 calculates x ₁ by a function having θ as an argument. For example between theta ₁ of theta ₂ is x ₁ is theta ₁ or less at a constant value theta is x ₁ is increased as the smaller, is calculated by the theta ₂ or more proportional x ₁ is larger such function theta . In this case, there is no change in the shift pattern in the range from θ ₁ to θ ₂ , but if the vehicle goes uphill or downhill outside this range, the shift line moves to the higher vehicle speed side according to the gradient, and an appropriate shift pattern is generated. . The acceleration intention variable amount calculation unit 5027 uses the DT
The VO threshold calculation unit 5028 retrieves the DTVO threshold value Wn by TVO and VSP, and DT
VO is divided by the DTVO threshold value Wn and multiplied by a constant k to calculate x ₂ . Then, the variable amount X is calculated with X = x ₁ + x ₂ .

In FIG. 24, the gradient variable amount function will be described. (A) is x ₁ becomes larger as theta decreases in theta ₀ or less, theta ₀ or more x ₁ increases in proportion to theta. By using this function, the shift pattern can be changed in proportion to the gradient. In (B), a limiter is provided in the function of (A), and the same movement as the function of (A) occurs within the range of θ ₁ to θ ₂ , but x ₁ = xa outside the range.
(C) is a function that changes the shift pattern stepwise within the gradient range. theta ₁ The following xa, is in the range of theta ₁ of theta ₂ x
b, xc in the range of θ ₂ to θ ₃ , x in the range of θ ₃ to θ _4
0 , xc in the range of θ ₄ to θ ₅ , x in the range of θ ₅ to θ ₆
It becomes xa when b or θ ₆ or more. This stage may be any number. (D) is but constant in the range of theta ₁ of θ _2, θ x ₁ becomes larger as theta is small at less than _1, x ₁ increases as theta increases in theta ₂ or more. At this time, as the distance from θ ₀ increases, the way x ₁ increases increases. These functions may be the functions of the gradient variable amount calculation unit 5026 in FIG.

Referring to FIG. 25, another embodiment of application to transmission control will be described. T at the shift pattern switching unit 5031
Shift pattern part 50 using VO, VSP, DTVO, θ
It is determined which of 32 shift patterns to use is switched, and the CUR is selected using the shift pattern selected by the gear position search unit 5020.
Next command gear position NXTGPN by GP, TVO, VSP
Search and output EW. As a result, it is possible to avoid a busy shift that tends to occur when traveling on an uphill at a high vehicle speed, prevent upshifting at an uphill corner, and prevent overrunning on a downhill.

26, the shift pattern portion of FIG.
The shift pattern used on the 5032 is explained. (A) is something that can only be climbed in 1st gear. It is selected when you are using a very steep uphill slope or a 1st gear emblem. (B) is selected for a steep uphill slope where you can only climb in 1st or 2nd gear or a steep downhill slope where you need to use the 2nd gear emblem. (C) is selected when climbing uphill where you can only climb up to 3rd speed or downhill where you need to use the 3rd speed emblem. (D) is selected during high-speed climbing to avoid busy shift. (E) is selected during normal traveling on flat ground. (F) is selected when there is a sharp sense of acceleration and power. (G) is selected when the driver wants to drive with a dull acceleration feeling and low fuel consumption. (H) is selected on a low speed uphill bend to prevent upshifting. (I) is selected at the time of slow acceleration at high speed to prevent an unexpected downshift. (J) is selected when it is desired to start in second gear on a low μ road or a downhill road. (K) is selected when it is desired to start in third gear on a low μ road or a downhill road.

Referring to FIG. 27, a hardware configuration diagram for performing gradient-corresponding transmission control will be described. Engine 1110, AT1120
Etc. attached to the engine speed sensor 2713, turbine speed sensor 2714, vehicle speed sensor 1121, other throttle sensor 2710, brake SW2711, shift range SW2712
Etc. are input to the control unit 2740 of the automatic transmission. These signals are input to the input circuit 2730 and waveform shaping circuit 27.
Input through I / O port 2755 of microcomputer 2750 through 31
Performs / D conversion and cycle measurement. ROM for time management at this time
The program written in 2753 is executed by the CPU 2751 to operate the system controller 2752. The fetched data is stored in the RAM 2754 and the CPU 2751 executes calculations such as torque estimation, gradient estimation and shift pattern change according to the program written in the ROM 2753. The resulting gear position and L / U signal are output from the I / O port 2755 to the shift solenoid A, B, C drivers 2732-2734 and L / U solenoid driver 2735 to operate the hydraulic mechanism 2720 to control the transmission. . The ROM 2753 also stores tables such as shift patterns, pump torque maps, engine torque maps, and the like.

The method of using the estimated gradient for the control is not limited to the above-mentioned shift control, but the vehicle control apparatus for gradients having the vehicle speed constant control means for controlling the speed adjusting means to perform the constant vehicle speed control A storage means for storing the vehicle speed, and a state for determining the state of the speed adjusting means in consideration of the gradient so that a predetermined acceleration is obtained irrespective of the gradient, and outputting a control signal to the vehicle speed constant control means. It may have a deciding means.

Further, in the navigation device having the position detecting means for detecting the position of the vehicle and the inclination detecting means for detecting the inclination, the navigation device has the correcting portion for correcting the inclination obtained by the inclination detecting means by the inclination. You may stay.

[0195] Further, the vehicle control device for slope control may have a throttle drive means for driving the throttle and a throttle control device for realizing acceleration corresponding to the amount of depression of the accelerator regardless of the slope.

As described above, since the estimated gradient from which noise has been removed is used in the running states of all automobiles, stable automobile control can be performed.

[0197]

According to the present invention, since the traveling load is estimated and the shift is executed in accordance with the vehicle weight and the traveling load, an optimal shift pattern is formed according to the driving environment (mountain road, when many people are riding). Thus, it is possible to provide an automatic gear shift control device for a vehicle, which has improved drivability and has improved fuel efficiency when traveling on a flat surface as compared with the conventional one.

Further, it is possible to provide a gradient estimating device for estimating the gradient with high accuracy.

Furthermore, it is possible to provide a gradient estimating device that stably outputs highly accurate gradient estimation.

[Brief description of drawings]

FIG. 1 is a block diagram of a shift control system including an automatic shift control device according to the present invention.

FIG. 2 is a block diagram of hardware of a shift control system including an automatic shift control device according to the present invention.

FIG. 3 is an explanatory diagram showing details of an input signal and an output signal to an AT control unit.

FIG. 4 is a configuration diagram of a vehicle weight estimation system including vehicle weight estimation means.

FIG. 5 is an explanatory diagram showing a time series of acceleration response waveforms.

FIG. 6 is an explanatory diagram showing a method for starting time series.

FIG. 7 is an explanatory diagram showing a flow of processing for generating a time series start signal.

FIG. 8 is a flowchart showing a processing flow of the time-sequentialization start signal generating means.

FIG. 9 is an explanatory diagram showing a learning method of a neural network used for vehicle weight estimation means.

FIG. 10 is a block diagram of a shift control system including torque converter generated torque estimating means, engine generated torque estimating means, and load estimating means.

11 is an explanatory diagram of an engine torque map and a torque converter characteristic map. FIG.

FIG. 12 is a flow chart showing the flow of auxiliary machine torque estimation processing.
Chart.

FIG. 13 is a flowchart showing the flow of processing for estimating engine generated torque.

FIG. 14 is a flowchart showing the flow of processing for estimating output torque from the torque converter.

FIG. 15 is a flowchart showing the flow of processing for estimating traveling load torque from estimated output torque.

FIG. 16 is a flowchart showing a processing flow of another method of estimating the auxiliary machine torque.

FIG. 17 is a block diagram of a gear position determining means.

FIG. 18 is an explanatory diagram showing a shift map of a method of changing a shift schedule based on load estimation and vehicle weight estimation.

FIG. 19 is a block diagram of an automatic shift control device that continuously changes a shift schedule in consideration of a gradient.

FIG. 20 is an explanatory view showing a shift map when the shift schedule is continuously changed.

FIG. 21 is an explanatory diagram showing how to obtain an acceleration request.

FIG. 22 is a block diagram of shift pattern generation.

FIG. 23 is a block diagram for calculating a shift pattern variable amount X.

FIG. 24 is a graph of a shift pattern gradient variable amount function.

FIG. 25 is another explanatory diagram of application to transmission control.

FIG. 26 is an explanatory diagram of a shift pattern used for shifting the shift pattern.

FIG. 27 is a configuration diagram of hardware that performs transmission control corresponding to a gradient.

FIG. 28 is a configuration diagram of an engine and a transmission.

FIG. 29 is a time chart diagram showing a vehicle speed measurement process.

FIG. 30 is a block diagram showing a processing procedure of vehicle speed measurement.

FIG. 31 is a block diagram showing a processing procedure of vehicle speed measurement by measuring a cycle of dividing by N.

FIG. 32 is a block diagram showing a processing procedure of vehicle speed measurement based on variable frequency division period measurement.

FIG. 33 is a block diagram showing a processing procedure of vehicle speed measurement by a variable frequency division period measurement with hysteresis.

FIG. 34 is a graph showing an operation of variable frequency division with hysteresis.

FIG. 35 is a block diagram showing a calculation process procedure of a speed ratio e by a turbine sensor and an engine rotation sensor.

FIG. 36 is a block diagram showing a calculation processing procedure of a speed ratio e by a vehicle speed sensor and an engine rotation sensor.

FIG. 37 is a block diagram showing a procedure for switching between torque converter torque and engine torque.

FIG. 38 is a block diagram showing a processing procedure of an output shaft torque estimation unit by switching between torque converter torque and engine torque.

FIG. 39 is a block diagram showing a processing procedure for noise removal due to a rough road.

FIG. 40 is a block diagram showing the overall processing procedure of noise removal.

FIG. 41 is a block diagram showing a processing procedure of pump torque estimation based on engine torque characteristics.

FIG. 42 is a block diagram showing an embodiment of an automobile control device provided with a noise removing unit.

FIG. 43 is a block diagram showing an example of gradient estimation.

FIG. 44 is a block diagram showing another embodiment of gradient estimation.

FIG. 45 is a block diagram of an output shaft torque estimation unit.

FIG. 46 is a detailed block diagram of an output shaft torque estimation unit.

FIG. 47 is a time chart diagram of an example of gradient estimation during shifting.

FIG. 48 is a block diagram showing a processing procedure of noise removal by holding during shifting.

FIG. 49 is a block diagram showing a processing procedure of noise removal by throttle acceleration / deceleration.

FIG. 50 is a flowchart of throttle acceleration / deceleration determination.

FIG. 51 is a time chart of a noise removal processing procedure based on the difference in throttle opening.

FIG. 52 is a block diagram showing a processing procedure for noise removal based on brake operation determination.

FIG. 53 is a time chart diagram of a processing procedure of noise removal by brake operation determination.

FIG. 54 is a block diagram of a processing procedure of noise removal by vehicle speed hold determination.

FIG. 55 is a time chart showing a noise removal process by vehicle speed hold determination.

FIG. 56 is a block diagram showing a processing procedure of noise removal by acceleration.

FIG. 57 is a time chart diagram of a processing procedure of noise removal by acceleration.

FIG. 58 is an explanatory diagram of a holding method when the composite factors overlap.

FIG. 59 is a block diagram of generation of a hold signal as a sum of composite factors.

FIG. 60 is an explanatory diagram of noise removal using a mask flag.

FIG. 61 is an explanatory diagram of application to transmission control.

FIG. 62 is another explanatory diagram of application to transmission control.

[Explanation of reference numerals] 1 gradient estimating unit, 3 noise removing unit, 5 automobile control unit 101 throttle opening detecting unit 102 acceleration detecting unit 103 vehicle speed detecting unit 104 engine speed detecting unit 105 turbine speed detecting unit 106 vehicle weight estimation Means 107 Torque converter generated torque estimation means 108 Engine generated torque estimation means 109 Gear position determination means 110 Load estimation means 111 Hydraulic drive means 1010 Torque estimation section

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number within the agency FI Technical indication location F16H 59:48 8009-3J (72) Inventor Hiroshi Katayama 4026 Kujicho, Hitachi City, Ibaraki Japan Hitachi Research Laboratory (72) Inventor Hiroshi Onishi 4026 Kuji Town, Hitachi City, Ibaraki Prefecture Hitate Manufacturing Co., Ltd.Hitachi Research Laboratory (72) Inventor Junichi Ishii 4026 Kuji Town, Hitachi City, Ibaraki Hitachi Co., Ltd. Hitachi Ltd. In-house (72) Inventor Toshimichi Minowa 4026 Kuji-cho, Hitachi City, Hitachi, Ibaraki Hitachi, Ltd. Inside Hitachi Research Laboratory (72) Inventor Michimasa Horiuchi 2520, Takaba, Katsuta-shi, Ibaraki Hitachi Automotive Systems Division

Claims (55)

[Claims] 1. A load calculating means for calculating a load of an automobile, an output torque estimating means for calculating an output torque with reference to a torque characteristic of a drive system, and a traveling for estimating a running load from the load and the output torque. A load estimation means, a storage means for at least two shift schedules, and a shift schedule variable control section for determining a shift schedule of an automatic transmission during actual traveling from the traveling load and the shift schedule. An automatic shift control device for an automobile characterized by: 2. The automatic gear shift control device for a vehicle according to claim 1, wherein the output torque estimating means calculates the output torque with reference to at least a torque characteristic of the torque converter. apparatus. 3. The automatic gear shift control device for an automobile according to claim 1, wherein the output torque estimating means calculates the output torque of the torque converter with reference to at least the torque characteristic of the torque converter, and further responds to the shift command. An automatic shift control device for an automobile, characterized in that an output torque is calculated by multiplying a gear ratio of a gear stage. 4. The automatic gear shift control device for a vehicle according to claim 1, wherein the output torque estimating means calculates the output torque with reference to at least the torque characteristic and the engine torque characteristic of the torque converter. Automatic shift control device. 5. The automatic gear shift control device for an automobile according to claim 1, wherein the output torque estimating means is configured such that, when the ratio of the input rotation speed to the output rotation speed of the torque converter exceeds a predetermined value,
An automatic gear shift control device for a vehicle, wherein output torque is calculated by switching between engine torque characteristics and torque converter torque characteristics. 6. The automatic gear shift control device for an automobile according to claim 1, further comprising a neuron in which at least a throttle opening and an acceleration vehicle weight are inputted and a vehicle weight corresponding to them is learned in advance, and the load calculating means is A vehicle weight estimating means for estimating a vehicle weight of the automobile, wherein the vehicle weight estimating means estimates at least one of the throttle opening and the acceleration into a time series and estimates the vehicle weight. Automatic shift control device for automobiles. 7. The automatic gear shift control device according to claim 6, wherein the vehicle weight estimating means sets a time series of the throttle opening and the acceleration to take in the throttle opening exceeding a predetermined value. When the acceleration exceeds a certain value,
An automatic gear shift control device for a vehicle, which takes in the throttle opening and acceleration. 8. The automatic shift control device for an automobile according to claim 1, wherein the shift schedule variable control section continuously varies the shift line according to a running load. 9. The automatic shift control system for an automobile according to claim 1, wherein the shift schedule variable control section continuously varies the shift line by at least the vehicle weight. . 10. The automatic shift control device for a vehicle according to claim 1, wherein the shift schedule variable control section continuously varies the shift line according to the inclination angle and the vehicle weight of the traveling vehicle. Automatic shift control device. 11. The automatic gear shift control device for an automobile according to claim 1, wherein the shift schedule variable control unit is a tilt angle of a traveling vehicle,
An automatic gear shift control device for a vehicle, which continuously varies a shift line according to a vehicle weight and an acceleration request. 12. The automatic gear shift control device for a vehicle according to claim 1, wherein the load calculation means is a vehicle weight estimation means for estimating a vehicle weight of the vehicle, and has an acceleration input means for receiving an acceleration signal. The running load estimation means, the obtained vehicle weight, output torque,
The running load is estimated from the acceleration, and the shift schedule variable control unit selects one of the shift schedules according to the obtained vehicle weight and running load, and changes the gear position according to the selected shift schedule. An automatic gear shift control device for an automobile, characterized in that it is a gear position deciding means for making a decision. 13. The automatic gear shift control device according to claim 12, wherein the vehicle weight estimating means receives a throttle opening signal, an acceleration signal, and a vehicle speed signal to estimate the vehicle weight of the vehicle. The estimating means receives the engine speed signal and the turbine speed signal of the torque converter to estimate the output torque, and the running load estimating means estimates the load from the acceleration signal and the obtained vehicle weight and output torque. An automatic gear shift control device for an automobile, characterized by: 14. The automatic gear shift control device for an automobile according to claim 12, wherein the torque estimating means estimates the output torque from the turbine rotation speed and the engine rotation speed according to the rotation ratio of the torque converter. An automatic shift control device for an automobile, comprising: a mode; and a mode for estimating an output torque from an engine throttle opening and an engine speed. 15. The automatic gear shift control device for an automobile according to claim 12, 13 or 14, wherein the running load estimating means comprises: vehicle weight, output torque;
An automatic gear shift control device for a vehicle, characterized by solving a motion equation from acceleration to estimate a running load. 16. A vehicle weight measuring means for measuring a vehicle weight of an automobile, a torque estimating means for estimating an output torque, an acceleration input means for receiving an acceleration, and a vehicle running from the obtained vehicle weight, output torque and acceleration. Based on the running load estimation means for estimating the load, the storage means for at least two shift schedules, the obtained vehicle weight, the running load, and the shift schedule, the shift schedule of the automatic transmission during actual running is determined. An automatic shift control device for an automobile, comprising: a gear position determining means for determining and determining a gear position according to the determined shift schedule. 17. The method according to claim 12, 13, 14, 15 or 1.
7. The automatic gear shift control device for a vehicle according to 6, further comprising start signal generating means for outputting a reception start signal in synchronization with a rising edge of the acceleration signal when receiving the acceleration signal. 18. A gradient estimating device for estimating a gradient of a road, comprising torque calculating means for calculating a torque of a vehicle and vehicle speed detecting means for detecting a vehicle speed, wherein running resistance is obtained from the vehicle speed, A gradient estimating device for estimating the gradient of a road by calculating the gradient resistance by subtracting the traveling resistance from the torque of the vehicle. 19. The gradient estimating device according to claim 18, wherein the torque calculating means is an engine torque estimating unit that calculates the torque of the vehicle by receiving at least the engine speed and obtaining the engine generated torque. A gradient estimation device characterized by being present. 20. The gradient estimating device according to claim 19, wherein the engine torque estimating section receives at least the engine speed and the throttle opening and calculates the engine generated torque to calculate the vehicle torque. A gradient estimation device, which is a torque estimation unit. 21. The gradient estimating device according to claim 19, wherein the engine torque estimating section receives at least the engine speed and the intake air flow rate and obtains the engine generated torque to calculate the vehicle torque. A gradient estimation device, which is a torque estimation unit. 22. The gradient converter according to claim 18, wherein the torque calculating means calculates the torque of the vehicle by receiving at least the input rotational speed of the torque converter and obtaining the torque generated by the torque converter. A gradient estimation device, which is a torque estimation unit. 23. The gradient estimating device according to claim 18, wherein the torque calculating means receives at least the input rotational speed and the output rotational speed of the torque converter and obtains the torque converter-generated torque to obtain the torque of the vehicle. A gradient estimation device, which is a torque converter torque estimation unit that calculates torque. 24. The gradient estimating device according to claim 18, further comprising a conversion unit that calculates an output rotation speed from the detected vehicle speed, and the torque calculation means includes at least an input rotation speed of the torque converter and the calculation. By inputting the output rotational speed and the torque generated by the torque converter,
A gradient estimation device, which is a torque converter torque estimation unit that calculates a torque of a vehicle. 25. The gradient estimating device according to claim 18, wherein the torque calculating means calculates an engine generated torque to calculate a vehicle torque, and a torque converter generated torque. A torque converter torque estimating unit that calculates the torque of the vehicle, and a torque selecting unit that selects one of the two torques calculated by the engine torque estimating unit and the torque converter torque estimating unit depending on the operating state. A gradient estimating device. 26. The gradient estimating apparatus according to claim 25, wherein the torque selecting section performs the selection according to a speed ratio between an input rotational speed and an output rotational speed of the torque converter. 27. The gradient estimating device according to claim 25, wherein the torque selecting unit calculates the torque calculated by the engine torque estimating unit when the speed ratio between the input rotation speed and the output rotation speed of the torque converter is equal to or more than a predetermined value. A gradient estimation device characterized by selecting converter generated torque. 28. The gradient estimating apparatus according to claim 25, further comprising: an auxiliary machine torque estimating section that estimates an auxiliary machine torque from a torque converter torque estimating section and an engine torque estimating section, and the estimated auxiliary machine torque is calculated by the engine. A gradient estimating device characterized in that the engine generated torque is corrected by subtracting it from the generated torque. 29. The gradient estimating device according to any one of claims 18 to 28, wherein the vehicle speed detecting means includes pulse generating means for generating a pulse by rotation of an axle on the output side of the torque converter. A gradient estimating device comprising: a cycle measuring means for measuring a cycle of the pulse signal; and a vehicle speed converting means for converting the obtained cycle to calculate a vehicle speed. 30. The gradient estimating device according to claim 29, wherein the vehicle speed detecting means detects the vehicle speed at regular time intervals. 31. The gradient estimating device according to claim 29 or 30, wherein the vehicle speed detecting means has an integrating means for integrating a cycle output by the cycle measuring means for a predetermined number of pulses, The gradient estimating device, wherein the converting means calculates the vehicle speed from the integrated cycle. 32. The gradient estimating apparatus according to claim 29 or 30, wherein the vehicle speed detecting means has a number of pulses determined by the length of the cycle output by the cycle measuring means. A gradient estimating device having an integrating means for integrating the vehicle speed, wherein the vehicle speed converting means calculates the vehicle speed from the integrated cycle. 33. The gradient estimating device according to claim 32, wherein the number of pulses determined by the length of the cycle output by the cycle measuring means has a hysteresis with respect to a change in vehicle speed. apparatus. 34. The gradient estimating device according to any one of claims 18 to 33, further comprising differentiating means for obtaining a differential of the detected vehicle speed and acceleration resistance calculating means for obtaining an acceleration resistance from the differential of the vehicle speed. A gradient estimating device characterized by estimating acceleration by subtracting acceleration resistance from vehicle torque. 35. The gradient estimating device according to claim 34, further comprising a low-pass filter that passes a low-frequency component of a value obtained by subtracting acceleration resistance from the torque of the vehicle. 36. The gradient estimating device according to claim 34, further comprising: a low-pass filter provided after the torque calculating means, and a low-pass filter provided after the differentiating means. Gradient estimation device. 37. The gradient estimating apparatus according to claim 36, wherein the low-pass filter provided after the torque calculating means and the low-pass filter provided after the differentiating means have the same frequency characteristic. A gradient estimating device. 38. The gradient estimating device according to any one of claims 18 to 33, wherein differentiating means for obtaining a differential of the detected vehicle speed, differentiating means for obtaining a flatland running resistance from the detected vehicle speed, and acceleration from the differential of the vehicle speed. An acceleration resistance calculating means for calculating resistance, subtracting means for subtracting acceleration resistance and level running resistance from the torque of the vehicle, and a low-pass filter for passing a low-frequency component of the obtained result. A gradient estimation device comprising: 39. The gradient estimating apparatus according to claim 18, further comprising a noise removing section for removing noise included in the estimated gradient, wherein the noise removing section generates noise. A gradient estimating apparatus having a determining unit for determining whether or not there is noise, and invalidating an estimated value at that time when noise is generated. 40. The gradient estimating apparatus according to claim 35, 36, 37 or 38, further comprising a noise removing unit provided after the low pass filter for removing noise contained in the filter. Gradient estimation device. 41. The gradient estimating device according to any one of claims 18 to 38, wherein the noise removing unit is provided in a stage before the torque calculating unit and a stage after the vehicle speed detecting unit to remove noise. And a gradient estimation device. 42. The gradient estimating device according to claim 39, 40 or 41, wherein the determination section receives a status signal of the automatic transmission output from the automatic transmission control section and determines that a shift is in progress. A gradient estimating device comprising at least a shift change determining unit and removing noise during a shift and during a predetermined time after the shift is completed. 43. The gradient estimating device according to claim 39, 40 or 41, wherein the determining section receives the throttle opening signal and calculates a changing speed of the throttle opening, and a changing speed of a predetermined value or more or a predetermined value. A gradient estimating device comprising at least a throttle acceleration / deceleration determining unit for determining the following deceleration, and performing noise removal during an acceleration / deceleration generation section and a predetermined time after the generation. 44. The gradient estimating device according to claim 39, 40 or 41, wherein the determining section has at least a brake operation determining section for receiving a brake state signal and detecting the brake state, and A gradient estimation device characterized by removing noise for a predetermined time after completion. 45. The gradient estimating device according to claim 39, 40 or 41, wherein the determining section has at least a vehicle speed hold determining section for receiving the vehicle speed signal and determining whether the vehicle speed signal is within a predetermined range. A gradient estimating device which removes noise when a vehicle speed signal is within a predetermined range. 46. The gradient estimating device according to claim 40, wherein the determining unit receives the value of the difference between the vehicle speed signals passed through the low-pass filter, and determines that the value exceeds a predetermined value. A gradient estimating device having at least a differential hold determination unit, wherein noise is removed when a difference value of vehicle speed signals passing through a low-pass filter exceeds a predetermined value. 47. The gradient estimating apparatus according to claim 39, 40 or 41, wherein the determining unit receives the status signal of the automatic transmission output from the automatic transmission control unit and determines that the shift is in progress. The middle judgment part, the throttle opening / closing signal that calculates the speed of change of the throttle opening in response to the throttle opening signal, and judges the speed of change above a predetermined value or deceleration below a predetermined value, and the brake status signal. In response, the brake operation determination unit that detects the state of the brake, the vehicle speed hold determination unit that receives the vehicle speed signal and determines that the vehicle speed signal is within a predetermined range, and the vehicle speed signal that has passed the low-pass filter. At least two of the vehicle speed differential hold determination units that determine that the above value exceeds a predetermined value by receiving the difference value of A gradient estimation device that removes noise when is satisfied. 48. The gradient estimating apparatus according to claim 39, wherein the noise removing unit holds an input signal to the noise removing unit at the start of noise removal while performing noise removal. A gradient estimation device characterized by: 49. The gradient estimating apparatus according to claim 39, wherein the noise removing unit applies an input signal to the noise removing unit at the start of noise removal to the outside during noise removal. A gradient estimation device which outputs together with a mask flag indicating that removal is necessary. 50. The gradient estimating device according to claim 18, wherein the noise removing unit is configured to estimate the gradient value when a period in which the difference in vehicle speed changes beyond a predetermined range continues for a predetermined period. A gradient estimation device, which outputs a signal for invalidating the signal to the outside. 51. A gradient-compatible vehicle control device having the gradient estimation device according to any one of claims 18 to 50 for controlling a transmission, comprising a storage means for storing a plurality of shift patterns. And a transmission control unit that determines a gear by selecting a shift pattern from the storage means in accordance with the road gradient. 52. A gradient-compatible vehicle control device having the gradient estimating device according to any one of claims 18 to 50 for controlling a transmission, comprising: storage means for storing a shift pattern; A slope-compatible vehicle control device comprising: a shift control unit that generates a shift pattern from the shift pattern of the storage unit according to a road gradient, and determines a gear based on the generated shift pattern. 53. A gradient-compatible vehicle control device comprising: the gradient estimating device according to any one of claims 18 to 50; and a vehicle speed constant control means for controlling a speed adjusting means to perform a constant vehicle speed control, Storage means for storing the vehicle speed, and state determination means for determining the state of the speed adjusting means in consideration of the gradient so that a predetermined acceleration is obtained irrespective of the gradient and outputting a control signal to the vehicle speed constant control means. An inclination control vehicle control device comprising: 54. A navigation device comprising: the gradient estimating device according to any one of claims 18 to 50; position detecting means for detecting a position of a vehicle; and inclination detecting means for detecting an inclination, wherein: A gradient-adaptive vehicle control device having a correction unit that corrects the inclination obtained by the inclination detection means. 55. A gradient-compatible vehicle control device having the gradient estimating device according to any one of claims 18 to 50, comprising: throttle driving means for driving a throttle; and acceleration corresponding to a depression amount of an accelerator. And a throttle control device that is realized independently of the above.