JP3097043B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission with a torque converter for a vehicle, and more particularly to an improvement in shift control during a descent.

[0002]

2. Description of the Related Art Generally, an automatic transmission with a torque converter for a vehicle equipped with an internal combustion engine is configured to automatically shift gears based on a shift pattern preset according to the running state of the vehicle. . In other words, a shift pattern for setting the gear position according to the vehicle speed and the engine load (for example, the throttle opening) is stored in the storage unit of the control unit, and the shift is controlled according to the shift pattern. In addition,
Normally, the shift pattern is set such that, as long as the vehicle speed is the same, the lower the engine load, the more upshifting is performed.

[0003]

However, in such a conventional automatic speed change control device, a shift is shifted up in response to a deceleration request of a driver whose throttle opening is fully closed, for example, during a descent. As a result, a sense of incongruity is given against the driver's request for deceleration, and the deceleration effect of the engine brake is not exerted, so that the drivability of the vehicle is deteriorated and the overload of the foot brake is caused.

In order to solve such a problem at the time of descending a slope, for example, as disclosed in Japanese Patent Publication No. 4-4351,
Calculating a throttle opening degree, and the engine rotational speed, the torque generated by the engine based on, calculates the generated torque thus calculated, and the vehicle acceleration, and vehicle weight, the vehicle running resistance based on, said vehicle running resistance And a setting value that is set in advance in accordance with the gear position, and performs a shift control to an optimal gear position so that a desired acceleration can be obtained when descending a slope.

However, in this vehicle, regardless of whether the driver intends to decelerate or not, the shift is controlled based on only the state of the vehicle so that a desired acceleration can be obtained when descending a hill. The result was. Further, since a map (see FIG. 20) for setting the shift timing in accordance with the shift speed is required, there is a problem that a large memory for storing the map is required.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and aims at optimizing shift control during downhill to improve vehicle drivability, and at the same time, to reduce the memory capacity of a computer to reduce cost. It is an object of the present invention to provide a shift control device for an automatic transmission for a vehicle which can reduce the shift. Another object of the present invention is to achieve higher precision and simplification in the control.

[0007]

According to the present invention, there is provided a shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, as shown in FIG. Speed detecting means A for detecting vehicle running resistance, vehicle running resistance detecting means B for detecting vehicle running resistance, engine load detecting means C for detecting engine load, and deceleration intention for detecting a driver's intention to decelerate based on the engine load. A first vehicle acceleration estimating means E for estimating a vehicle acceleration when the shift speed is shifted to a speed lower than the current shift speed based on the detecting means D, the vehicle speed and the vehicle running resistance, and a target acceleration is set. Target acceleration setting means F
A first acceleration comparing means G for comparing the vehicle acceleration estimated by the first vehicle acceleration estimating means E with a target acceleration set by the target acceleration setting means F;
When the driver's intention to decelerate is detected by the deceleration intention detection means D, a gear position at which the vehicle acceleration after the gear shift is equal to or higher than the target acceleration is selected based on the comparison result of the first acceleration comparison means G. And first shift control means H for performing a shift operation.

According to a second aspect of the present invention, the first vehicle acceleration estimating means E is configured to estimate the vehicle acceleration when the throttle is fully closed. In the invention described in claim 3, the first speed change control means H is configured to select the lowest speed speed stage among the speed stages in which the vehicle acceleration after the speed change is equal to or higher than the target acceleration, and perform the speed change control. .

According to a fourth aspect of the present invention, the first shift control means H does not perform shift control when the brake is depressed. According to the fifth aspect of the invention, when the brake is depressed, the vehicle running resistance detected by the vehicle running resistance detecting means B or the target acceleration set by the target acceleration setting means F is corrected. did.

The invention according to claim 6 is a shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, as shown in FIG. 2, wherein a vehicle speed detecting means A for detecting a vehicle speed. An engine load detecting means C for detecting an engine load; a deceleration intention detecting means D for detecting a driver's intention to decelerate based on the engine load; a vehicle acceleration detecting means I for detecting an acceleration of the vehicle; Target acceleration setting means F 'to be set
A second acceleration comparing means J for comparing the vehicle acceleration detected by the vehicle acceleration detecting means I with a target acceleration set by the target acceleration setting means F '; If the intention of the driver to decelerate is detected and the comparison result of the second acceleration comparison means J indicates that the vehicle acceleration detected by the vehicle acceleration detection means I is smaller than the target acceleration, the current gear is shifted to the higher gear. A second shift control means K for performing a shift operation ;
Is stepped on, the vehicle acceleration detecting means I
Vehicle acceleration to be detected or the target acceleration setting means
Brake compensation for correcting the target acceleration set by F '
And a corrector P.

[0011]

The invention according to claim 7 is a shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, as shown in FIG. 3, wherein a vehicle speed detecting means A for detecting a vehicle speed. A vehicle running resistance detecting means B for detecting a vehicle running resistance; an engine load detecting means C for detecting an engine load; a deceleration intention detecting means D for detecting a driver's intention to decelerate based on the engine load; A second vehicle acceleration estimating means L for estimating a vehicle acceleration when the vehicle travels at a higher gear including the current gear based on the vehicle running resistance; a target acceleration setting means F "for setting a target acceleration; A third acceleration comparing means M for comparing the vehicle acceleration estimated by the second vehicle acceleration estimating means L with a target acceleration, and a deceleration intention detecting means D detecting a driver's intention to decelerate. , The third module A third shift control means N for selecting a shift speed at which the vehicle acceleration estimated by the second vehicle acceleration estimating means L is equal to or higher than the target acceleration based on the comparison result of the degree comparing means M, and performing a shift operation. Configured.

[0013] In the invention according to claim 8, wherein the second vehicle acceleration estimating unit L is configured to estimate a vehicle acceleration in the throttle fully closed state. According to the ninth aspect of the present invention, the third shift control means M selects the lowest shift speed among the shift speeds at which the vehicle acceleration estimated by the second vehicle acceleration estimating device L is equal to or higher than the target acceleration. The gear shift control is performed.

According to a tenth aspect of the present invention, the shift control by the third shift control means M is not performed when the brake is depressed. According to the eleventh aspect , when the brake is depressed, the vehicle running resistance detected by the vehicle running resistance detecting means B or the target acceleration set by the target acceleration setting means F ″ is corrected. Configured.

According to a twelfth aspect of the present invention, the deceleration intention detecting means D is configured to detect a case where an engine load equal to or less than a predetermined value is detected as a driver's intention to decelerate.
In the invention described in claim 13, wherein the target acceleration setting unit F, F ', F "is the target acceleration is configured to calculate, based on the state of the vehicle. In the invention according to claim 14,
The state of the vehicle is configured to include at least one of a vehicle speed, a vehicle running resistance, and a current gear position.

The invention described in claim 15 is a combination of the invention described in claim 1 and the main part of the invention described in claim 6. That is, a shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, wherein a vehicle speed detecting means A for detecting a vehicle speed, a vehicle running resistance detecting means B for detecting a vehicle running resistance, and an engine load. Engine load detecting means C to be detected
And a deceleration intention detecting means D for detecting a driver's intention to decelerate based on the engine load; and a vehicle acceleration when the speed is shifted to a speed lower than the current speed based on the vehicle speed and the vehicle running resistance. First vehicle acceleration estimating means E for estimating
Target acceleration setting means F for setting a target acceleration; first acceleration comparing means for comparing the vehicle acceleration estimated by the first vehicle acceleration estimating means E with the target acceleration set by the target acceleration setting means F G, when the driver's intention to decelerate is detected by the deceleration intention detection means D, based on the comparison result of the first acceleration comparison means,
First shift control means H for selecting a gear position at which the vehicle acceleration after shifting is equal to or higher than the target acceleration and performing a shift operation, vehicle acceleration detecting means I for detecting an acceleration of the vehicle speed, and a second for setting a second target acceleration. A target acceleration setting means F ′, a vehicle acceleration detected by the vehicle acceleration detecting means I,
The second target acceleration set by the second target acceleration setting means F '
A second acceleration comparing means J that compares the target acceleration with the target acceleration and the deceleration intention detecting means D detect a driver's intention to decelerate, and a comparison result of the second acceleration comparing means J is detected by the vehicle acceleration detecting means I. And a second shift control means for performing a shift operation from the current shift speed to a higher shift speed when the obtained vehicle acceleration is smaller than the second target acceleration.

The invention described in claim 16 is a combination of the invention described in claim 1 and the invention described in claim 7.
It is. That is, a shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, wherein a vehicle speed detecting means A for detecting a vehicle speed, a vehicle running resistance detecting means B for detecting a vehicle running resistance, and an engine load. An engine load detecting means C for detecting, a deceleration intention detecting means D for detecting a driver's intention to decelerate based on the engine load, and a current gear position and a vehicle acceleration at the time of shifting based on the vehicle speed and the vehicle running resistance. (A combination of the first vehicle acceleration estimating means E and the second vehicle acceleration estimating means L), a target acceleration setting means F for setting a target acceleration, and a vehicle estimated by the vehicle acceleration estimating means. A fourth acceleration comparing means for comparing the acceleration with the target acceleration set by the target acceleration setting means F, and a deceleration intention of the driver detected by the deceleration intention detecting means D, Serial based on the comparison result of the fourth acceleration comparing means, and configured to include a fourth shift control means for shifting operation by selecting the gear position which the vehicle acceleration is equal to or greater than the target acceleration after shifting.

[0018]

According to the first aspect of the present invention, the first vehicle acceleration estimating means estimates the vehicle acceleration when downshifting from the current gear position and compares the estimated vehicle acceleration with the target acceleration. Thus, a gear position where the vehicle acceleration after the gear shift is equal to or higher than the target value (that is, the vehicle is not excessively decelerated) is selected. On the other hand, it is determined whether or not the driver intends to decelerate, and if there is no intention to decelerate, the first shift control for a descending slope is performed in order to respect the driver's intention and eliminate a sense of discomfort to the driver. Prohibit shifting control by means,
The shift control is performed according to the normal shift pattern as it is, and only when there is an intention to decelerate, the first shift control means shifts to the selected shift speed.

Therefore, downhill road speed change control that respects the driver's intention to decelerate can be performed, and the speed can be changed to a speed at which an acceleration (for example, a value close to 0 that is substantially equal to or greater than 0) can be obtained without excessive deceleration. A good deceleration characteristic according to the gradient can be obtained without feeling uncomfortable that the engine brake is too effective, thereby optimizing the drivability of the vehicle on a downhill road.

It should be noted that by selecting a gear position in which the vehicle acceleration after shifting is equal to or higher than the target value, the driver does not feel uncomfortable that the engine brake is too effective.
This is an important point. That is, if the driver feels too much deceleration, the driver does not have effective means for avoiding the uncomfortable feeling, and thus the uncomfortable feeling cannot be easily eliminated. However, if the shift speed at which the vehicle acceleration after the shift is equal to or higher than the target value is selected,
Even if the driver feels discomfort, the driver feels that the vehicle is accelerating too much.
This is because the discomfort can be eliminated extremely easily.

Further, the gear position is selected by comparing the estimated vehicle acceleration obtained by the calculation with the target acceleration, so that the gear position can be changed according to the gear position requiring a large memory capacity as in the prior art. Since no map (see FIG. 20) for setting is required, cost can be reduced. According to the invention described in claim 2, the driver has:
When descending, there is a demand to drive with the throttle fully closed and a predetermined acceleration (for example, approximately 0) constant.
That is, since it is necessary to drive on a downhill road without causing a feeling of strangeness, the vehicle acceleration is estimated by the first vehicle acceleration estimating means in a fully closed state of the throttle.

According to a third aspect of the present invention, the first shift control means sets the lowest shift speed among the shift speeds at which the vehicle acceleration estimated by the first vehicle acceleration estimating device is equal to or higher than the target acceleration. Select and control the shift.
As a result, the engine brake can be applied most in a range that does not make the driver feel that the engine brake is applied too much.

According to the fourth aspect of the present invention, when the driver is stepping on the brake, the accuracy of the detection of the vehicle running resistance is low, so that the final shift control may not be good. In addition, the shift control by the first shift control means is prohibited to prevent such a problem from occurring.
According to the invention described in claim 5, when the driver is stepping on the brake, the vehicle travel resistance detected by the vehicle travel resistance detection means or the target acceleration set by the target acceleration setting means is corrected, and Even if there is an operation, control accuracy can be improved. As a result, downhill road speed change control by the first speed change control means with higher accuracy can be performed.

According to the present invention, the current vehicle speed is compared with the target acceleration, and if the current speed is excessively decelerated to give the driver an uncomfortable feeling, the current speed is changed. A downhill speed shift control for upshifting to a higher speed side through the second speed control means is performed.
In the present invention, similarly to the invention described in claim 1, it is determined whether or not the driver has intention to decelerate.
In order to respect the will of the driver and eliminate the feeling of incompatibility with the driver, the shift control by the second shift control means for the downhill road is prohibited, and the shift control is performed according to the normal shift pattern as it is, and the deceleration is intended. Only when there is, the upshift control by the second shift control means is performed.

Therefore, the downhill shift control that respects the driver's intention to decelerate can be performed, and the driver shifts up to a shift speed that provides an acceleration that does not result in excessive deceleration. Without deceleration, a good deceleration characteristic according to the gradient can be obtained, so that the drivability of the vehicle on a downhill road can be optimized. It is important to select a gear position in which the vehicle acceleration after the gear shift is equal to or higher than the target value so that the driver does not feel uncomfortable that the engine brake is too effective, as in the first aspect of the present invention. Is a point.

Further, the detected vehicle acceleration and the target acceleration are compared to perform an upshift, so that the configuration can be simplified, and according to the prior art, depending on the gear position requiring a large memory capacity. Since a map for setting the shift timing (see FIG. 20) is not required, the cost can be reduced .

Furthermore, when the driver is stepping on the brake
Since the detection accuracy of the vehicle acceleration decreases, when the driver is stepping on the brake, the vehicle acceleration detected by the vehicle acceleration detecting means or the target acceleration set by the target acceleration setting means is corrected. In addition, control accuracy can be improved even when a brake operation is performed. As a result, it is possible to perform downhill slope speed change control by the second speed change control means with higher accuracy.

[0028] In the invention according to claim 7, comparing the vehicle acceleration in the case of upshift (including the case of maintaining the current gear) is estimated by the second vehicle acceleration estimating means, and a target acceleration Accordingly, a gear position in which the vehicle acceleration after the gear shift is equal to or higher than the target acceleration (that is, not excessively decelerated) is selected. On the other hand, it is determined whether the driver has the intention to decelerate. If the driver does not have the intention to decelerate, the third shift control for the downhill road is performed in order to respect the driver's will and eliminate the uncomfortable feeling for the driver. Means for shifting control by means, and performing shifting control according to a normal shifting pattern as it is,
Only when there is an intention to decelerate, the gear is shifted to the selected shift speed by the third shift control means.

Accordingly, downhill road speed change control that respects the driver's intention to decelerate can be performed, and the speed can be shifted to a speed at which an acceleration (for example, a value close to 0 that is substantially equal to or greater than 0) is obtained without excessive deceleration. A good deceleration characteristic according to the gradient can be obtained without feeling uncomfortable that the engine brake is too effective, thereby optimizing the drivability of the vehicle on a downhill road. It is important to select a gear position in which the vehicle acceleration after the gear shift is equal to or higher than the target value so that the driver does not feel uncomfortable that the engine brake is too effective, as in the first aspect of the present invention. Is a point.

Further, the gear position is selected by comparing the estimated vehicle acceleration obtained by the calculation with the target acceleration, so that the gear position can be changed according to the gear position requiring a large memory capacity as in the prior art. Since no map (see FIG. 20) for setting is required, cost can be reduced. According to the eighth aspect of the invention, the same operation and effect as the above-described second aspect of the invention can be obtained for the seventh aspect of the invention.

According to the ninth aspect of the present invention, the third shift control means sets the lowest shift speed among the shift speeds at which the vehicle acceleration estimated by the second vehicle acceleration estimating device is equal to or higher than the target acceleration. Select and control the shift.
As a result, the engine brake can be applied most in a range where the driver does not feel that the engine brake is applied too much.

According to the tenth aspect of the present invention, when the driver is stepping on the brake, the accuracy of detecting the running resistance of the vehicle is low, so that the final shift control may not be good. In this case, the shift control by the third shift control unit is prohibited to prevent such a problem from occurring.
In the invention according to claim 11 , when the driver is stepping on the brake, the vehicle travel resistance detected by the vehicle travel resistance detection means or the target acceleration set by the target acceleration setting means is corrected, and the Even if there is an operation, control accuracy can be improved. As a result, downhill road speed change control by the third speed change control means with higher accuracy can be performed.

According to the twelfth aspect of the present invention, when the deceleration intention detecting means detects an engine load equal to or less than a predetermined value,
Detected as driver's intention to decelerate. It is the engine load (eg, throttle opening, accelerator operation amount, etc.) that can be detected most quickly as an operation in which the driver's intention to decelerate appears. Therefore, the quickest and most accurate operation can be detected by detecting the engine load. It becomes possible to detect the driver's intention to decelerate. As a result, it is possible to improve the accuracy of the downhill shift control by the first shift control unit, the second shift control unit, and the third shift control unit.

According to the thirteenth aspect of the present invention, since the target acceleration setting means is configured to calculate the target acceleration based on the state of the vehicle, the target acceleration is set with high accuracy according to the state of the vehicle. Therefore, the shift control on a downhill road can be performed with higher precision. Claim 14
In the invention described in the above, since the state of the vehicle is configured to include at least one of the vehicle speed, the vehicle running resistance, and the current gear position, the target acceleration is set as a parameter having a large effect on the actual vehicle acceleration as a parameter. Is set, it is possible to improve the accuracy of the shift control on a downhill road.

The invention described in claim 15 is a combination of the invention described in claim 1 and the main part of the invention described in claim 6, and therefore, the downhill road shift control during downhill road speed change control is performed. Even if the gradient changes, the downshift control and the upshift control can be performed according to the change in the downhill gradient, so that a good downhill control that does not always give the driver a feeling of excessive deceleration can be achieved. Can do it.

The invention described in claim 16 is a combination of the invention described in claim 1 and the invention described in claim 7 , and therefore, compared with the invention described in claim 15 ,
The downshift control and the upshift control can be performed more finely when the downhill slope changes during the downhill shift control, so that the driver does not always feel excessively decelerated. Descending road control can be performed.

[0037]

Embodiments of the present invention will be described below with reference to the drawings. In the first embodiment (corresponding to the first aspect of the present invention), as shown in FIG. 4, the engine 1 controls the automatic transmission 2 so that the generated torque is transmitted to vehicle driving wheels (not shown). It is connected to. The automatic transmission 2
A torque converter 3 for inputting the torque generated by the engine 1 through a fluid, a multi-stage transmission gear mechanism 4 for inputting the output of the torque converter 3 to output a variable speed, and a hydraulic mechanism (not shown) for driving these; Consists of

The hydraulic mechanism of the transmission gear mechanism 4 incorporates solenoid valves 6A and 6B.
By switching the combination of opening and closing of the solenoid valves 6A and 6B, the combination of engagement and disengagement of each clutch included in the transmission gear mechanism 4 is switched, and the gear is shifted to a desired gear. . The ON / OFF control of the plurality of solenoid valves is performed by CPU, RO
This is performed based on a control signal from a control unit 50 including an M, a RAM, an A / D converter, and an input / output interface.

The control unit 50 receives signals from various sensors. The various sensors include a throttle sensor 7 serving as an engine load detecting unit that outputs an output signal corresponding to the throttle opening TVO, and a vehicle speed VSP by detecting a rotation speed of an output shaft (output shaft 5) of the automatic transmission 2. A vehicle speed sensor 8 is provided as vehicle speed detecting means for detecting the vehicle speed.

The control unit 50 having functions as a vehicle running resistance detecting means, a deceleration intention detecting means, a first vehicle acceleration estimating means, a target acceleration setting means, a first acceleration comparing means, and a first shift control means will be described below. Shift control on a downhill road will be described with reference to flowcharts shown in FIGS. Step 1 (in the figure, S1 is described.
The same applies hereinafter. ) Indicates the vehicle speed VSP and the throttle opening TV
Read O.

In step 2, the current acceleration resistance (RESI-
A) The current acceleration resistance (RESI-A) can be obtained by the following equation. RESI-A = ALF × k α ALF; current acceleration, k α; constant for calculating acceleration resistance (set according to vehicle weight, etc.) In step 3, vehicle speed VSP and R / L table (air resistance + rolling resistance calculation table, From FIG. 7), the RE
Calculate SI-RL (air resistance + rolling resistance).

In step 4, the current turbine rotation speed (Nt, that is, the rotation speed of the output shaft of the torque converter 3) is determined. The turbine rotation speed (Nt) can be obtained by the following equation. Nt = VSP × k Nt (g) k Nt (g): a constant determined from the current gear position, g = current gear position The current gear position is a gear position at which the transmission gear mechanism 4 detects the gear position. Although the detection may be performed by providing the sensor 9, it is advantageous in terms of cost to make the determination based on the current shift instruction signal of the control unit 50 or the like.

In step 5, the current turbine torque (T.sub.T) is obtained from the throttle opening TVO and the turbine torque Tt map (see FIG. 8, a three-dimensional map of Nt, TVO and Tt).
t, that is, the output shaft torque of the torque converter 3). In step 6, the current driving force (FCE) is obtained from the following equation. FCE = Tt × k Tt (g) k Tt (g): a constant determined from the current gear, g = current gear In step 7, the running resistance (RESI-I) is obtained from the following equation.

RESI-I = (FCE) − (RESI-RL) − (RESI-A) In step 8, the vehicle speed VSP and the TRA table (TGT-RA)
The calculation table, TGT-RA, calculates TGT-RA from “downshift target acceleration” (see FIG. 9). In the present embodiment, for example, it is preferable that the “downshift target acceleration” is set to an acceleration that is excessively decelerated from the relationship with step 19 described later for preventing excessive deceleration. Any value may be used as long as a desired deceleration characteristic can be finally obtained after shifting. Further, the downshift target acceleration may be a fixed value. However, if the setting is made according to the vehicle speed (or the vehicle running resistance, the current gear position, etc.) as in the present embodiment,
The target acceleration can be set with higher accuracy, and high-accuracy shift control can be performed.

Step 8 constitutes a target acceleration setting means. In step 9, the shift speed i after downshifting
(= G−1, g; current gear position). Step 10
Then, it is determined whether or not i is 0. If YES (0), the process proceeds to a step 11, and if NO , the process proceeds to a step 12.

In step 11, since the current shift stage is the first speed, the current instruction to the control unit 50 is maintained to select the first speed without any further downshifting. In step 12, since the current shift stage is not the first speed, the downshift can be performed if requested, so that the turbine rotational speed Nt2 in the case of the downshift is obtained from the following equation.

Nt2 = VSP × k Nt (i) k Nt (i); a constant determined by the shift speed after downshifting In step 13, the turbine torque (Tt) when downshifting is obtained from the vehicle speed VSP and the turbine torque Tt map.
Find 2). In step 14, the driving force (FCE2) when downshifting is obtained from the following equation.

FCE2 = Tt2 × kTt (i) kTt (i); a constant determined by the shift speed after downshift In step 15, the acceleration resistance (RE
SI-A2) is obtained from the following equation. RESI-A2 = (FCE2)-(RESI-I)-(RESI-RL) In step 16, the acceleration resistance (RE
SI-A2) and the downshift target acceleration (TGT-RA) are compared.

If RESI-A2 ≧ TGT-RA, in order to calculate the acceleration resistance (RESI-A2) in the case of further downshifting, in step 17, the current i is set to g, and the process returns to step 9. On the other hand, if RESI-A2 <TGT-RA, a gear position having an acceleration smaller than the downshift target acceleration (eg, excessively decelerating) has been found. As a material for determining whether or not to perform a shift, it is confirmed whether or not the driver intends to decelerate (coast).

In step 18, the throttle opening TVO
Is less than or equal to the opening for deceleration intention determination (TVO-cnst). This deceleration intention determination opening (TVO-cnst
) Is, for example, closest to the driver's intention to decelerate when set to the fully closed state. If the engine load can be detected, the determination may be made based on the accelerator operation amount, the basic fuel injection pulse width Tp, or the like. Instead of using the signal of the throttle sensor 7 as in the present embodiment, the presence or absence of the driver's intention to decelerate may be determined by a signal of an idle switch that issues an ON signal in the fully closed state.

If YES (TVO≤TVO-cnst), the driver can determine that the driver intends to decelerate, and the process proceeds to step 19 to actually perform the downshift. NO
If (TVO> TVO-cnst), it is determined that the driver does not intend to decelerate, and in order to respect the driver's will and eliminate a sense of discomfort to the driver, a downshift for a forced downhill road is performed. The control is not performed, the flow is terminated as it is, and the shift control is performed according to the normal shift pattern (FIG. 10).

In step 19, since the driver actually intends to decelerate, a gear (i + 1) which is obtained by adding 1 to the gear i in the case of the currently set downshift is selected and controlled. A gear change instruction is issued to the unit 50, and this flow ends. As a result, the gear is downshifted to a speed one speed larger than the speed at which the vehicle decelerates excessively, so that the driver does not feel uncomfortable that the engine brake is too effective, and good deceleration characteristics according to the gradient. Therefore, the drivability of the vehicle on a downhill road can be improved.

As described above, the acceleration resistance (RESI-A2) when downshifting and the downshift target acceleration (TGT-R
A) are compared with each other, and in step 16, a shift speed at which the acceleration when downshifting is likely to be excessively decelerated is found, and thereafter (step 19), a shift speed higher than the found shift speed is found. Since the shift speed is selected, the shift speed in which the vehicle acceleration after the shift is equal to or higher than the downshift target acceleration (that is, not excessively decelerating) is always selected. The shift control on a downhill road can be performed without giving a feeling of excessive application of the engine brake to the driver.

This is important because if the driver gives the driver a feeling of excessive deceleration, the driver does not have any effective means for avoiding the uncomfortable feeling.
The discomfort cannot be eliminated. However, if the driver selects a gear position in which the vehicle acceleration after the shift is close to or higher than the target acceleration value, even if the driver feels discomfort, the driver feels that the vehicle is accelerating too much. This is because the uncomfortable feeling can be eliminated extremely easily by the brake operation.

As described above, according to the first embodiment, the acceleration resistance when downshifting (RESI-A) is compared with the target downshift acceleration (TGT-RA), and the vehicle is decelerated too much. In order to prevent the driver from feeling uncomfortable, the driver selects a gear that is one step larger than the gear that is excessively decelerated and shifts the gear.
O), it is determined whether or not there is a deceleration intention. If there is no deceleration intention, in order to respect the driver's intention and eliminate a sense of incongruity to the driver, a forced downhill road is required. The downshift control is prohibited, and the shift control is performed according to the normal shift pattern. On the other hand, only when there is an intention to decelerate, the gear is shifted to a gear that is one step larger than the excessively decelerated gear. As a result, it is possible to obtain a good deceleration characteristic according to the gradient without making the driver feel uncomfortable that the engine brake is too effective, thereby optimizing the drivability of the vehicle on a downhill road. Can be planned.

In this embodiment, the gear can be reliably shifted to a gear at which an acceleration (for example, a value close to 0 which is substantially equal to or greater than 0) is obtained without excessively decelerating, so that the driver feels too much deceleration. In the case, that is, the driver does not have an effective means for avoiding the discomfort,
The inconvenience cannot be eliminated at all and the inconvenience that the incompatibility is continued does not occur. That is,
In the present embodiment, even if the driver feels a sense of discomfort, the driver feels that the vehicle is accelerating too much. This can prevent the person from continuing to give a sense of incongruity.

Further, in the present embodiment, the gear position is selected by comparing the estimated vehicle acceleration obtained by the calculation with the target acceleration, so that the conventional gear position requires a large memory capacity. Since a map (see FIG. 20) for setting the shift timing in response is not required, the cost can be reduced. Then, since the driver has a request to drive at a predetermined acceleration (for example, substantially 0) at a constant throttle when downhill, there is a request to drive the vehicle. Is desirably performed in the fully closed state of the throttle, so that more accurate downhill road speed change control can be performed in accordance with the driver's request.

Next, a second embodiment (corresponding to the invention of claim 6) will be described. The first embodiment is an embodiment in which the speed is shifted to the downshift side so that the vehicle can travel at a desired acceleration when descending a hill, whereas the second embodiment is
This is an embodiment in which the speed is shifted to the upshift side so that the vehicle can run at a desired acceleration when descending a slope. In other words, if the downhill slope is gentle or the current gear is on the lower side,
This corresponds to a case where the driver may feel uncomfortable to decelerate too much without upshifting.

As shown in FIG. 11, the overall structure of the second embodiment is ON when the foot brake is depressed.
Except for the provision of the brake switch 10 for transmitting a signal to the control unit 50, the configuration is the same as that of the first embodiment, and a detailed description thereof will be omitted. A control unit 50 having functions as deceleration intention detecting means, vehicle acceleration detecting means, target acceleration setting means (second target acceleration setting means), second acceleration comparing means, second shift control means , and brake correcting means will be described below. Shift control to be performed will be described with reference to the flowchart shown in FIG.

In step 21, the vehicle speed VSP and the throttle opening TVO are read. In step 22, the current acceleration resistance (RESI-A) is obtained. The current acceleration resistance (RESI-A)
Can be obtained by the following equation. RESI-A = ALF × k α ALF; current acceleration, k α; acceleration resistance calculation constant (set according to vehicle weight, etc.) In step 23, vehicle speed VSP and TRA table (TGT-RA
The calculation table, here TGT-RA, means “upshift target acceleration”. TGT-RA is calculated from FIG. 9). Such an upshift target acceleration may be any value as long as it is a value (a value close to 0 or greater than 0) at which a desired deceleration characteristic is obtained, for example. Further, the upshift target acceleration may be a fixed value. However, if the setting is made in accordance with the vehicle speed (or the vehicle running resistance, the current gear position, etc.) as in the present embodiment, the target acceleration can be set with higher accuracy, and high-accuracy shift control can be performed. become.

In step 24, the brake switch 10 is
It is determined whether or not N has been reached. If YES, the process proceeds to step 25, and if NO, the process proceeds to step 26. In step 25, the determined upshift target acceleration TGT-RA
To the correction term β when the brake is depressed (TGT-RA +
β → TGT-RA). Alternatively, the RESI-A may be corrected. Steps 24 and 25 correspond to the brake correction means.
Constitute.

In step 26, the current acceleration resistance (RESI-
A) and the upshift target acceleration (TGT-RA) are compared. If RESI-A ≧ TGT-RA, it is determined that the required acceleration is obtained, the flow is terminated, and the shift control is performed in the normal pattern (see FIG. 10). On the other hand, RESI-A <
With the TGT-RA, it is necessary to upshift the current gear to the next larger gear because the vehicle will decelerate too much.
As a material for determining whether or not to actually perform the upshift, the process proceeds to step 27 in order to confirm whether or not the driver intends to decelerate (coasting).

In step 27, the throttle opening TVO
Is less than or equal to the opening for deceleration intention determination (TVO-cnst). If YES (TVO≤TVO-cnst), the driver can determine that the driver intends to decelerate, and the process proceeds to step 28. On the other hand, if NO (TVO> TVO-cnst), it is determined that the driver has no intention of deceleration, and the driver intends to respect the driver's will and eliminate a sense of discomfort to the driver. The upshift control is not performed, and the present flow is terminated as it is, and the shift control is performed according to the normal shift pattern (FIG. 10).

In step 28, since the driver intends to decelerate (coasting), the control unit 50 is instructed to shift up the current gear to the next larger gear, and this flow is executed. To end. As a result, excessive deceleration when traveling at the current gear position is prevented, and a good deceleration characteristic according to the gradient can be obtained without causing the driver to feel uncomfortable that the engine brake is too effective. Accordingly, the drivability of the vehicle on a downhill road can be improved. When shifting up to the first gear,
If the current gear is the highest gear, the upshift cannot be performed any more, so that the highest gear is of course maintained.

As described above, according to the second embodiment, the current acceleration resistance (RESI-A) and the upshift target acceleration (TG
T-RA), and when the current gear is decelerated too much and gives the driver a sense of incongruity, when the upshift to a gear one larger than the current gear is performed, It is determined whether the driver intends to decelerate (coast) based on the driver's throttle operation (throttle opening TVO). If there is no intention to decelerate, the driver's will will be respected and the driver will feel uncomfortable. In order to eliminate the problem, the upshift control for the compulsory downhill road is prohibited, and the shift control is performed according to the normal shift pattern. Since the upshift is performed to a gear that is one step larger than the current gear, a good deceleration characteristic according to the gradient can be obtained with a simple configuration without causing the driver to feel uncomfortable that the engine brake is too effective. thing Therefore, the drivability of the vehicle on the downhill road can be optimized. The effect that the driver is not given a feeling of excessive deceleration is the same as in the first embodiment.

Also, in this embodiment, since the shift speed is selected by calculation, a map for setting the shift timing in accordance with the shift speed requiring a large memory capacity as in the prior art (FIG. 20). ) Is not required, so that the cost can be reduced. Furthermore, it is determined whether or not the brake is depressed, and if the brake is depressed, the current acceleration resistance or the target acceleration is corrected. Can be prevented .

Next, a third embodiment (corresponding to the invention of claim 7 ) will be described. The third embodiment aims at improving the accuracy of the second embodiment, and the downhill slope is gentle, or the current gear position is on the low side, and the driver decelerates unless the upshift is performed. This corresponds to a case where a sense of incongruity is given.

The overall configuration of the third embodiment is the same as that of the first embodiment, and will not be described. Hereinafter, deceleration intention detecting means, vehicle running resistance detecting means, second vehicle acceleration estimating means, target acceleration setting means (third target acceleration setting means),
FIG. 1 shows a shift control performed by a control unit 50 having a function as a third acceleration comparison unit and a third shift control unit.
This will be described with reference to the flowchart shown in FIG.

In step 31, the vehicle speed VSP and the throttle opening TVO are read. In step 32, the current acceleration resistance (RESI-A) is obtained in the same manner as described above. In step 33, based on the vehicle speed VSP and the R / L table (see FIG. 7),
Calculate RESI-RL (air resistance + rolling resistance). In step 34, the current turbine rotational speed Nt is obtained in the same manner as described above.

In step 35, the current turbine torque Tt is obtained from the vehicle speed VSP and the turbine torque Tt map (see FIG. 8). In step 36, the current driving force FCE [= Tt × kTt (g)] is obtained in the same manner as described above.
In step 37, the running resistance RESI-I [=
(FCE)-(RESI-RL)-(RESI-A)].

In step 38, the vehicle speed VSP and the TRA table (TGT-RA calculation table, where TGT-RA means "upshift target acceleration"; see FIG. 9) are used to calculate the TG.
Calculate T-RA. Such an upshift target acceleration is, for example, a value (a value close to 0 or greater than 0) at which a desired deceleration characteristic is obtained.
Then, any value may be used. Further, the downshift target acceleration may be a fixed value. However, if the setting is made in accordance with the vehicle speed (or the vehicle running resistance, the current gear position, etc.) as in the present embodiment, the target acceleration can be set with higher accuracy, and high-accuracy shift control can be performed. become.

The step 38 comprises a target acceleration setting means,
Alternatively, it constitutes a second target acceleration setting means. Step 39
Here, the current gear is set to i. In step 40, it is determined whether or not the currently set i is 5. If YES, the process proceeds to step 41, and if NO, the process proceeds to step 42. In the present embodiment, since the shift to the fifth speed cannot be performed due to the use of the four-speed transmission, i is 5 in this step.
It is determined whether or not. Therefore, the determination value (upper limit +1) is appropriately changed according to the number of gears of the transmission included in the vehicle.

In step 41, the fourth speed is selected, and the flow ends. In step 42, the currently set i
Is obtained from the following equation. Nt2 = VSP × kNt (i) kNt (i); constant determined by i In step 43, the turbine torque (Tt2) at i is obtained from the vehicle speed VSP and the turbine torque Tt map.

In step 44, the driving force at i (FC
E2) is obtained from the following equation. FCE2 = Tt2 × kTt (i) kTt (i); constant determined by i In step 45, the acceleration resistance (RESI-A2) at the currently set shift speed i is obtained from the following equation.

[0075] RESI-A2 = (FCE2) - (RESI-I) - In (RESI-RL) step 46, the acceleration resistance of the gear position i that is currently set (RESI-A2), upshift target acceleration (TG
T-RA) and. If RESI-A2 <TGT-RA, i = i + 1 is set in step 47 in order to perform an upshift on the assumption that the required acceleration cannot be obtained (excessive deceleration), and then return to step 40.

On the other hand, if RESI-A2 ≧ TGT-RA, a gear position having an acceleration higher than the upshift target acceleration (not excessively decelerating) has been found. As a material for determining whether or not to perform a downshift, it is confirmed whether or not the driver intends to decelerate (coast). In step 48, the throttle opening TVO is
It is determined whether or not the opening is equal to or less than the opening for deceleration intention determination (TVO-cnst).

If YES (TVO≤TVO-cnst), it is determined that the driver actually intends to decelerate, and
Continue to 49. In step 49, a signal is sent to the control unit 50 so as to upshift to the gear position i set in the above step so as not to decelerate excessively, and this flow ends. On the other hand, if NO (TVO> TVO-cnst), it is determined that the driver does not intend to decelerate, and the driver will respect the driver's will and eliminate a sense of discomfort to the driver. The upshift control is not performed, and the present flow is terminated as it is, and the shift control is performed according to the normal shift pattern (FIG. 10).

As described above, according to the third embodiment, the downhill coasting is performed by comparing the acceleration resistance (RESI-A2) when upshifting is performed with the upshift target acceleration (TGT-RA). The gear is selected by selecting a gear position that will provide a desired acceleration that does not result in excessive deceleration at that time. At this time, it is determined whether or not there is an intention to decelerate based on the driver's throttle operation (throttle opening TVO). If there is no intention to decelerate, in order to respect the driver's will and eliminate the uncomfortable feeling to the driver, forcible upshift control for downhill roads is prohibited, and normal shift patterns Gear shift control in accordance with
Since the speed change control is performed, a good deceleration characteristic according to the gradient can be obtained without causing the driver to feel at all uncomfortable that the engine brake is too effective. Drivability can be optimized.

Also, in this embodiment, since the shift speed is selected by calculation, a map for setting the shift timing in accordance with the shift speed requiring a large memory capacity (FIG. 20) ) Is not required, so that the cost can be reduced. It should be noted that the driver is in a fully closed state of the throttle when descending a slope and at a predetermined acceleration (for example,
(Approximately 0) Since there is a demand to drive at a constant speed, it is desirable to estimate the vehicle acceleration when upshifting is performed in the fully closed state of the throttle accordingly. High-precision downhill road speed change control can be performed.

In each of the above embodiments, the downshift control or the upshift control is performed separately so that a desired acceleration can be obtained during downhill coasting. In the case of a change, the upshift is not performed in the downshift control, and the downshift is not performed in the upshift control, so that a good acceleration cannot be obtained. As shown in FIGS. 15, 16 (corresponding to the invention of claim 15 ), and FIGS. 17 to 19 (corresponding to the invention of claim 16 ), these downshift control and upshift control are combined. It is preferable to configure as follows.

In each of the above-described embodiments, the driver's intention to decelerate is detected. However, the most quickly detectable operation in which the driver's intention to decelerate appears is the engine load (eg, throttle opening, accelerator operation amount). Therefore, by detecting such an engine load, the driver's intention to decelerate can be detected most quickly and accurately, whereby the downshift speed shift control can be made more accurate.

In the first and third embodiments, it is not determined whether or not the brake is depressed as in the second embodiment. However, as in the second embodiment, it is not determined whether the brake is depressed. When is depressed, the detected vehicle running resistance (RESI-A) or the target acceleration is corrected,
The shift control may be prevented from becoming defective due to the brake depression. Further, when the driver is stepping on the brake, the downhill speed shift control may be prohibited to prevent the shift control from being deteriorated due to the depression of the brake and giving the driver an uncomfortable feeling.

[0083]

As described above, according to the first aspect of the present invention, downhill speed shift control that respects the driver's intention to decelerate can be performed, and acceleration that does not cause excessive deceleration (for example, approximately zero or more) (Nearly 0) can be obtained, so that a good deceleration characteristic according to the gradient can be obtained without causing the driver to feel uncomfortable that the engine brake is too effective. Of the vehicle can be optimized. Also, by comparing the estimated vehicle acceleration by calculation with the target acceleration,
By selecting the shift speed, unlike the related art, a map for setting the shift timing according to the shift speed requiring a large memory capacity is not required, so that the cost can be reduced.

According to the second aspect of the present invention, when the driver goes down a hill, the throttle is fully closed and a shift on a down sloping road which satisfies the demand for running at a predetermined acceleration (for example, approximately 0) is satisfied. Control can be performed. According to the third aspect of the present invention, it is possible to apply the engine brake most to the extent that the driver does not feel that the engine brake is too effective.

According to the fourth aspect of the invention, when the driver is stepping on the brake, the shift control by the first shift control means is prohibited, so that it is possible to prevent the occurrence of a shift control failure. According to the invention described in claim 5, when the driver is stepping on the brake, the vehicle running resistance,
Alternatively, since the target acceleration is corrected, the shift control accuracy can be improved.

According to the sixth aspect of the present invention, with a simple configuration, downhill shift control that respects the driver's intention to decelerate can be performed, and upshifting is performed to a speed at which acceleration that does not result in excessive deceleration is obtained. Therefore, it is possible to obtain a good deceleration characteristic according to the gradient without making the driver feel uncomfortable that the engine brake is too effective, thereby optimizing the drivability of the vehicle on a downhill road. it can. Further, the detected vehicle acceleration is compared with the target acceleration to perform an upshift, so that the configuration can be simplified, and the shift timing can be changed according to the shift speed requiring a large memory capacity as in the related art. Since no map for setting is required, cost can be reduced.

Further, when the driver is stepping on the brake, the vehicle running resistance or the target acceleration is corrected, so that the shift control accuracy can be improved.

According to the seventh aspect of the present invention, downhill speed shift control that respects the driver's intention to decelerate can be performed, and an acceleration (for example, a value close to zero which is substantially equal to or greater than zero) can be obtained. Because the gear can be shifted to the shift speed, it is possible to obtain good deceleration characteristics according to the gradient without causing the driver to feel uncomfortable that the engine brake is too effective, thereby optimizing the drivability of the vehicle on a downhill road. Can be achieved. Further, by selecting the gear position by comparing the estimated vehicle acceleration by calculation with the target acceleration, the gear shift timing is set according to the gear position requiring a large memory capacity as in the related art. Since no map is required, cost can be reduced.

According to the eighth aspect of the invention, the same operation and effect as those of the second aspect of the invention can be achieved with the seventh aspect of the invention. Contract
According to the invention as set forth in claim 9 , the engine brake can be applied most in a range where the driver does not feel that the engine brake is applied too much. According to the invention as set forth in claim 10 , when the driver is stepping on the brake, the shift control by the first shift control means is prohibited.
The occurrence of a shift control failure can be prevented.

According to the eleventh aspect , when the driver is stepping on the brake, the vehicle running resistance or the target acceleration is corrected, so that the shift control accuracy can be improved. In the invention according to claim 12 ,
The engine load (eg, throttle opening, throttle opening,
Therefore, detecting the engine load makes it possible to detect the driver's intention to decelerate most quickly and accurately. As a result, it is possible to improve the precision of the downhill slope shift control.

According to the thirteenth aspect , the target acceleration setting means is configured to calculate the target acceleration based on the state of the vehicle, so that the target acceleration can be accurately calculated according to the state of the vehicle. Since the setting can be made, the shift control on the downhill road can be made more precise. Claim
According to the invention described in Item 14 , the state of the vehicle is configured to include at least any one of the vehicle speed, the vehicle running resistance, and the current gear position. Since the target acceleration is set as a parameter, it is possible to improve the accuracy of the shift control on a downhill road.

According to the fifteenth aspect , the first aspect is provided.
The invention described in, since it is a combination of a main part of the invention as set forth in claim 6, therefore, be slope gradient descending in downhill shift control is changed, depending on the change in the downhill slope Since the downshift control and the upshift control can be performed, good downhill road control can be performed without giving the driver a feeling of excessive deceleration.

The invention described in claim 16 is a combination of the invention described in claim 1 and the invention described in claim 7 , and therefore, compared with the invention described in claim 15 , If the downhill gradient changes during downhill speed change control,
Since the downshift control and the upshift control can be performed more finely, an extremely good downhill road control that does not always give the driver a feeling of excessive deceleration can be performed.

[Brief description of the drawings]

FIG. 1 is a block diagram according to the invention of claim 1;

FIG. 2 is a block diagram according to the invention of claim 6;

FIG. 3 is a block diagram according to the invention of claim 7 ;

FIG. 4 is an overall configuration diagram in the first embodiment.

FIG. 5 is a flowchart (part 1) illustrating downhill road speed change control in the embodiment.

FIG. 6 is a flowchart (part 2) illustrating downhill road speed change control in the embodiment.

FIG. 7: R / L (air resistance + rolling resistance) table

FIG. 8: Tt (turbine torque search) map

FIG. 9 is a TRA (for downshift or upshift target acceleration calculation) table;

FIG. 10 Normal shift pattern

FIG. 11 is an overall configuration diagram in a second embodiment.

FIG. 12 is a flowchart illustrating downhill road speed change control in the embodiment.

FIG. 13 is a flowchart (part 1) illustrating downhill road speed change control in the third embodiment.

FIG. 14 is a flowchart (part 2) illustrating downhill road speed change control in the third embodiment.

FIG. 15 is a flowchart (part 1) illustrating downhill road speed change control when the first embodiment and the second embodiment are combined.

FIG. 16 is a flowchart (part 2) illustrating downhill road speed change control when the first embodiment and the second embodiment are combined.

FIG. 17 is a flowchart (part 1) for explaining downhill speed shift control when the first embodiment and the third embodiment are combined.

FIG. 18 is a flowchart (part 2) illustrating downhill road speed change control when the first embodiment and the third embodiment are combined.

FIG. 19 is a flowchart (part 3) illustrating downhill road speed change control when the first embodiment and the third embodiment are combined.

FIG. 20 is a map for setting a shift timing according to a shift speed in a conventional example.

[Description of Signs] 1 Engine 2 Automatic transmission 3 Torque converter 4 Transmission gear mechanism 7 Throttle sensor 8 Vehicle speed sensor 10 Brake switch 50 Control unit

Continuation of the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (16)

(57) [Claims] 1. A shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, comprising: vehicle speed detecting means for detecting a vehicle speed; vehicle running resistance detecting means for detecting a vehicle running resistance; Load detecting means for detecting a driver's intention to decelerate based on the engine load, and a shift speed lower than the current shift speed based on the vehicle speed and the vehicle running resistance. First vehicle acceleration estimating means for estimating vehicle acceleration when shifting, target acceleration setting means for setting target acceleration, vehicle acceleration estimated by the first vehicle acceleration estimating means, setting by the target acceleration setting means First acceleration comparing means for comparing the set target acceleration with the target acceleration, and when the driver's intention to decelerate is detected by the deceleration intention detecting means, There, the shift control apparatus for a vehicular automatic transmission, characterized in that the vehicle acceleration after shifting is configured to include a first shift control means for shifting operation by selecting the gear position to be above the target acceleration, a. 2. A shift control device for an automatic transmission for a vehicle according to claim 1, wherein said first vehicle acceleration estimating means estimates a vehicle acceleration when the throttle is fully closed. 3. The first shift control means selects the lowest speed gear among gears at which the vehicle acceleration estimated by the first vehicle acceleration estimating means is equal to or higher than a target acceleration, and performs gear shift control. The method according to claim 1 or 2, wherein
3. The shift control device for an automatic transmission for a vehicle according to claim 1. 4. The automatic transmission for a vehicle according to claim 1, wherein the shift control by the first shift control means is not performed when a brake is depressed. Transmission control device. 5. The vehicle running resistance detected by said vehicle running resistance detecting means or a target acceleration set by said target acceleration setting means when a brake is depressed. The shift control device for an automatic transmission for a vehicle according to claim 3. 6. A shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, comprising: vehicle speed detecting means for detecting a vehicle speed; engine load detecting means for detecting an engine load; Deceleration intention detecting means for detecting the driver's intention to decelerate, vehicle acceleration detecting means for detecting vehicle speed acceleration, target acceleration setting means for setting target acceleration, and vehicle acceleration detected by the vehicle acceleration detecting means. A second acceleration comparison unit that compares the target acceleration set by the target acceleration setting unit; and a deceleration intention of the driver is detected by the deceleration intention detection unit. The comparison result of the second acceleration comparison unit is If the vehicle acceleration detected by vehicle acceleration detection means is smaller than the target acceleration, and the second shift control means for shifting operation from the current gear to the higher gear, further When the brake is depressed, the vehicle acceleration
The vehicle acceleration detected by the degree detecting means or the target acceleration.
A block for correcting the target acceleration set by the speed setting means
A shift control device for an automatic transmission for a vehicle, comprising: a rake correction unit . 7. A shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, comprising : vehicle speed detecting means for detecting a vehicle speed; vehicle running resistance detecting means for detecting a vehicle running resistance; Engine speed detecting means for detecting the driver's intention to decelerate based on the engine load, and a high speed side gear including the current gear based on the vehicle speed and the vehicle running resistance. Second vehicle acceleration estimating means for estimating the vehicle acceleration when the vehicle travels, target acceleration setting means for setting a target acceleration, and comparing the vehicle acceleration estimated by the second vehicle acceleration estimating means with the target acceleration. A third acceleration comparing means, and a second vehicle acceleration estimating means based on a comparison result of the third acceleration comparing means when the driver's intention to decelerate is detected by the deceleration intention detecting means. Shift control apparatus for a vehicular automatic transmission, characterized in that the constant has been the vehicle acceleration is configured to include a third shift control means for shifting operation by selecting the gear position to be above the target acceleration, a. Wherein said second vehicle acceleration estimating means, the shift control device of the vehicular automatic transmission according to claim 7, characterized in that for estimating the vehicle acceleration in the throttle fully closed state. 9. The third shift control means selects and selects the lowest shift speed among the shift speeds at which the vehicle acceleration estimated by the second vehicle acceleration estimating device is equal to or higher than the target acceleration. 9. The method according to claim 7, wherein:
3. The shift control device for an automatic transmission for a vehicle according to claim 1. When 10. The brake is stepped on, the third speed change control means for a vehicle automatic transmission according to any one of claims 7 to claim 9, characterized in that not performed shift control by Transmission control device. 11. A vehicle running resistance detected by said vehicle running resistance detecting means or a target acceleration set by said target acceleration setting means when the brake is depressed. The shift control device for an automatic transmission for a vehicle according to claim 9. 12. The apparatus according to claim 1, wherein said deceleration intention detecting means detects a case where an engine load equal to or less than a predetermined value is detected as a driver's intention to decelerate. Shift control device for an automatic transmission for a vehicle. 13. The shift control of an automatic transmission for a vehicle according to claim 1, wherein said target acceleration setting means calculates the target acceleration based on a state of the vehicle. apparatus. 14. The shift control device for an automatic transmission for a vehicle according to claim 13, wherein the state of the vehicle includes at least one of a vehicle speed, a vehicle running resistance, and a current gear position. 15. A shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, comprising : vehicle speed detecting means for detecting a vehicle speed; vehicle running resistance detecting means for detecting a vehicle running resistance; Load detecting means for detecting a driver's intention to decelerate based on the engine load, and a shift speed lower than the current shift speed based on the vehicle speed and the vehicle running resistance. First vehicle acceleration estimating means for estimating vehicle acceleration when shifting, target acceleration setting means for setting target acceleration, vehicle acceleration estimated by the first vehicle acceleration estimating means, setting by the target acceleration setting means First acceleration comparing means for comparing the target acceleration with the target acceleration, and when the driver's intention to decelerate is detected by the deceleration intention detecting means, A first shift control means for selecting a gear position at which the vehicle acceleration after the shift is equal to or higher than the target acceleration to perform a shift operation; a vehicle acceleration detecting means for detecting an acceleration of the vehicle speed; A second target acceleration setting unit, a vehicle acceleration detected by the vehicle acceleration detection unit, and a second target acceleration set by the second target acceleration setting unit.
A second acceleration comparing means for comparing the target acceleration with a vehicle acceleration, wherein a deceleration intention of the driver is detected by the deceleration intention detecting means, and a comparison result of the second acceleration comparing means is detected by the vehicle acceleration detecting means. A second shift control means for performing a shift operation from the current shift speed to a higher shift speed when is smaller than the second target acceleration; and a shift control device for an automatic transmission for a vehicle. . 16. A shift control device for an automatic transmission for a vehicle connected to an output shaft of an engine, comprising : vehicle speed detecting means for detecting a vehicle speed; vehicle running resistance detecting means for detecting a vehicle running resistance; Engine deceleration detecting means for detecting the driver's intention to decelerate based on the engine load, and the vehicle speed and the vehicle acceleration at the time of shifting based on the vehicle running resistance and the vehicle speed. A vehicle acceleration estimating means for estimating, a target acceleration setting means for setting a target acceleration, a fourth acceleration for comparing the vehicle acceleration estimated by the vehicle acceleration estimating means with the target acceleration set by the target acceleration setting means. When the driver's intention to decelerate is detected by the acceleration comparing means and the deceleration intention detecting means, the vehicle after shifting is determined based on the comparison result of the fourth acceleration comparing means. Acceleration shift control apparatus for a vehicular automatic transmission, wherein the fourth shift control means for shifting operation by selecting the gear position to be above the target acceleration, that it has configured to include.