JP3084597B2 - Control device for automatic transmission for vehicle on uphill road - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle on an uphill road.

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle, generally,
A shift map is provided which uses vehicle speed and engine load (throttle opening and the like) as parameters, and information on the vehicle speed and engine load at that time during running is applied to this shift map to determine a shift speed to be selected. .

[0003] However, since this shift map is created on the basis of a general level terrain running state, for example, when traveling on a downhill road or an uphill road, it does not always provide an optimum shift speed.

In view of such circumstances, for example, Japanese Patent Publication No. Sho 59
Japanese Patent No. 8698 proposes a technique in which shift maps are separately provided according to the state of a traveling road such as for traveling on a flat road or traveling on an uphill road, and these are appropriately switched and used.

In Japanese Patent Publication No. 59-8698, a reference vehicle acceleration (expected value of running acceleration) on a flat road is obtained in advance by using a throttle opening, a vehicle speed, and the like as parameters. Also disclosed is a technique for comparing the calculated actual vehicle acceleration with the calculated actual vehicle acceleration to determine that the vehicle is traveling on a downhill if the actual acceleration is larger than a reference acceleration by a predetermined value or more, and that the vehicle is traveling on an uphill if the actual acceleration is smaller than the reference acceleration. Have been.

[0006] For example, Japanese Patent Application Laid-Open No. 5-71623,
In Japanese Patent No. 71625, the reference acceleration data set and stored in advance based on the vehicle speed, the throttle opening, and the shift speed is filtered (so-called smoothing process) to determine an uphill road. A technique for calculating a reference acceleration is disclosed. By calculating the reference acceleration by the filter processing as described above, the response delay of the vehicle speed with respect to the change in the throttle opening, that is, the reference acceleration in consideration of the response delay of the actual acceleration with respect to the change in the throttle opening is used for the determination of the uphill road. In other words, the uphill road can be determined more accurately.

[0007] When it is determined that the vehicle is traveling on an uphill or downhill, generally, in order to further increase the power performance on an uphill or to apply more engine braking on a downhill, Control for maintaining or shifting down to the lower gear is performed.

[0008]

By the way, for example, as disclosed in Japanese Patent Publication No. 61-48019,
When the control is performed to prohibit the fourth speed from among the four speeds (that is, maintain the third speed) when it is determined that the vehicle is on an uphill road, the third speed is controlled. It is sufficient to determine the uphill road only at the speed stage and the fourth speed stage. Therefore, the reference acceleration data needs to be set and stored only for the third speed and the fourth speed, so that the storage capacity of the ROM (read only memory) can be reduced.

However, in the case where the reference acceleration data is set and stored only at a specific shift speed as described above, the shift speed at which the data is not stored (the first shift speed or the first shift speed in the above example). When shifting from the second gear to the gear (third gear or fourth gear) in which the data is stored, since there is no previous (filtered) reference acceleration to be referred to, As a result of the processing, an extremely inappropriate reference acceleration is calculated for a while. Therefore, during this time, a new problem arises in that the execution of the control on the uphill road is delayed by a corresponding amount because the uphill road cannot be properly determined.

SUMMARY OF THE INVENTION The present invention has been made in view of such a problem, and has been described by setting and storing the reference acceleration data in advance only for the gears required for control.
In addition to reducing the storage capacity of the OM, it is also possible to prevent an inappropriate reference acceleration from being calculated by the filtering process even in a case where a shift from a gear where no data is stored is executed. It is an object of the present invention to provide a control device for an automatic transmission on an ascending road, which can always appropriately determine an ascending road even when a proper shift is executed.

[0011]

SUMMARY OF THE INVENTION The present invention comprises a means for detecting an actual acceleration of a vehicle, a means for presetting and storing reference acceleration data based on at least a vehicle speed, a throttle opening, and a gear position. Means for calculating the current reference acceleration by performing a filtering process based on the obtained reference acceleration data and the reference acceleration calculated up to the previous time, and comparing the actual acceleration with the filtered reference acceleration. Means to determine the uphill road by doing
Means for controlling to a speed suitable for the uphill road when it is determined that the vehicle is on an uphill road. Means for presetting and storing only the filter processing when the shift from the gear at which the reference acceleration data is not set to the gear at which the reference acceleration data is set is performed at least. Means for defining the reference acceleration data itself at the new gear position as a reference acceleration when a shift prohibited by the filter processing is executed; and calculating the defined reference acceleration up to the previous time. Means for restarting the filtering process as the reference acceleration, and sequentially calculating the subsequent reference acceleration, thereby achieving the above object.

[0012]

In general, data filtering depends on how much importance is given to the history up to the previous time, or how much the latest information is reflected in the value actually used when new data comes in. However, as an actual example, for example, the following equation can be considered.

J (i) = a0 · D (i) + a1 · J (i−1) (1)

Here, J (i) is the reference acceleration after the filtering process obtained this time, and D (i) is the raw reference acceleration data directly obtained from the current map etc. based on the vehicle speed, throttle opening and gear position. , J (i-1) are the reference accelerations after the filter processing, which were obtained last time. A0 and a1 are coefficients, respectively, and a0 + a1 = 1.

When the filter processing is executed in accordance with the equation (1), the importance of the history up to the previous time is determined depending on how the coefficients a0 and a1 are set. In a shift from a shift speed having no data (first speed, second speed), since the second term on the right side of the equation (1) is 0, the higher the coefficient a1 is than the value of a0, the more the current value is obtained. The reference acceleration after the filter processing is calculated (shifted) out of the appropriate value.

Due to the nature of the filter processing, the history up to the previous time is reflected, so that it takes time for the filter processing to reach a value that matches the new gear. Therefore, during this time, it is not possible to judge the uphill road properly.
During this time, measures such as continuously using the determination result of the uphill road before the gear shift are taken.

However, during this time, for example, despite the fact that the vehicle is no longer on an uphill road, the uphill control is continuously performed, or conversely, even though the vehicle has entered the uphill state from the non-uphill state, This means that it may not be possible to immediately start uphill control.

In the present invention, a shift from a gear position not set in the reference acceleration data (hereinafter referred to as an unset gear position) to a gear position in which the reference acceleration data is set (hereinafter referred to as a set gear position) is performed. When it is executed, the filtering process is prohibited, and the reference acceleration data D (i) at the new shift speed, that is, the set shift speed, is used as it is as the filtered reference acceleration J (i) for the determination of the uphill road. It was decided to. The reference acceleration J (i) is set as the reference acceleration J (i-1) subjected to the previous filtering, and the filtering is restarted based on the newly obtained reference acceleration data D (i). did.

As a result, even in the case where the gear is shifted from the unset gear to the set gear, a value far from the appropriate value is not calculated as the reference acceleration, and a blank time occurs in the determination. The uphill road can always be determined appropriately without any problem.

[0020]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 2 is an overall schematic diagram of a vehicle automatic transmission (and engine) to which the present invention is applied.

The automatic transmission 2 includes a torque converter section 20, an overdrive mechanism section 40, and an underdrive mechanism section 60 having three forward stages and one reverse stage.

The torque converter section 20 includes a pump 2
1, a turbine 22, a stator 23, and a lock-up clutch 24. The output of the crankshaft 10 of the engine 1 is
Transmit to 0.

The overdrive mechanism 40 includes a sun gear 43, a ring gear 44, a planetary pinion 42,
And a set of planetary gear units consisting of
The rotational state of the planetary gear unit is controlled by a clutch C0, a brake B0, and a one-way clutch F0.

The underdrive mechanism 60 includes two sets of planetary gear units including a common sun gear 61, ring gears 62 and 63, planetary pinions 64 and 65, and carriers 66 and 67. Rotation state, the overdrive mechanism 40 and the output shaft 70
To the clutch C1, C2, brake B1 ~
It is controlled by B3 and one-way clutches F1, F2.

A computer 84 for controlling the automatic transmission 2
The throttle sensor 80 detects a throttle opening to reflect the load of the engine 1 or the accelerator opening, a vehicle speed sensor (rotation speed sensor of the output shaft 70) 82 detects a vehicle speed, a parking range, a drive range, and L
A shift position switch 86 that outputs a signal of a shift position selected by a driver such as a range, a foot brake switch 88 that outputs a signal when a foot brake is depressed, and an engine speed sensor 90 that detects an engine speed. , An idle contact switch 92 that outputs the state of the idle contact (ON when the accelerator is released, OFF when the pedal is depressed). Selects whether to drive with emphasis on power performance (power pattern) or on fuel efficiency (normal pattern). Pattern select switch 94, a cruise control switch 97 for realizing cruise control (automatic constant vehicle speed running), an overdrive off switch 97 for prohibiting running in overdrive (fourth speed), and the like. Signal is input.

The information from the vehicle speed sensor 82 is also used to determine the actual running acceleration of the vehicle.

The computer 84 first obtains a gear position to be selected according to a preset (similar to the conventional) basic map of throttle opening-vehicle speed using input signals from the sensors, switches and the like as parameters. Then, the solenoid valves S 1, S 2, S 3, S 4, etc. in the hydraulic control circuit 98 are driven and controlled so as to achieve the gear stage. As a result, as shown in FIG. 3, the clutches, brakes, and the like are engaged or disengaged, and the four forward speeds (the fourth speed is overdrive) and one reverse speed are achieved.

Here, the computer 84 corresponds to FIG.
According to the control flow as shown in FIG. 5, special control on an uphill or downhill is performed according to the traveling state.

FIG. 4 shows a schematic flow of the special control on this uphill or downhill.

To facilitate understanding of the control flow, an outline of this special control will be described first.

<Control on Uphill Road> When it is determined that the vehicle is traveling on an uphill road, upshifting from the third speed to the fourth speed under a predetermined condition is prohibited. The third gear is held (even if it is determined on the map that the gear should be shifted up to the fourth gear). The main purpose is to secure the power performance and prevent the busy shift.

On an uphill road, the forced downshift from the fourth speed to the third speed is not performed. That is, only when it is determined on the basic shift map that the gear should be shifted down from the fourth gear to the third gear, the gear is shifted down in synchronization with the shift. The reason for this is that if the driver shifts down at an unexpected time while the accelerator pedal is being depressed, the driver may feel uncomfortable.

The return of the ascending control is performed immediately or after a predetermined return timer (delay time) elapses depending on conditions.

<Control on Downhill Road> In control on a downhill road, the following control is executed.

That is, when the vehicle is traveling at the fourth speed, the shift from the fourth speed to the third speed is performed under the conditions of accelerator release and foot brake on. This is a forced downshift that is not synchronized with the shift determination on the basic shift map, but does not give the driver a sense of incongruity because the foot brake is on.

If the vehicle is traveling in the third speed,
Upshifting to the fourth speed is prohibited as long as the accelerator release condition is continuously satisfied (even if it is determined on the basic shift map that the upshift to the fourth speed should be performed).
The third speed is held.

The return of the downhill control is performed immediately or after a predetermined return timer (delay time) elapses depending on conditions.

Hereinafter, a control flow for executing the above-described ascending and descending slope control will be described with reference to FIG.

When this control flow starts, first,
In step 102, it is determined whether or not a precondition for executing the uphill / downhill control is satisfied.

The prerequisites are common to an uphill road and a downhill road. Specifically, 1) the vehicle speed sensor 82 of the automatic transmission is normal, and 2) the shift position switch 86 is set to the drive range. 3) that either the third speed stage or the fourth speed stage is outputting, 4) the vehicle speed is equal to or higher than a predetermined value and equal to or lower than a predetermined value, for example, 1
5) The vehicle is in the range of 5 km / h to 125 km / h. 5) The overdrive off switch 97 is off (inactive), that is, the overdrive (fourth speed) is in a state where it can be permitted. 6) The cruise control switch 96 is turned off, specifically, the cruise non-control state is continuously detected for a predetermined time T1 or more.

If any one of these conditions is not satisfied, the routine proceeds to step 124, where each flag is reset to zero. As a result, the control flow of FIG. 4 is substantially ended.

It is to be noted that the condition that the vehicle speed sensor 82 of the automatic transmission is normal in 1) is that if the vehicle speed sensor 82 has failed, the vehicle must go up or down the slope in order to execute this control. This is because the determination itself cannot be made.

In 2) and 3), the third drive range
The condition that one of the speed stage and the fourth speed stage is being output is a condition that this control is executed only for the hold or downshift in the third speed stage and the fourth speed stage of the drive range. That's why.

The condition that the vehicle speed is within the predetermined value in 4) is based on the condition that when the vehicle speed is equal to or lower than the predetermined value (out of the applicable range of the present control), the second speed stage or the first speed stage is set. This is because when the vehicle speed is equal to or higher than a predetermined value, the vehicle should be maintained at the fourth speed to prevent engine overrun.

In 5), the condition that the overdrive off switch is in the non-operating state is set as a condition that the driver is intentionally avoided from traveling in the overdrive (fourth speed), and this condition is not applied. This is because there is no room for executing hold and downshift at the third speed and the fourth speed by control.

The condition that the cruise control is not operated in 6) is based on the condition that, when the cruise control is executed, the gear position is determined by a separate routine in order to keep the vehicle speed constant. Is automatically controlled.

If it is determined in step 102 that all the preconditions are satisfied, the flow proceeds to step 104. In step 104, it is determined whether a condition for determining an uphill road is satisfied. In this case, a slight hysteresis is provided between when a non-uphill road is determined to be an uphill road and when an uphill road is determined to be a non-uphill road.

More specifically, MOBG ≦ SBG43-KD
When it is determined that the GSF has been established for the predetermined time T2 or longer, it is determined that the vehicle has approached an uphill road from a non-uphill road. On the other hand, MOBG> SBG43−KDGSN is equal to the predetermined time T3.
When it is determined that the above has been established, it is determined that the vehicle has shifted from the uphill road to the non-uphill road.

Here, MOBG indicates the actual acceleration of the vehicle calculated from the output of the vehicle speed sensor (the rotation speed sensor of the output shaft 70 of the automatic transmission) 82, and the SBG 43 indicates each speed change using the throttle opening and the vehicle speed as parameters. Gear (third gear,
It shows the reference vehicle acceleration obtained by filtering the reference vehicle acceleration data at the time of traveling on a flat road, which has been mapped in advance for each fourth gear, by a method described later. Both may be positive or negative depending on the condition. KDGSF is a predetermined value (positive only) mapped in advance so as to be constant up to the middle vehicle speed and large at a high vehicle speed depending on the vehicle speed, and KDGSN is a select pattern (power pattern, normal pattern) by the pattern select switch 94. ) Is a predetermined value (positive only) mapped in advance so as to increase at a high vehicle speed depending on the vehicle speed.

In order to reduce the required ROM capacity, reference vehicle acceleration data for the first speed and the second speed are not prepared.

When the vehicle speed (output shaft rotation speed) is the same, KDGSF> KDGSN (normal)> KDGSN
(Power). The reason why KDGSF is set to be larger than KDGSN is to give hysteresis to the determination, and KDGSF is set to be larger than KDGSN (power).
The reason that the DGSN (normal) is set larger is that it is more difficult to determine that the vehicle has shifted from the uphill to the non-uphill during the power pattern than during the normal pattern, and accordingly, the third speed is accordingly increased. In order to keep the state longer. If the third gear is maintained for a longer time, the fuel economy will slightly decrease, but the busy shift will be prevented and the acceleration and the effectiveness of the engine brake will be improved by that much, so that the traveling sensitive to the accelerator pedal movement can be performed accordingly. . Step 104 will be described later in detail.

When it is determined that the road is an uphill road, the process proceeds to step 106, where the uphill road determination flag Fg0 is set to 1. On the other hand, when it is determined that the road is not an uphill road, the flow proceeds to step 108. Proceed to the flag Fg0
Is reset to zero.

When the uphill determination flag Fg0 changes from 1 to 0, the uphill control return timer starts counting up.

At step 110, it is determined whether or not the vehicle is on a downhill road. If it is determined in step 106 that the road is an uphill road, step 110 is bypassed because it is not necessary to determine a downhill road.

The determination of the downhill road is made by determining that the actual vehicle acceleration MOBG is equal to the reference vehicle acceleration SBGE43 for a predetermined time T.
It is determined whether it is 5 or more, and if it is, step 1
At step 12, the downhill road determination flag Fg1 is set to 1, and if it is not large, the process proceeds to step 116 with zero.

Here, the SBGE 43 is a gear (third gear).
(Gear, fourth gear) and reference vehicle acceleration data (with positive and negative) for downhill roads that are mapped in advance depending on the vehicle speed for each select pattern.

Since the reference vehicle acceleration data on the downhill road does not include such a parameter as an index that may change suddenly, such as the throttle opening, the filtering process is not executed, and the raw value of the data is used as it is. The reference vehicle acceleration is used to determine a downhill road. Therefore, the present invention is not applied to determination of a downhill road.

When the downhill determination flag Fg1 changes from 1 to 0, the downhill control return timer starts counting up.

When the process reaches step 116 in this way,
Here, it is determined whether or not the condition for starting the uphill control is satisfied. Specifically, 1) the foot brake switch 88 is off (the brake is not depressed), 2) the idle contact switch 92 is off (the accelerator is depressed), and 3) the third speed based on the basic shift map. Is satisfied, or one of the outputs of the third speed stage after the determination is satisfied is satisfied. 4) The condition that the uphill road determination flag Fg0 is 1 Is established, it is determined that the ascending control start condition has been satisfied, and the routine proceeds to step 118, where the fourth speed position prohibition request flag Fg2 for the ascending road is set to 1. If any of the conditions 1) to 4), which are the conditions for starting the hill-climbing control, are not satisfied, step 118 is bypassed.

In the above 3), the determination of the power-on downshift to the third speed or the output of the third speed based on the basic shift map is one of the conditions for starting the uphill control, as described above. While the vehicle is traveling in the speed range, the control is executed (when the driver does not intend) to change from the fourth speed stage to the third
This is to prevent a downshift to the first gear. That is, in the uphill control, the downshift from the fourth speed to the third speed is not actively performed, and only the upshift from the third speed to the fourth speed is prevented.

On the other hand, in step 120, it is determined whether or not the condition for starting downhill control is satisfied.

Specifically, 1) the idle contact switch 92 is turned on (the accelerator is released), 2) the foot brake switch 88 is turned on (the brake is depressed), and 3) the downhill road determination flag Fg1 is turned on. When all of the conditions 1 are satisfied, it is determined that the downhill control start condition has been satisfied, and the routine proceeds to step 122, where the fourth speed position inhibition request flag F for a downhill road is set.
g3 is set to 1.

If the condition for starting downhill is not satisfied, step 122 is bypassed. Therefore, at this time, the fourth-speed-stage-prohibition request flag Fg3 for the downhill road is not set to 1.

When the process reaches step 126 in this way,
Thereafter, actual processing is performed based on the value of each flag.
First, at step 126, it is determined whether or not the uphill determination flag Fg0 is zero. In step 128, it is determined whether or not the fourth-speed-gear prohibition request flag Fg2 for the uphill road is "1".

When it is determined that the fourth-gear-speed inhibition prohibition request flag Fg2 for the uphill road is 1 even though the uphill road determination flag Fg0 is zero, the routine proceeds to step 130, where the above-described uphill control return timer is executed. It is determined whether or not is completed. If it has been completed, the fourth step for climbing in step 132
The gear stage prohibition request flag Fg2 is reset to zero, but if not finished, the routine proceeds to step 142 (144), where the fourth speed stage prohibition request flag Fg for uphill or downhill roads is set.
2. The value of Fg3 is confirmed, and if either one is 1, the fourth speed is prohibited in step 146. If both are zero, the control flow ends without prohibiting the fourth speed.

On the other hand, when it is determined that the uphill determination flag Fg0 is not zero, or even when it is determined that the flag Fg0 is zero, it is determined that the fourth speed position inhibition request flag Fg2 for the uphill is not 1. If so, the process proceeds to step 134.

In step 134, the downhill road determination flag Fg1
Is determined. In step 136, it is determined whether the fourth-speed-stage-prohibition request flag Fg3 for a downhill road is "1". If it is determined that the fourth-speed-stage-prohibition request flag Fg3 for the downhill road is 1 even though the downhill-road determination flag Fg1 is zero, the routine proceeds to step 138, where the above-described downhill control return timer ends. It is determined whether or not it is completed. If it has been completed, at step 140, the fourth-speed-stage-prohibition request flag Fg3 for a downhill road is reset to zero.

However, when the downhill determination flag Fg1 is not zero, or when the fourth speed inhibition prohibition request flag Fg3 for downhill is not 1 even if it is zero, the downhill control return timer has not expired. If it is determined that one of the fourth speed gear prohibition request flags Fg2 and Fg3 for the uphill road or the downhill road is 1, the flow goes to step 146 to determine the fourth gear position. Is forbidden.
If both are zero, the control flow ends without prohibiting the fourth speed.

FIG. 5 shows a more specific control flow relating to the determination of the uphill road in step 104 of FIG.

If it is determined in step 102 in FIG. 4 that the precondition is satisfied, the process proceeds to step 402 (within step 104), and a map of SBG 43 (reference vehicle acceleration) data is searched. Step 40
At 6, it is determined whether or not a shift is being performed. In this embodiment, it is determined whether or not a shift is being performed by determining whether or not the shift is within a predetermined time from the shift output. Only when the shift is not in progress, the routine proceeds to step 408, where the SBG 43 is filtered based on the expression (1A).

SBG43 (i) = a0 · SBG43 (data) (i) + a1 · SBG43 (i−1) (1A)

This equation corresponds to the equation (1) described in the section of operation.

As a result, the filter processing of the SBG 43 is not performed only for the limited time during the shift, and
02, the data itself of the SBG 43 searched is used as the SBG 43 (after the filtering process) in the determination of the uphill road.

At step 410, it is determined whether or not the flag Fg0 is zero.
2 and MOBG ≦ SBG43−KD as described above.
The GSF is determined. When the determination result is NO, the flag Fg0 is continuously set to zero. When the determination is YES, the flag Fg0 is reset to 1 in step 106 (FIG. 4).

On the other hand, at step 410, the flag Fg0
Is equal to 1, the process proceeds to 414, where MOBG> SBG43−KDGSN, as described above.
If NO, the process proceeds to step 114 (FIG. 4) while maintaining the flag Fg = 1, and if YES, the process proceeds to step 108 (FIG. 4) to reset the flag Fg0 to zero. , The process proceeds to step 110 (FIG. 4).

By executing the control flow shown in FIG. 5, for example, as shown in FIG. 1, when a shift is made from the second speed to the third speed, the second speed is conventionally used.
Since there is no reference acceleration data for the speed, the reference acceleration that has been filtered is naturally zero. Therefore, when the vehicle shifts to the third speed, the reference vehicle acceleration does not rise immediately, but is indicated by a dotted line. However, according to this embodiment, a reference vehicle acceleration having a reasonable value can be immediately obtained as shown by the solid line (although the filter processing is not performed).
At the same time as shifting to the third speed, it is possible to determine the uphill road.

In the above embodiment, the filter processing is prohibited during all gear shifts.
It is sufficient to prohibit the filtering process when shifting from the unset gear to the set gear in the reference acceleration data. As described above, the reason why the filter processing is prohibited during all shifts in the present embodiment is that there is practically no problem even if the filter processing is prohibited only during the shift, while there is a possibility that a problem may occur. Certain types of shifts (especially jumping shifts, for example, shifting from the second speed to the fourth speed, shifting from the first speed to the third speed, etc.) are prohibited and filter processing is prohibited. This is because the control becomes complicated.

Further, in the above-described embodiment, the third output is immediately obtained from the shift output.
Although the calculation of the reference acceleration is started by determining that the speed is the fourth speed, the calculation of the reference acceleration is started when the third speed or the fourth speed is determined from the end of the shift. Good. In this embodiment, the merits of adding a logic for judging the shift end and the merit of taking in the shift output signal as they are are considered in comparison with each other.
The third speed or the fourth speed (ie, the set speed) is determined based on the shift output.

[0080]

As described above, according to the present invention,
Since it is sufficient to set the reference acceleration data only for the minimum necessary shift speed, the ROM in the computer is accordingly required.
When the shift from the unset gear to the set gear is executed, the filtering process is prohibited, so that such shift is executed. Even in such a case, an excellent effect of preventing an inappropriate value from being calculated as the (filtered) reference acceleration can be prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the gist of the present invention.

FIG. 2 is a skeleton diagram of an automatic transmission for a vehicle to which the present invention is applied;

FIG. 3 is a diagram showing an operation state of the friction engagement device of the automatic transmission.

FIG. 4 is a flowchart showing a control flow executed in the embodiment.

FIG. 5 is a flowchart showing details of step 104 in FIG. 4;

[Explanation of symbols]

 80 ... Throttle sensor 82 ... Vehicle speed sensor (output shaft speed sensor) 84 ... Computer 86 ... Shift position switch 88 ... Foot brake switch 92 ... Idle contact switch 94 ... Pattern select switch MOGB ... Real vehicle acceleration SGB43 ... (on a flat road) ) Reference vehicle acceleration SBGE43 ... Reference vehicle acceleration (on a downhill road)

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-5-71623 (JP, A) JP-A-63-145857 (JP, A) JP-A-61-55453 (JP, A) 87236 (JP, A) JP-B-59-9898 (JP, B2) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 61/00-61/28 F02D 45/00 B60K 41/00

Claims (1)

(57) [Claims] 1. A means for detecting an actual acceleration of a vehicle, based on at least a vehicle speed, a throttle opening, and a shift speed.
Means for presetting and storing reference acceleration data; means for calculating the current reference acceleration by performing a filtering process based on the reference acceleration data obtained this time and the reference acceleration calculated up to the previous time; A means for determining an uphill road by comparing the actual acceleration with the filtered reference acceleration; and a means for controlling to a gear suitable for the uphill road when the uphill road is determined. The control device for an automatic transmission for a vehicle on an uphill road, wherein the reference acceleration data is preset and stored only for some of the shift speeds, and at least the reference acceleration data is set from a shift speed for which the reference acceleration data is not set. Means for temporarily prohibiting the filter processing when a shift to a gear position in which is set is performed; If the speed is to be executed, means for defining the obtained reference acceleration data at the new gear position as the reference acceleration, and restarts the filtering process using the defined reference acceleration as the reference acceleration calculated up to the previous time. And a means for sequentially calculating a subsequent reference acceleration. A control device for an automatic transmission for a vehicle on an uphill road, comprising: