JP3111338B2 - Transmission control device for automatic transmission - Google Patents

Abstract

PURPOSE:To provide a shift control device for an automatic transmission capable of quickly and correctly selecting the optimum shift stage under various travel conditions based on relatively small fuzzy rules. CONSTITUTION:This shift control device for automatic transmission is provided with an input parameter calculation section 111 obtaining various input parameters based on various sensor outputs, an engine brake necessity detection section 113 made of a neural network obtaining the engine brake compatibility NN based on the input variables X1-X4 related to the gradient, braking force, handle angle, and vehicle speed, and a shift pattern selecting means 114 obtaining the required shift pattern via fuzzy inference in response to the various parameters and the engine brake compatibility.

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.

[0002]

2. Description of the Related Art Generally, an automatic transmission determines a gear position from a throttle opening and a vehicle speed detected during traveling of a vehicle based on a shift pattern set in advance according to the throttle opening and the vehicle speed. , The shift is automatically executed. According to this type of automatic transmission, no major problem occurs in the shift shift on a flat road, but when traveling on a mountainous downhill road or the like, a shift stage suitable for the vehicle traveling state may not be set. For example, if the throttle is returned while the vehicle is traveling on a mountainous downhill, an upshift may be performed.However, the vehicle speed increases and a braking force is required, so that the foot brake must be activated or the select lever must be operated. It was necessary to switch the drive range to apply the engine brake.

In order to solve such a problem, it has been conventionally proposed to perform fuzzy shift control based on a vehicle speed, a road gradient, or the like indicating a vehicle running state. According to the fuzzy speed change control, the engine brake can be operated by automatically performing a downshift during traveling on a downhill road.

[0004]

In the above-mentioned conventional fuzzy shift control, fuzzy inference is directly performed from variables representing running conditions such as gradient and vehicle speed in selecting a shift pattern, so that an optimal shift pattern can be obtained in all running conditions. In order to make a selection, fuzzy rules must be set for all combinations of variables representing driving conditions. However, it is very difficult to optimally set many fuzzy rules. On the other hand, if a fuzzy rule is set only for a typical driving state, the selection of a shift pattern becomes inappropriate depending on the driving state.

Accordingly, the present invention provides a shift control device capable of selecting an optimum shift speed under various driving conditions based on a relatively small number of fuzzy rules, and which can quickly and accurately select the optimum shift speed. The purpose is to do.

[0006]

Means for Solving the Problems] shift control system for an automatic transmission according to the present invention, a running state detecting means for detecting a running condition of the vehicle including at least the gradient, the vehicle speed, at least the run
Related to the slope and vehicle speed detected by the line condition detection means
Using a neural network to input input variables,
An engine brake necessity detecting means for detecting the necessity of engine braking of the vehicle, a driving state of the vehicle detected by the driving state detecting means, and an engine brake necessity detected by the engine brake necessity detecting means. A shift pattern selecting means for selecting a predetermined shift pattern by fuzzy inference based on fuzzy rules describing a traveling condition of the vehicle and a determination condition relating to the necessity of engine braking.

[0007]

During traveling of the vehicle, the traveling state of the vehicle, including at least the gradient and the vehicle speed, is detected by the traveling state detecting means, and the necessity of engine braking is detected by the engine brake necessity detecting means. Then, the shift pattern selection means selects a predetermined shift pattern by fuzzy inference from the detected values by the traveling state detection means and the engine brake necessity detection means.

Since fuzzy inference is performed in accordance with the current gradient, vehicle speed, and necessity of engine braking, responsiveness in selecting a shift pattern with respect to a change in the vehicle traveling state is good, and a shift pattern suitable for the traveling state is accurate. The selection is good, and the number of fuzzy rules is reduced.

[0009]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a transmission control apparatus according to an embodiment of the present invention. As shown in FIG. 1, an automatic transmission 2 interposed between an engine 1 of a vehicle and driving wheels (not shown) includes a torque converter 3 connected to an output shaft of the engine 1, and a plurality of sets of transmissions. A gear mechanism 4 having gears for establishing an arbitrary one of a plurality of, for example, four shift speeds, and a shift speed switching mechanism 5 for driving the mechanism 4 to switch the shift speed. I have.

Although not shown in detail, the speed change mechanism 5 includes, for example, a plurality of engagement elements such as clutches and a hydraulic drive mechanism for switching the engagement state of each engagement element. In. This drive mechanism has a return spring that urges each engagement element, and a hydraulic piston that presses each engagement element in a direction opposite to the direction in which the spring force acts, and a pressure corresponding to each hydraulic piston. The hydraulic pressure supplied to the chamber is controlled by a hydraulic control device 6.

In the vehicle, the drive mechanism of the speed change mechanism 5 is operated by electrically controlling the operation of an electromagnetic switching valve (not shown) of the hydraulic control device 6 so that a required gear is established. A shift control device 10 for causing the shift is mounted. The shift control device 10 has various sensors for detecting the running state of the vehicle and an electronic control unit 11 having the functions of various functional blocks shown in FIG. 2, and the control unit 11 outputs various sensor outputs. The electromagnetic switching valve of the hydraulic control device 6 is driven accordingly.

The electronic control unit 11 includes an engine speed (NE) sensor 21 and an engine intake air amount (A /
N) Sensor 22, T / M (transmission) output rotational speed (N
O) Sensor 23, throttle opening (Th) sensor 24, stop lamp switch 25, steering wheel angle sensor 26, select lever (not shown) for switching the range of the automatic transmission 2.
An inhibitor switch 27 for detecting the switching position of
A gear position switch 28 for detecting the gear position currently established in the automatic transmission 2 is connected. An electronic control unit (not shown) for controlling the engine, which is capable of exchanging signals with the control unit 11, is interposed between the control unit 11 and the sensors 21 and 22.

Referring to FIG. 2, the electronic control unit 11
Functionally, an input parameter calculation unit 111 for calculating input variables and input switches used in calculations in each unit of the control unit based on various sensor outputs, and a sporty degree for determining a degree of sporty driving. A determination unit 112, an engine brake necessity detection unit 113 for detecting the necessity of engine brake, a shift pattern selection unit 114 for selecting a required shift pattern and determining a command shift stage, A learning correction unit 115 for learning and correcting a determination reference value used in the downshift necessity determination at 114; a command shift stage and a shift stage switch 28 determined by the shift pattern selection unit 114;
And a shift command section 116 for judging whether or not a shift is necessary based on the current shift speed detected in step S <b> 1 and outputting a shift speed switching command to the hydraulic control device 6.

The shift pattern selection section 114 has a shift pattern storage section 114a which stores two standard shift patterns (mild pattern and sporty pattern) each represented by a function of vehicle speed and engine load (throttle opening). I have. The sporty pattern is set so that the shift-up timing is later and the shift-down timing is earlier than in the mild pattern in order to operate the engine 1 in the high output range (FIG. 20).
And FIG. 21).

When comparing the mild pattern and the sporty pattern from another viewpoint, the mild pattern is suitable for use as a pattern for a flat road, while the sporty pattern is suitable for use as a pattern for an uphill road. In the description, especially in the description related to the upshift line change, the terms “mild pattern” and “sporty pattern” may represent a flat road pattern and an uphill road pattern.

A shift pattern selection unit 114 for setting a shift pattern conforming to a sporty degree and a gradient degree (shift shift coefficient) described later by interpolating two standard shift patterns.
4b. The setting unit 114b includes a shift pattern movement correction unit 114c for moving the shift pattern according to the sporty degree and the gradient degree.
14c has a shift line changing unit 114d for continuously changing the upshift line of the shift pattern according to the sporty degree and the gradient degree. And the same change unit 1
14d includes a gradient determining unit 114e for determining the gradient based on the weight / gradient resistance RS obtained as described later in the input parameter calculation unit 111.

The shift pattern selection unit 114 includes an input parameter and engine brake necessity detection unit 113.
And a mode determination / processing unit 114f for determining a command shift speed in accordance with the shift pattern set by the shift pattern setting unit 114b and the input parameter, as well as determining a traveling mode that matches the output of the shift pattern setting unit 114b. In the present embodiment, a flat road / uphill traveling mode A, a gentle downhill traveling mode C, and a sudden downhill traveling mode D are scheduled. Outline of Operation The electronic control unit 11 having the above configuration executes a main routine shown in FIG. 3 at a predetermined cycle in order to perform the functions of the control unit units 111 to 116 shown in FIG.

When the ignition key of the engine 1 is turned on, the electronic control unit 11 initializes each part of the control unit and performs initial setting (step S).
1) The control unit 11 as the input parameter calculation unit 111 reads the outputs from the various sensors 22 to 27 described above and calculates the input variables as described later in detail (step S2). In this input variable calculation, the sensor output or a parameter derived from the sensor output is subjected to dimensionless processing, whereby the transmission control device can be used for vehicles of various specifications.
Applicable to engines.

Next, the control unit 11 as the input parameter calculation unit 111 calculates the input switch as the flag information used for the calculation in each unit of the control unit from the input variables as described later in detail (step S3). ). The input switches include a brake deceleration switch BGSP, a large brake deceleration switch BGSB, and a gradient resistance non-negative switch F.
SRSP, three throttle opening middle switches FSTh45, F
STh34, FSTh23, mode C establishment switch MSWC, and the like.

When the calculation of the input switch is completed, the sporty degree is determined by the control unit 11 as the sporty degree determining unit 112 as described later in detail (step S).
4) The control unit 11 as the gradient determination unit 114e calculates the gradient (shift line movement coefficient) as described later in detail (step S5). Next, the control unit 11 as the mode determination / processing unit 114f determines whether the mode is out of the mode (step S6). More specifically, whether the oil temperature is equal to or lower than a predetermined temperature, whether the oil temperature is other than the standard pattern in the shift pattern control (hold pattern, or “P”, “R”, “N” or “L” range), A specific failure such as disconnection of the opening sensor 24 is detected, or
When the abnormality of the stop lamp switch 25 is detected, it is determined that the mode is out of the mode.

If the out-of-mode determination is not made and the result of the determination in step S6 is negative, the mode determination / processing section 114f calculates the shift stage SHIFT1 on mode A (step S7), and It is determined whether or not the vehicle speed V is equal to or lower than a predetermined vehicle speed, or whether or not a mode transition prohibition condition that a specific failure such as an adjustment failure of the throttle opening sensor 24 is detected in the failure diagnosis (step S8). .

If the mode transition prohibition condition is not satisfied and the result of the determination in step S8 is negative, the engine brake necessity detection section 113 sets the gradient,
4 related to braking force, steering wheel angle and vehicle speed respectively
The two input variables X1 to X4 are calculated and input to the neural network to determine the engine brake fitness NN (step S9).

Next, the mode determination / processing section 114f checks whether a fuzzy rule described later is established (step S10), and the learning correction section 115 performs an engine brake learning process described later (step S1).
1). Then, the mode determination / processing unit 114f performs a mode process described later, and the current mode upper shift stage SHIFT
F is calculated, then the command shift stage SHIFT0 is calculated (steps S12, S13), and the process returns to step S2.

When the out-of-mode determination is made in step S6, the command shift stage SHIFT0 according to the out-of-mode condition is calculated by the mode determining / processing unit 114f (step S14). The mild pattern stored in the shift pattern storage unit 114a is used for this shift stage calculation. If it is determined in step S8 that the mode transition prohibition condition is satisfied, the process proceeds to step S7.
The shift stage SHIFT1 on the mode A calculated in step (1) is set as the current mode upper shift stage SHIFTF (step S15). Upon completion of the calculation of the shift speed in each of steps S14 and S15, the process returns to step S2.

As suggested in the above description of the overall configuration and the outline of operation, and as will be described in detail below, the shift control device of the present embodiment has a normal shift pattern control function as well as a function of driving the vehicle while traveling on a downhill road. The function for learning the downshift operation conditions so that the downshift on downhill roads is performed according to the driver's preference, A function for continuously changing the shift pattern so as to adapt to the driving method (sporty degree), and the vehicle's kinetic performance (driving force) by preventing unnecessary upshifts due to the lift foot while the vehicle is traveling on an uphill road Function to ensure the vehicle's acceleration and the vehicle's acceleration operation by making it easy to downshift when the sportiness and brake deceleration are large. So that the exhibits a function of improving the driving performance of the vehicle at the time of opening.

Hereinafter, each part of the electronic control unit will be described in detail. Input parameter calculation unit Control unit 11 as input parameter calculation unit 111
Is the engine speed sensor 2 in the input variable calculation.
1. Processing the output of the engine intake air amount sensor 22, the T / M output rotational speed sensor 23, the throttle opening sensor 24, the stop lamp switch 25, and the steering wheel angle sensor 26 to process the engine rotational speed NE, the intake air amount A / N,
The T / M output rotational speed NO, the throttle opening Th, the brake switch BS, the steering wheel absolute value ST, and the like are obtained. Here, the brake switch BS takes a value “0”, for example, when the stop lamp switch 25 is off, and takes a value “1”, for example, when the stop lamp switch 25 is on.

In calculating the input variables, the vehicle speed V, the longitudinal acceleration GX, the lateral acceleration GY, the brake deceleration GBG, the engine torque TE, the maximum engine torque TEMAX, the torque converter speed ratio e, and the torque converter torque ratio are used as input variables. t, current speed ratio iT, engine driving force F
E, acceleration resistance RA, weight / gradient resistance RS, acceleration margin K
ACC, acceleration torque TEACC, neural network inputs X1 to X4, and the like are calculated according to respective calculation formulas.

The vehicle speed V is calculated by using a T / M output rotational speed NO, a tire diameter r, and a final reduction ratio iF as variables.
2π · r · 60) / iF · 1000. The longitudinal acceleration GX is calculated by using the variation of the T / M output rotation speed (NOnO-NOn-1), the tire diameter r, and the final reduction ratio iF as variables. GX0 = ｛2π · r · (NOnO−NOn-1) ｝
The value GX0 calculated according to /(0.024·iF·60·9.8) is obtained by performing filter processing. This filter processing is performed by the equation Xf = Kf.X + (1-K
f) Performed in accordance with Xf-1. Where Xf, X and Xf
-1 represents the filter output, the filter input, and the filter output at the time of the previous calculation, respectively, and Kf is a filter constant represented by a function of the calculation cycle and the cutoff frequency.

The lateral acceleration GY is represented by the T / M output rotational speed N
O, steering wheel absolute value ST, steering gear ratio is, wheelbase l, stability factor A, tire diameter r
And GY0 = (ST ·
π) / [180 · I · l·ｌA + 1 / (NO · 2π · r
/ (IF · 60) ^1/2 ｝ · 9.8], which is obtained by performing filter processing on the value GY0.

The brake deceleration GBG is obtained from the longitudinal acceleration GX and the value of the brake switch BS. When BS = 0 or GX ≧ 0, the value is “0”, and when BS = 1 and G
When X <0, the value is “−GX”. Engine torque T
E is obtained by performing a filtering process on a value obtained from the engine speed NE and the intake air amount A / N.
The maximum engine torque TEMAX is obtained from the engine speed NE and a predetermined intake air amount A / N (for example, 96%).

The torque converter speed ratio e is represented by the current speed ratio iT, which is the speed ratio of the command shift stage, and the T / M output rotational speed NO.
Equation e = iT · with engine speed and engine speed NE as variables
It is calculated according to NO / NE. Then, based on the torque converter speed ratio e, a torque converter torque ratio t is obtained from an et map (not shown). Further, a calculation formula FE = TE ・ t ・ iT ・ iF ・ η / using engine torque TE, torque converter torque ratio t, current gear ratio iT, final reduction ratio iF, transmission efficiency η of transmission and tire diameter r as variables.
The engine driving force FE is determined according to r.

The acceleration resistance RA is calculated according to the following formula. RA = {W + WO. (KMT + KME.iT.iF)}. G
X Here, W, WO, KMT, and KME represent a vehicle weight, an empty vehicle weight, a weight ratio corresponding to a tire rotating portion, and a weight ratio corresponding to an engine rotating portion, respectively. The weight / gradient resistance RS is calculated by using the engine driving force FE, the acceleration resistance RA, the air resistance RL, and the rolling resistance RR as variables. RS0 = FE-RA-R
It is obtained by performing a filtering process on the value RS0 calculated according to L-RR. However, this parameter RS
0 takes the value “0” when the speed is outside the “D”, “3” and “2” ranges and when the vehicle speed V is equal to or lower than the predetermined vehicle speed.
Further, the parameter RS0 takes the previous value during or immediately after the gear shift or immediately after the brake switch BS is at the value "1" or immediately after the value is changed from the value "1" to the value "0". The calculation formulas of the air resistance RL and the rolling resistance RR are as follows.

RL = (1/2) · ρ · S · CD · (NO ·
2πr / iF · 60) ² RR = μR · W + {(WF / 2 · GY) ² / CPF} · ² +
｛(WR / 2 · GY) ² / CPR｝ · 2 where ρ, S and CD represent air density, front projected area and air resistance coefficient, and μR, WF, WR, CPF and CPR are rolling resistances. Coefficient, front wheel vehicle weight, rear wheel vehicle weight, front wheel cornering power, and rear wheel cornering power.

The acceleration torque TEACC and the acceleration margin KACC are calculated according to the following formulas (see FIG. 4). TEACC = RA.r / (iT.iF..eta..t) KACC = (TEMAX-TE + TEACC) / TEMAX The neural network inputs X1 to X4 are obtained by the following equation.
S · r / (iTD · iF · η)｝ / KN1, X2 = GXBG / K
N2, X3 = ST / KN3 and X4 = NO.iTD / KN4, respectively. In the above equation, iTD is a gear ratio after the mode shift (after the downshift), and is determined according to a combination of the traveling mode and a command shift stage SHIFT0 described later.

Mode A in which the vehicle is traveling on a flat road or an uphill road, and Mode C in which the vehicle is traveling on a gentle downhill road.
In this embodiment in which the speed ratio i TD after the mode shift is set to the mode A,
And the command shift speed “2”, the combination of the mode C and the command shift speed “3”, and the combination of the mode D and the command shift speed “2”. It is set to iT2, and for the combination of the mode A and the command shift stage "3" or "4", the speed ratio iT3 of the third shift stage is set.

The input parameter calculation section 111 is a brake deceleration switch BGS as an input switch which is flag information used for calculation in each section of the control unit 11.
P, brake deceleration large switch BGSB, gradient resistance non-negative switch FSRSP, three throttle opening middle switches FFSTh4
5, FSTh34, FSTh23, Mode B establishment switch MSW
B, a mode C establishment switch MSWC and the like are calculated.

The switch BGSP is a brake switch B
It takes the value "1" when S is on and the longitudinal acceleration GX is negative, and takes the value "0" otherwise. The switch BGSB takes a value “1” when the brake switch BS is on and the longitudinal acceleration GX is smaller than a predetermined negative value, and takes a value “0” otherwise. The switch FSRSP takes a value "1" when the state where the weight / gradient resistance RS is larger than a predetermined negative value continues for a predetermined period, and takes a value "0" in other cases.

Switches FSTh45, FSTh34 and FSTh23
Takes a value "1" when the state in which the throttle opening sensor output is larger than the first, second, and third predetermined values continues for a predetermined period, and takes a value "0" otherwise. Here, the second predetermined value is smaller than the first predetermined value, and the third predetermined value is smaller than the second predetermined value. The switch MSWB or MSWC shifts from the value “0” to the value “1” when a predetermined period has elapsed from the time when the mode becomes the mode B or C, and the value “1” when the mode is no longer B or C. To the value “0”. The sporty degree judging section 112 detects the degree (sporty degree) at which the driver performs so-called sporty driving. The higher the sporty degree, the more the engine is operated in a high output range and the higher the sporty degree. The tire will be used on the marginal area side. Therefore, the sporty degree determination unit 112
Has, as shown in FIG. 5, an engine load degree calculator 112a for calculating the degree of load applied to the engine 1 and the degree of load applied to a tire (not shown), and a tire load degree calculator 112b. I have.

The engine load degree calculator 112a calculates the engine torque T calculated by the parameter calculator 111.
E, maximum engine torque TEMAX and acceleration torque TEA
Using CC and the formula SPTE = TEACC / (TEMAX-T
E + TEACC) to determine the engine load SPTE. However, SPTE is set to a value “0” if the calculated value is “0” or less, and is set to a value “1” if the calculated value is “1” or more. Engine load degree SPT determined in this way
E is the ratio of the running torque currently used to the maximum torque available for the capacity of the engine, and this ratio indicates how much the driver is using the engine performance, i.e., how much Indicates whether you are running sporty.

The tire load degree calculation unit 112b uses the longitudinal acceleration GX and the lateral acceleration GY calculated by the parameter calculation unit 111, and uses the equation SPG = (GX ² + GY ² ).
^The tire load SPG is calculated according to ^1/2 / GMAX. In the equation, the symbol GMAX represents the grip limit acceleration of the tire. The tire load degree SPG is a ratio of a horizontal force acting on the tire to a maximum grip force of the tire, and the ratio is based on how much the driver uses the grip performance of the tire, that is, how much sporty. Indicates whether the vehicle is running.

The sporty degree determination unit 112 determines the larger one of the engine load degree SPTE and the tire load degree SPG (= MAX {SPTE (i), SPG (i)}).
And a maximum value calculation unit 112c for selecting
The output SPC of 12c is expressed by the formula SPF = SPF (i-1) + KFS
A filtering unit 112d for filtering according to {SPC-SPF (i-1)}. In the equation, the symbols SPF (i-1) and KFS represent the filtering unit output and the sportiness degree filter constant one cycle before, respectively.

The correction unit 112e that receives the output SPF of the filtering unit 112d receives the output SP of the filtering unit.
When F is equal to or smaller than the correction coefficient SPFA, the equation KSP = SPA · S
The sportiness degree KSP is obtained according to PF / SPFA. When the output SPF exceeds the correction coefficient SPFA, the equation KSP = S
PA + ｛(1-SPA) ・ (SPF-SPFA) / (SP
The sporty degree KSP is obtained according to (FB-SPFA) (see FIG. 6). Here, SPFB is a correction coefficient.

More specifically, the sporty degree judging section 112
The electronic control unit 11 executes a sporty degree calculation subroutine shown in FIG. 7 in step S4 of the main flow shown in FIG. In this subroutine, the control unit 11 calculates the engine load degree SPTE and the tire load degree SPG as described above (step S41), and then selects the larger one of the calculated values (step S42). The resulting output SPC is filtered (step S43).

This filtering process is a process of setting a filter coefficient (step S43), as shown in FIG.
a) and a process of calculating a load degree filter SPF as an output of the filtering unit 112d (step S43b). In the filter coefficient setting process, the electronic control unit 11 determines whether the value of the throttle operation quick switch TSWS calculated in step S3 of the main routine in FIG. 4 is "1", and performs a sharp throttle operation. Is determined (step S431). If the determination result is affirmative, the value of the throttle depression switch TSWF calculated in step S3 of the main routine is “1”.
Then, it is further determined whether or not the throttle (accelerator pedal) has been depressed (step S432). If the determination result is affirmative, the degree of sporty is increased by determining whether or not the output SPC obtained in step S42 of FIG. 7 exceeds the filtering unit output SPF (i-1) one cycle before. It is determined whether or not this is the case (step S433). If the determination result is affirmative, the sportiness degree filter constant KFS is set to a predetermined value KSFI (step S434), and the filter coefficient setting subroutine ends.

On the other hand, steps S431, S432 and S
If the determination result in any one of 433 is negative, it is determined whether or not the value of the throttle operation quick switch TSWS is “0”, thereby determining whether or not the gentle throttle operation has been performed. (Step S435) If this determination result is affirmative, the throttle depression switch TSWF
It is further determined whether or not the throttle has been released by determining whether or not the value of is "0" (step S4).
36). If the determination result is affirmative, it is determined whether or not the sporty degree has decreased by determining whether or not the output SPC obtained in step S42 is lower than the filtering unit output SPF (i-1) one cycle before. Is determined (step S437), and if the determination result is affirmative, the sportiness degree filter constant KFS is set to a predetermined value KSFD (step S438), and the filter constant setting subroutine ends.

Steps S435, S436 and S436
If the determination result in any one of 437 is negative, the sportiness degree filter constant KFS is set to a predetermined value KFSS (step S439), and the filter constant setting subroutine ends. Predetermined value KFS of sporty degree filter constant
D, KSFS, and KSFS are preset so that the relationship KSFD>KFSI> KFSS is satisfied. The filter constant KFS usually takes a relatively small value KFSS, but when the throttle is quickly depressed, the filter constant KFS as the sporty degree increasing side filter constant is set at step S43.
At 4 the value is switched to a value KFSI greater than the value KFSS,
As a result, the output SPF of the filtering unit rapidly increases during the sporty operation. On the other hand, when the throttle is released slowly, the filter constant KFS as the sporty degree decreasing side filter constant is switched to a value KSFD larger than the value KSFS, whereby the output SPF of the filtering unit decreases rapidly during mild operation. become.

As described above, the reason why the filter constant is variably set in accordance with the throttle operation is that when a fixed value is used as the filter constant, it becomes difficult to set the degree of filtering. That is, if the degree of filtering is too weak, the sporty degree fluctuates even if the driving manner is constant, while if the degree of filtering is too strong, the sporty degree with respect to the change in the manner of driving between sporty driving and mild driving. This is because the degree change is delayed. In the present embodiment in which the filter constant is variably set, when a sudden change in the engine load is detected, the shift pattern is moved to a high-speed side by a shift pattern movement described below performed according to the sportiness. The shift pattern is moved at an increased speed, and when a gradual change in the engine load is detected, the shift pattern moves to a lower speed at a higher speed than the speed to move to a higher speed. As a result, the responsiveness in a shift is improved. In addition, while the vehicle is traveling with the normal acceleration / deceleration, unnecessary shift pattern movement is prevented. Engine brake necessity detecting unit As shown in FIG.
Reference numeral 13 denotes a hierarchical neural network. That is, the neural network includes the parameter operation unit 1
And an input layer (first layer) having four cells to which the neural network inputs X1 to X4 from 11 are respectively applied and a bias cell for inputting the input "1", and an appropriate number, for example, four cells and a bias cell. And an intermediate layer (second
And an output layer (third layer) having one cell for outputting the engine brake fitness NN.

In the following description, symbols OPij, IPij
And IPSij represent the j-th cell output of the i-th layer, the j-th cell input sum of the i-th layer, and the sigmoid input of the j-th cell input sum of the i-th layer, respectively, and symbols Wij0 and Wijk
Are the threshold value of the cell input of the ith layer j and the ith layer j
The bond strengths between the k-th cell and the k-th cell in the (i-1) -th layer are respectively shown (see FIG. 11). The bond strength is set in advance by learning using conventionally known back propagation.

In the neural network, with the neural network input Xj (j = 1 to 4) set as each cell output OPij of the first layer, the sum of each cell input IPij of the next layer is k = 1 to (i−1). 1) Number of cells in layer n (i-
For 1), the equation IPij = Wij0 + Σ (Wijk · OP (i-1))
k), and then the sigmoid input IPSij (= IPij) equal to the cell input operation IPij is converted by the sigmoid function f to obtain each cell output OPij. Then, this procedure is sequentially executed up to the cells of the output layer to obtain the cell output OP31 of the output layer, and this is set as the engine brake adaptability NN (= OP31).

As described above, the engine brake adaptability NN representing the degree of necessity of engine braking is obtained by four inputs relating to the gradient, the brake deceleration, the steering wheel angle and the vehicle speed as variables representing the running state of the vehicle. From X1 to X4, it is comprehensively obtained by a neural network. Then, by the shift pattern selection described later performed according to the engine brake compatibility NN, the shift pattern selection is appropriately performed in various vehicle running states,
A function of downshifting to operate an appropriate engine brake when traveling downhill is provided.

Since the necessity of the engine brake operation is determined based on the neural network input at the present time, the responsiveness to the running state and the responsiveness to the running state are improved as compared with the case where the determination is made based on the running state history before the present time. The judgment accuracy is improved. Shift pattern selection unit Mode determination / processing unit 11 of shift pattern selection unit 114
4f determines whether or not five fuzzy rules including the first to fourth rules and the sixth rule are established. When all three or four determination conditions for each rule are satisfied, the establishment of the rule is determined. In other words, the crisp function is used to check whether the fuzzy rule is satisfied.

[First rule] FSRSP = 0, NN ≧ EB4
3. If VTH≤VTHS and V≤VB43, enter mode C. [Second rule] FSRSP = 0, NN ≧ EB32, VTH ≦ VT
If HS and V ≦ VB32, enter mode D. [Third rule] SHIFT1> 2, FSTh23 = 1, VTH
If <VTHB and GY ≦ GYS, release mode D.

[Fourth Rule] SHIFT1> 3, FSTh
If 34 = 1, VTH <VTHB, and GY ≦ GYS, the mode C is released. [Sixth rule] FSRSP = 1, VTH> VTHS, and GY ≦
If GYS, release modes C and D. In the above rules, EB43 and EB32 represent engine brake adaptation thresholds, VTHS and VTTH represent throttle opening thresholds, VB43 and VB32 represent vehicle speed thresholds, and GYS represents lateral acceleration thresholds. Represent.

The electronic control unit 11 as the mode determining / processing unit 114f executes the mode processing in step S12 of the main routine of FIG. 3 as described above in order to determine the mode and the shift stage SHITFF in the current mode. . Specifically, when the current mode is the mode A, the electronic control unit 11 executes a subroutine shown in FIG. In the subroutine, it is determined whether or not the current command shift speed SHIFT0 is the fourth shift speed (step S121a). If the determination result is affirmative, it is further determined whether or not the above-described first rule is satisfied. It is determined (step S121b). If the determination result is affirmative, the mode is set to the mode C and the third shift speed is set as the current mode upper shift speed SHITFF (step S121c). On the other hand, step S1
If the result of the determination at 21b is negative, this subroutine ends.

If the decision result in the step S121a is negative, it is decided whether or not the command shift stage SHIFT0 is the third speed (step S121d). If the decision result is affirmative, the first rule is satisfied. It is further determined whether or not the condition is satisfied (step S121e). If the determination result is affirmative, the mode is set to the mode C and the third shift speed is set as the current mode upper shift speed SHITFF (step S121f). On the other hand, step S1
If the result of the determination at 21b is negative, this subroutine ends.

On the other hand, if the decision result in the step S121d is negative, it is determined whether or not the command shift stage SHIFT0 is the second shift speed (step S121g). If the determination result is affirmative, it is further determined whether or not the second rule is satisfied (step S121h). If the determination result is positive, the mode D is set as the mode, and the second shift speed is set as the current mode upper shift speed SHITFF (step S121i). On the other hand, if the decision result in the step S121h is negative,
This subroutine ends.

If the current mode is mode C,
The subroutine shown in FIG. 13 is executed. In this subroutine, it is determined whether or not the shift speed SHIFT1 in mode A is lower than the third speed (step S).
122a), if the result of this determination is negative, it is determined whether or not the sixth rule is satisfied (step S122).
b). Then, this discrimination result or step S122a
If any of the determination results in the above is positive, the mode A is set as the mode, and the mode A upper shift stage SHI is set.
FT1 is set as the current mode upper shift stage SHITFF (step S122c).

On the other hand, if the decision result in the step S122b is negative, it is decided whether or not the fourth rule is satisfied (step S122d). If the decision result is affirmative, the mode A is set as the mode. At the same time, the fourth gear is set as the current mode upper gear SHITFF (step S122e). If the determination result in step S122d is negative, it is determined whether or not the second rule is satisfied (step S122f). If the determination result is affirmative, the mode B obtained in step S3 of the main routine is determined. It is further determined whether or not the value of the establishment switch MSWB is "1" (step S122g). If the determination result is affirmative, the mode D is set as the mode, and the second shift speed is set as the current mode upper shift speed SHITFF (step S122h). On the other hand, if the determination result in either step S122f or S122g is negative, this subroutine ends.

When the current mode is the mode D, FIG.
The subroutine shown in FIG. 4 is executed. In this subroutine, it is determined whether or not the shift speed SHIFT1 in mode A is lower than the second speed (step S).
123a), if the result of this determination is negative, it is determined whether or not the sixth rule is satisfied (step S123).
b). Then, this discrimination result or step S123a
If any of the determination results in the above is positive, the mode A is set as the mode, and the mode A upper shift stage SHI is set.
FT1 is set as the current mode upper shift stage SHITFF (step S123c).

On the other hand, if the decision result in the step S123b is negative, it is decided whether or not the third rule is satisfied (step S123d). If the decision result is affirmative, the mode C is set as the mode. At the same time, the third gear is set as the current mode upper gear SHITFF (step S123e). On the other hand, if the decision result in the step S123d is negative, this subroutine is ended.

In order to determine the command shift stage SHIFT0,
The electronic control unit 11 as the mode determination / processing unit 114f executes a subroutine shown in FIG. In this subroutine, it is first determined whether or not a shift is prohibited by determining whether or not a shift prohibition command is transmitted from a traction control controller (not shown) (step S131). If so, this subroutine ends. In this case, the command shift stage SHIFT0 is held at the previous one.

On the other hand, if the decision result in the step S131 is negative, the select lever is set to "2" based on the output of the inhibitor switch 27 indicating the select lever switching position.
It is determined whether or not it is in the range (step S132),
If this determination result is affirmative, the current mode upper shift stage SH
It is further determined whether or not the IFTF is higher than the second speed (step S133). If the determination result is affirmative, the second shift speed is set as the command shift speed SHIFT0 (step S134).

If the decision result in the step S132 is negative, it is decided whether or not the select lever is in the "3" range (step S135). If the decision result is affirmative, the current mode upper shift stage SHITFTF is determined. It is further determined whether the speed is higher than the third speed (step S13).
6). If the determination result is affirmative, the third shift speed is set as the command shift speed SHIFT0 (step S137).

If the determination result in either step S135 or S137 is negative, the current mode upper shift stage SHIFT obtained in step S12 of the main routine.
F is set as the command shift stage SHIFT0 (step S138). As a result of the mode processing shown in FIGS. 12 to 15 being performed as described above, various mode transitions shown in FIG. 16 are performed.

More specifically, when the vehicle is running in the mode A fourth speed and the road becomes a gentle descending slope and it is determined in step S121b of FIG. 12 that the first rule is satisfied, step S121 is performed.
c, a mode transition C43 is performed.
To C, and the shift stage is switched from the fourth speed to the third speed. Further, if the first rule is determined to be satisfied in step S121e due to a gentle downhill during traveling in the mode A third speed, the mode shift AC3 that shifts the mode from A to C while maintaining the third speed. Is performed (Step S121)
f). Further, when the vehicle is traveling on the second speed in the mode A and becomes a steep hill, and it is determined in step S121h that the second rule is satisfied, the mode shift AD2 in which the mode is shifted from A to D while maintaining the second speed. Is performed (step S121i).

On the other hand, if an attempt is made to accelerate suddenly during traveling in the mode C third speed, the mode A is set in step S122a of FIG.
If it is determined that the upper command shift stage SHIFT1 is lower than the third speed, or if the road becomes a flat road during traveling in the mode C third speed and it is determined that the sixth rule is satisfied in step S122b, A mode transition CA3 involving transition from mode C to A and switching from third speed to command shift stage SHIFT1 on mode A is performed (step S122).
c). If it is determined in step S122d that the fourth rule is satisfied in an attempt to slowly accelerate during traveling in the mode C third speed, a transition from mode C to A and a change from third speed to fourth speed are performed. Is performed (step S122e). Then, when the vehicle becomes a steeply sloping road during traveling in the third speed of mode C and the establishment of the second rule is determined in step S122f, the shift from mode C to D and the third
A mode transition D32 involving switching from the second speed to the second speed is performed (step S122h).

Further, when the vehicle tries to accelerate suddenly during traveling in the mode D second speed, the mode A is set in step S123a in FIG.
If it is determined that the upper command shift speed SHIFT1 is lower than the second speed, or if the road becomes a flat road during traveling in the mode D second speed and it is determined in step S123b that the sixth rule is satisfied, A mode transition DA2 involving transition from mode D to A and switching from second speed to mode A upper command shift stage SHIFT1 is performed (step S123c).
Also, trying to slowly accelerate while driving in mode D second speed,
If it is determined in step S123d that the third rule is satisfied, a mode transition D23 involving a transition from mode D to C and a switch from second speed to third speed is performed.

As is apparent from the above description, when the mode shifts D32 and C43 are performed, the mode determination / processing section 114f functions as a downshift necessity determining means for determining the necessity of downshift. . And
The control output representing the command shift stage determined by the shift pattern selection unit 114 as described above is output from the shift command unit 11.
(FIG. 2). The shift command unit 11 determines whether or not a shift is necessary based on the command shift speed and the current shift speed detected by the speed switch 28, and outputs a shift speed switching command to the hydraulic control device 6. Shift pattern setting unit Mode judgment / processing unit 11 of shift pattern selection unit 114
The shift pattern referred to in the above-described mode determination and mode processing by 4f is set by the shift pattern setting unit 114b of the selection unit 114.

The setting section 114b is capable of securing the driving force during traveling at the i shift speed even when the upshift from the i speed (i = 1, 2, or 3) to the (i + 1) speed is performed. And a gradient determination unit 114e for calculating a gradient KRSi as a shift line movement coefficient used for determining the limit upshift vehicle speed (see FIG. 17). Slope degree determination unit 1
14e, as shown in FIG. 18, a negative gradient cut section 11 for cutting a weight gradient resistance on a flat road or a downhill road.
The cutting unit 114g outputs a value “0” when the weight gradient resistance RS input from the parameter calculation unit 111 is equal to or less than the weight gradient resistance threshold value RSS and the weight gradient resistance is small. While outputting RSC, if the weight gradient resistance exceeds the threshold value RS, and thus the weight gradient resistance is not small, an output RSC having a value “RS” is output.

The gradient degree judging section 114e calculates the equation RSF = RS
F (i-1) + KFR ｛{RSC-RSF (i-1)} and a filtering unit 114h for filtering the output RSC of the negative gradient cut unit, and a formula KRS1 = (RSF-R
S0i) / (RS1i-RS0i) and the gradient KRSi
(See FIG. 19)
And further. Where RSF (i-1) and KFR
Represents the filtering unit output and the gradient filter constant one cycle before, respectively, and RS0i and RS1i are i →
(I + 1) shift gradient reference value 0 and i → (i + 1) shift gradient reference value 1 are shown. In FIG. 19, in the shaded region, the vehicle speed cannot be maintained when the vehicle is upshifted to the (i + 1) speed at the limit upshift vehicle speed.

The shift line changing unit 114d of the shift pattern movement correcting unit 114c includes the sporty degree KSP and the gradient KRSi of the i → (i + 1) speed shift line obtained by the sporty degree determination unit 112 and the gradient degree determination unit 114e, respectively. Is calculated as the movement coefficient KMi of the i → (i + 1) speed shift line. Further, the change unit 114d sets the upshift speed NO with respect to the throttle opening Th on the sports pattern.
By multiplying a value obtained by subtracting the upshift speed NOUM with respect to the throttle opening Th on the mild pattern from the US on the mild pattern by the shift line movement coefficient KMi, the upshift speed change amount KMi · (NOUS− NO
UM) (see FIG. 20).

The shift pattern movement correction section 114c
When the throttle opening Th is equal to or greater than a predetermined throttle opening (minimum throttle opening for kicking down) Thv, the throttle opening Th on the mild pattern is calculated from the downshift speed NODS for the throttle opening Th on the sports pattern. The downshift speed change amount KSP · (NODS−NODM) is obtained by multiplying the value obtained by subtracting the downshift speed NODM with respect to the degree Th by the sporty degree KSP (see FIG. 21).

On the other hand, if the throttle opening Th is less than the predetermined throttle opening Thv, the shift pattern movement correction unit 114c uses the brake down coefficient KBG used for calculating the downshift speed change amount in this case as the input parameter calculation unit. BGS brake deceleration large switch BGS obtained in 111
Determined according to the value of B. The brake down coefficient KBG is
If the value of the switch BGSB is "0" and the brake deceleration is not large, or if the vehicle speed V is equal to or less than the vehicle speed threshold value VSBG, the value is "0", while the value of the switch BGSB is "1". If the brake deceleration is large, it is set to a value equal to the sporty degree KSP. Next, the shift pattern movement correction unit 114c multiplies the value obtained by subtracting the minimum speed NOBM for performing the brake downshift from the maximum speed NOBS for performing the brake downshift by a brake down coefficient KBG, thereby obtaining the downshift line change amount KBG · (NOBS). -NOBM).

The shift pattern setting unit 114b determines the upshift speed NO and the predetermined throttle based on the upshift speed change amount and the downshift speed change amount obtained by the shift pattern movement correction unit 114c of the setting unit as described above. The downshift speed NOD at the opening degree Thv or more or the downshift speed NOB at less than the predetermined throttle opening Thv is determined according to the following formula.

NO = NOUM + KMi. (NOUS-NOUM) NOD = NODM + KSP. (NODS-NODM) NOB = NOBM + KBG. (NOBS-NOBM) That is, the shift pattern setting section 114b sets the shift-up vehicle speed or the shift-down vehicle speed in a mild pattern. A shift pattern having a shift-up vehicle speed or a shift-down vehicle speed, which is obtained by interpolating between the vehicle speed and the sporty pattern in accordance with the sportiness degree KSP and the gradient degree KRS, is set. Therefore, the set shift pattern changes between the mild pattern and the sporty pattern with the change in the sporty degree and the gradient degree. In other words, the shift pattern setting unit 114b functions as a shift pattern moving unit that can continuously move the shift pattern. An upshift command is output when the current vehicle speed is higher than the upshift vehicle speed, and a downshift command is output when the current vehicle speed is lower than the downshift vehicle speed.

According to the shift pattern setting, the shift pattern is continuously switched so that the shift pattern conforms to the driving method (sporty degree) of the driver. Moreover, while the shift pattern does not suddenly move for the normal acceleration / deceleration rate, the shift pattern shifts when the driving method changes from emphasis on mildness to emphasis on sportiness or from emphasis on sportyness to emphasis on mildness. Therefore, the responsiveness on the shift is improved.

Further, as a result of the above-described shift pattern setting, the upshift line is moved in a stepless manner according to the gradient to the minimum necessary for securing the driving force. The shift hunting caused by the shift is not generated, and the upshift is not performed even though the driving force is sufficient. Therefore, it is possible to secure the kinetic performance (driving force) of the vehicle while preventing an unnecessary upshift due to the lift foot while the vehicle is traveling on an uphill road.

Further, according to the shift pattern setting,
Downshifting when the sporty degree and the brake deceleration are large is facilitated, and therefore, the kinetic performance of the vehicle when restarting the accelerated driving of the vehicle is improved. As described above, the shift pattern movement is steplessly adjusted according to the driver's driving manner (sporty degree) and the gradient degree, and the optimum shift pattern suitable for the individual driver's preference and the vehicle driving situation is automatically set. , Driving feeling is improved. In addition, since a number of standard shift patterns are not required, the shift control device can be constructed relatively easily at a relatively low cost. Learning correction unit The learning correction unit 115 determines whether the engine brake is excessive or insufficient based on the running conditions and the driver's operation. The threshold values EB43 and EB32 are learned and corrected by a very small amount EP. More specifically, when the throttle is depressed immediately after the downshift accompanying the fuzzy rule relating to the entry into the mode C or D, or immediately after the upshift due to the release of the mode C or D, the mode is changed to the mode C or D. When the fuzzy rule relating to the entry of the vehicle is established again, it is determined that the engine brake is excessive. On the other hand, when the fuzzy rule relating to the entry into the mode C or D is not satisfied during the downhill traveling and the brake time ratio is large, it is determined that the engine brake is insufficient.

For this reason, as shown in FIG. 22, the learning correction section 115 includes a learning time determination section 115a.
15a is the entry into mode C or D (mode shift C4
3 or D32), when mode C or D continues for a predetermined time, for example, 4 seconds, from the completion of the downshift associated with D32), or for a first predetermined time, for example, 1 second from the completion of the downshift. After the elapse of the second predetermined time, e.g., 4 seconds, the fourth
Alternatively, when the corresponding one of the third fuzzy rules is satisfied, it is determined that the learning time for the excessive learning of the engine brake after the downshift has come.

Further, the learning time determination section 115a
Or, when the corresponding one of the first or second fuzzy rules is established before a predetermined time, for example, 3 seconds, has elapsed from the completion of the upshift accompanying the release of D (mode shift C34 or D23), the upshift is performed. It is determined that the learning time for the engine brake over-learning has arrived, and when the current shift stage is the fourth speed or the third speed and the time measured by the learning timer TG described later has reached a predetermined time, for example, 6 seconds. Then, it is determined that the learning time for the engine brake shortage learning before the downshift has arrived.

The learning correction unit 115 controls the brake deceleration and the throttle opening during a period from a point in time when a predetermined time, for example, one second, has elapsed since the downshift accompanying the entry into the mode C or D to a point in time when the learning time has come. Maximum brake deceleration calculation unit 115b and maximum throttle opening calculation unit 115c for calculating the maximum values of the degrees, respectively.
A predetermined time, for example, 6
Brake deceleration time ratio calculation unit 1 for calculating a brake deceleration time ratio BR during a learning determination period until seconds elapse
15d.

The learning correction unit 115e is provided with a learning correction necessity judging unit 115e for judging the necessity of the learning correction after downshift, after upshift and before downshift in accordance with a fuzzy rule described later. And a threshold value correcting unit 115f for correcting the degree threshold value. The electronic control unit 11 as the learning correction unit 115 executes an engine brake learning subroutine shown in FIGS. 23 to 27 corresponding to step S11 of the main routine.

In this subroutine, the control unit 11 first determines whether or not the first rule is satisfied (step S111a in FIG. 23). If the determination result is affirmative (4-3 downshift), When the first rule is satisfied, it is sent from the mode determination / processing unit 114f and waits for the completion of the downshift performed in response to the downshift command related to the mode transition C43. When determining that the downshift is completed in step S111b, the control unit 11 starts the timer T (step S111c), and waits until the time measured by the timer T reaches a predetermined time a1, for example, one second.

If it is determined in step S111d that the predetermined time a1 has elapsed since the completion of the downshift, the control unit 11 calculates the maximum brake deceleration GXBmax and the maximum throttle opening TPSmax (step S111d).
111e) Next, it is determined whether or not the time measured by the timer T is shorter than a predetermined time a2, for example, 4 seconds (step S111f). If the determination result is affirmative, it is determined whether or not the fourth fuzzy rule is satisfied. Is determined (step S111g). If the determination result in step S111g is negative, the above-described steps S111e to S1 are performed.
Repeat 11g.

Thereafter, if the determination result in step S111f is negative or the determination result in step S111g is affirmative, it is determined that the learning correction time has come, and the control unit 11 resets the timer T in step S111h. It is determined whether or not the following G0-th fuzzy rule is satisfied (step S111i). [Rule G0] VTHD> VTHS, VTHD <VTHB, GXBG
If D ≦ GXBGS and V> VS, the engine brake is excessive.

In the G0 rule, the symbol VTHS indicates a throttle opening threshold value, and VTHB indicates a throttle opening threshold value larger than the threshold value VTHS. The symbol G
XBGS and VS represent a brake deceleration threshold and a vehicle speed threshold, respectively. Then, all the four determination conditions of the G0 rule (the maximum throttle opening is neither small nor large, the maximum brake deceleration is small, and the vehicle speed is small)
Is satisfied, and therefore, if the determination result in step S111i is affirmative, the control unit 11 determines that the engine brake is excessive, and
A small amount EP is added to B43 to increase and correct the threshold value EB43 (step S111j), thereby performing a learning correction to make it difficult to operate the engine brake.

On the other hand, if the G0 fuzzy rule is not satisfied in step S111i, the engine brake excess determination is not performed, and the present subroutine ends. FIG. 29 and FIG. 30 show the learning timing determination procedure at the time of the above-described 4-3 downshift along the time axis. Step S111 in FIG.
a, if it is determined that the first fuzzy rule has not been established, the control unit 11 determines whether the second fuzzy rule has been established (step S11 in FIG. 24).
2a). This determination result is affirmative (3-2 downshift)
If so, steps S111b to S111 in FIG.
Step S112b corresponding to e is executed. That is, when the time measured by the timer T which starts when the downshift is completed reaches the predetermined time a1,
Calculation of the maximum brake deceleration and the maximum throttle opening is started.

Each time the calculation of the maximum brake deceleration and the maximum throttle opening is completed, step S111f to step S111j in FIG.
Corresponding ones of 112c to S112g are sequentially executed. As a result, a predetermined time a
It is determined in step S112f that the third fuzzy rule has been satisfied by the elapse of the predetermined time a2 after the elapse of 1 or the predetermined time a from the completion of the downshift.
When it is determined in step S112c that 2 has elapsed, the timer T is reset (step S112c).
e) Next, it is determined whether or not the G0 rule is established (step S112f). Then, when the G0 rule is established, the threshold value EB32 of the engine brake conformance is obtained.
Is increased by a small amount EP (step S112).
g).

In step S112a of FIG.
When determining that the fuzzy rule is not satisfied, the control unit 11 as the learning correction unit 115 determines whether the third fuzzy rule is satisfied (step S in FIG. 25).
113a) If this determination result is affirmative (at the time of 2-3 upshift), the process stands by until the upshift accompanying the upshift command related to the same rule is completed.

When the completion of the upshift is determined in step S113b, the control unit 11 starts the timer T (step S113c), and then determines whether or not the second fuzzy rule is satisfied (step S113d). . If the result of this determination is negative, it is determined whether or not the time measured by the timer T is a predetermined time a3, for example, 3 seconds or less (step S113).
e). If the predetermined time a3 has not elapsed, step S
Return to 113d.

If it is determined in step S113d that the second rule is satisfied before the predetermined time a3 has elapsed, the control unit 11 resets the timer T in step S113f, and then the following G1 fuzzy rule is satisfied. It is determined whether or not there is (step S113g). [G1 Rule] If GXBG ≦ GXBGS and V> VS, the engine brake is excessive.

When the control unit 11 determines that the G1 rule is satisfied, the control unit 11 increases and corrects the threshold value EB32 of the engine brake adaptability by a small amount EP (step S113h), and ends the present subroutine. On the other hand, when it is determined in step S113e that the predetermined time a3 has elapsed, the subroutine is terminated after resetting the timer T in step S113i.
As soon as it is determined that the rule does not hold, the present subroutine ends.

In step S113a of FIG.
If it is determined that the rule does not hold, the control unit 11
Determines whether the fourth rule is satisfied (step S114a in FIG. 26), and if the determination result is affirmative (during 3-4 upshift), steps S113b and S11 are performed.
After executing step S114b corresponding to 3c, it is determined whether or not the first rule is satisfied (step S11).
4c).

If it is determined in step S114c that the first rule is not established, the control unit 11
It is determined whether or not the time measured by the timer T started in step S114b is within a predetermined time a3, for example, 3 seconds (step S114d). If the determination result is affirmative, the process returns to step S114c. Step S114
After determining that the first rule is satisfied in c, after resetting the timer T, the electronic control unit 11 determines whether the G1 rule is satisfied (step S114e,
S114f) If this determination result is affirmative, the threshold value EB43 of the engine brake conformance is increased and corrected by a very small value (step S114g), and this subroutine ends. On the other hand, if it is determined in step S114e that the G1 rule is not satisfied, the present subroutine is immediately terminated. If it is determined in step S114d that the predetermined time a3 has elapsed, the subroutine ends after resetting the timer T in step S114h.

FIG. 31 shows, along the time axis, a learning timing discrimination procedure at the time of 3-4 upshift. Step S in FIG.
If it is determined at 114a that the fourth rule is not satisfied (mode A), the control unit 11 waits until the brake deceleration switch takes the value "1". Then, the fact that the value of the switch has become “1” is determined in step S115a of FIG.
, The control unit 11 determines that the timer TG
Is started (step S115b), and the timer TG
It is determined whether or not the time counted by the timer has reached a predetermined time a4, for example, 6 seconds (step S115c). If the determination result is negative, the unit 11 is in the middle of a shift shift, the weight gradient resistance is non-negative, the throttle opening is non-small, and the steering wheel absolute value is large. (Steps S115d to S115)
g) If any of the determination results are positive, step S
At 115h, the timer TG is reset, and this subroutine ends.

On the other hand, if the determination results in steps S115d to S115g are all negative, the control unit 11
A brake time TBR is calculated (step S115i),
It returns to step S115c. Then, step S115
If it is determined in c that the time measured by the timer TG has reached the predetermined time a4 (FIG. 32), the control unit 11
Calculates the brake deceleration time ratio BR (step S11).
5j) Then, it is determined whether or not the current shift stage SHIFT1 is in the fourth speed (step S115k). And
If the determination result is affirmative, the control unit 11 determines whether the following G2 rule is satisfied (step S115l).

[G2 Rule] If BR> BRB,
Insufficient engine brake. Then, when it is determined in step S115l that the determination condition of the G2 rule is satisfied, the control unit 11 determines that the engine brake is inadequate, and subtracts a small amount EP from the threshold value EB43 of the engine brake adaptation threshold. The value EB43 is corrected to decrease (step S115m), and then, in step S115n, the timer TG is reset, and the present subroutine ends.

On the other hand, if it is determined in step S115k that the current shift stage is not the fourth speed, the control unit 11
Determines whether the current shift stage is the third speed (step S115o). If the result of this determination is affirmative, the control unit 11 further determines whether or not the G2 rule is satisfied (step S115p). If the result of this determination is affirmative, the threshold for the degree of engine brake compatibility is determined. The value EB32 is reduced by a small amount EP (step S1).
15q) Then, the timer TG is reset (step S115r), and this subroutine is ended.

If the determination result in any of steps S115l, S115o or S115p is negative, this subroutine is immediately terminated. According to the learning correction described above, if there is an acceleration request from the throttle operation (accelerator operation) indicating the driver's acceleration request and the brake operation indicating the driver's deceleration request, it is determined that the engine brake is excessive. If there is a further deceleration request, it is determined that the engine brake is inadequate, and the threshold value of the engine brake suitability is increased or decreased according to the determination result. For example, when the brake deceleration after downshift execution is small and the throttle opening is large, and when it is again determined that downshift is required after upshift execution, the threshold value of the engine brake adaptability (downshift On the other hand, while the shift command is not issued and the predetermined time elapses after the brake deceleration switch is turned on, the determination reference value is downshifted. Make learning corrections to promote it. As a result, the driver's favorite downshift condition is learned, and the driver's preference is reflected in the downshift control during downhill traveling, thereby improving the driving feeling during downhill traveling. Moreover,
Since the learning correction is performed immediately after a downshift, immediately after an upshift, and at regular intervals when no shift is performed,
There are many opportunities for learning, and convergence of learning is quickened.

The present invention is not limited to the above embodiment, and various modifications are possible. For example, in the embodiment, the case where the present invention is applied to the four-speed transmission has been described. However, the embodiment can be modified and applied to a five-speed transmission. Further, in the embodiment, the shift control suitable for the engine controlled by the mass flow system has been described, but the present invention is also applicable to the shift control related to the engine of the speed density system.
In this case, the engine intake pipe negative pressure is used as an input parameter instead of the engine intake air amount.

Further, in this embodiment, a vehicle with a steering wheel angle sensor is assumed, but the above embodiment can be modified and applied to a shift control in a vehicle not equipped with the sensor. And
In the sensor system of the embodiment, the engine rotational speed sensor 21 is connected to the electronic control unit 11 for speed change control via the control unit for engine control, and the vehicle speed V is calculated from the output NO of the T / M output rotational speed sensor 23. The sensor system may be variously modified, for example, by directly connecting the sensor 21 to the electronic control unit 11 or using a vehicle speed sensor.

In the above embodiment, the neural network shown in FIGS. 10 and 11 has four input variables X1 to X4 related to the gradient, braking force, steering wheel angle and vehicle speed, respectively.
Is input to obtain the engine brake suitability NN indicating the degree of engine brake necessity, but the engine brake suitability may be calculated based only on the input variables related to the gradient and the vehicle speed. Further, instead of the input variable related to the steering wheel angle, an input variable related to the lateral acceleration, the longitudinal acceleration, or the brake oil pressure may be used.

[0103]

[0104]

[0105]

According to the present invention as described above, the shift control system for an automatic transmission according to the present invention, a running state detecting means for detecting a running condition of the vehicle including at least the gradient, the vehicle speed, at least the run
Related to the slope and vehicle speed detected by the line condition detection means
Using a neural network to input input variables,
An engine brake necessity detecting means for detecting the necessity of engine braking of the vehicle, a driving state of the vehicle detected by the driving state detecting means, and an engine brake necessity detected by the engine brake necessity detecting means. And a shift pattern selecting means for selecting a predetermined shift pattern by fuzzy inference based on fuzzy rules in which a determination condition relating to the running state of the vehicle and the necessity of engine braking is described. As a result, the optimum gear position can be set under various driving conditions, and thus the optimum engine brake can be operated under all driving conditions. Further, the transmission control device can be configured relatively easily, and for example, the memory capacity of the transmission control device can be reduced.

[Brief description of the drawings]

FIG. 1 is a schematic view showing an automatic transmission equipped with a shift control device according to one embodiment of the present invention.

FIG. 2 is a functional block diagram of a shift control electronic control unit shown in FIG. 1;

FIG. 3 is a flowchart of a main routine executed for speed change control by the electronic control unit shown in FIGS. 1 and 2;

FIG. 4 is a graph showing an engine torque, a maximum engine torque and an acceleration torque respectively calculated in the main routine of FIG. 3;

FIG. 5 is a block diagram illustrating a sporty degree determination unit illustrated in FIG. 2 in detail;

FIG. 6 is a graph showing a sporty degree KSP obtained by the sporty degree determining section as a function of an output SPF of a filtering section of the determining section.

FIG. 7 is a flowchart of a sporty degree calculation subroutine executed by an electronic control unit as a sporty degree determination unit.

FIG. 8 is a flowchart of a filtering subroutine that forms a part of the sporty degree calculation subroutine shown in FIG. 7;

9 is a flowchart of a filter coefficient setting subroutine that forms part of the filtering subroutine shown in FIG.

FIG. 10 is a schematic diagram showing a neural network constituting an engine brake necessity detecting section shown in FIG. 2;

11 is a schematic diagram showing an input / output relationship of each cell of the neural network shown in FIG.

FIG. 12 is a flowchart showing a part of mode processing executed by an electronic control unit as a mode determination / processing unit.

FIG. 13 is a flowchart showing another part of the mode processing.

FIG. 14 is a flowchart showing still another part of the mode processing.

FIG. 15 is a flowchart of a command shift stage determination subroutine executed by a mode determination / processing unit.

FIG. 16 is a schematic diagram showing a mode transition.

FIG. 17 is a graph for explaining a limit upshift vehicle speed.

FIG. 18 is a block diagram illustrating in detail a gradient degree determination unit illustrated in FIG. 2;

FIG. 19 is a graph showing a relationship between weight gradient resistance and gradient degree.

FIG. 20 is a graph for explaining determination of an upshift line based on a mild pattern and a sports pattern.

FIG. 21 is a graph for explaining determination of a downshift line based on a mild pattern and a sports pattern.

FIG. 22 is a block diagram illustrating a learning correction unit illustrated in FIG. 2 in detail;

FIG. 23 is a flowchart showing a part of an engine brake learning subroutine executed by an electronic control unit as a learning correction unit.

FIG. 24 is an engine brake learning subroutine in FIG. 2;
It is a flowchart which shows another part following 3.

FIG. 25 is an engine brake learning subroutine of FIG. 2;
It is a flowchart which shows another part following 4.

FIG. 26 is an engine brake learning subroutine in FIG. 2;
It is a flowchart which shows another part following 5.

FIG. 27 shows an engine brake learning subroutine in FIG.
It is a flowchart which shows another part following 6.

FIG. 28 is an engine brake learning subroutine in FIG. 2;
It is a flowchart which shows another part following 7.

FIG. 29 is a diagram illustrating a learning timing determination procedure at the time of a 4-3 downshift along a time axis.

FIG. 30 is a diagram showing another learning timing determination procedure at the time of a 4-3 downshift.

FIG. 31 is a diagram showing a learning timing determination procedure at the time of a 3-4 upshift.

FIG. 32 is a diagram showing still another learning time determination procedure.

FIG. 33 is a graph showing a membership function used in a modification of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Torque converter 4 Gear mechanism 5 Gear change mechanism 6 Hydraulic control device 10 Shift control device 11 Electronic control unit 21 Engine rotation speed sensor 22 Intake air amount sensor 23 T / M output rotation speed sensor 24 Throttle opening Degree sensor 25 Stop lamp switch 26 Handle angle sensor 27 Inhibitor switch 28 Speed switch 111 Input parameter calculator 112 Sporty degree determiner 112a Engine load calculator 112b Tire load calculator 112c Maximum value calculator 112d Filtering unit 112e correction unit 113 Engine brake necessity detection unit 114 Shift pattern selection unit 114a Shift pattern storage unit 114b Shift pattern setting unit 114c Shift pattern movement correction unit 114d Shift line change Unit 114e gradient degree determination unit 114f mode determination / processing unit 114g negative gradient cut unit 114h filtering unit 114i gradient degree calculation unit 115 learning correction unit 115a learning time determination unit 115b maximum brake deceleration calculation unit 115c maximum throttle opening calculation unit 115d brake Deceleration time ratio calculation unit 115e Learning correction necessity determination unit 115f Threshold value calculation unit 116 Shift command unit

Continuation of front page (72) Inventor Shinji Watanabe 840 Chiyoda-cho, Himeji-shi, Hyogo Mitsubishi Electric Corporation Himeji Works (56) References JP-A-3-24362 (JP, A) JP-A-4-327059 ( JP, A) JP-A-4-131561 (JP, A) JP-A-4-102575 (JP, A) JP-A-4-285363 (JP, A) JP-A-4-337157 (JP, A) JP Hei 5-280624 (JP, A) (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] 1. A least slope, and the running condition detecting means for detecting a running condition of the vehicle including the vehicle speed, at least the run
Related to the slope and vehicle speed detected by the line condition detection means
Using a neural network to input input variables,
An engine brake necessity detecting means for detecting the necessity of engine braking of the vehicle, a driving state of the vehicle detected by the driving state detecting means, and an engine brake necessity detected by the engine brake necessity detecting means. And a shift pattern selecting means for selecting a predetermined shift pattern by fuzzy inference based on fuzzy rules in which a determination condition concerning a running state of the vehicle and a degree of necessity of engine braking is described.