JP3494621B2 - Transmission control device for automatic transmission - 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.

[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. The shift pattern includes a group of upshift lines for an upshift operation from a low speed stage to a high speed stage and a group of downshift lines for a downshift operation from a high speed stage to a low speed stage. And is set as a function of vehicle speed. Therefore, if the shift control by the automatic transmission is executed according to one shift pattern, the upshift or the downshift is uniformly performed every time the operating point represented by the throttle opening and the vehicle speed crosses the upshift line or the downshift line. Therefore, a shift operation suitable for traveling on an uphill road may not be performed.

Therefore, a shift pattern for a flat road and a shift pattern for an uphill road in which upshifting is difficult to be performed are set in advance, and several variables representing vehicle running conditions such as vehicle speed and gradient satisfy a specific condition. A shift control device has been proposed in which when the vehicle is traveling on an uphill road, a shift pattern for the uphill road is selected to thereby prevent an unnecessary upshift, thereby performing a shift operation suitable for uphill traveling. .

[0004]

However, according to the speed change control device according to the above proposal, the same uphill road shift pattern is used for a steep uphill road and a gentle uphill road. There is a case where the upshift is not performed even though the driving force is sufficient, or a case where the shift hunting occurs due to the upshift when the driving force is insufficient.

Accordingly, an object of the present invention is to provide a shift control device for an automatic transmission that can perform a shift operation suitable for the gradient of a traveling road.

[0006]

SUMMARY OF THE INVENTION A shift control device for an automatic transmission according to the present invention detects a shift pattern and a gradient preset according to a vehicle speed parameter indicating a vehicle speed and an engine load parameter indicating an engine load. A gradient detecting means for correcting a vehicle speed parameter based on the gradient to shift the vehicle ;
And a shift pattern setting means for setting a turn, shea
The shift pattern setting means corrects the vehicle speed parameter so that the vehicle speed parameter is lower than the maximum vehicle speed at which the vehicle speed can be maintained when an upshift is performed based on the upshift line of the shift pattern.

[0007]

The vehicle speed parameter defining the upshift line of the shift pattern is corrected by the shift pattern setting means responding to the gradient detected by the gradient detecting means.
By this correction, the vehicle speed when upshifting based on the upshift line is lower than the maximum vehicle speed that can be maintained. For this reason, the occurrence of shift hunting due to the upshift in the state of insufficient driving force is prevented, and the occurrence of engine brake feeling due to the delay of the upshift in the state of excessive driving force is prevented.

[0008]

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 working oil pressure supplied to the chamber is controlled by the oil pressure control device 6.

In the vehicle, the operating state of an electromagnetic switching valve (not shown) of the hydraulic control device 6 is electrically controlled, and the driving mechanism of the gear shift mechanism 5 is operated 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. 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 automatic transmission 2.
An inhibitor switch 27 for detecting the switching position of
A gear switch 28 for detecting the gear 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 the degree of sporty driving. A determination unit 112, an engine brake necessity detection unit 113 for detecting a degree of engine brake necessity, 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 unit 116 for judging the necessity of a gear shift based on the current gear position detected in step S <b> 1 and outputting a gear position 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) respectively represented by functions of vehicle speed and engine load (throttle opening). I have. The sporty pattern is set so that the shift-up timing is earlier and the shift-down timing is earlier than the mild pattern in order to operate the engine 1 in a high output range (FIG. 20).
And FIG. 21).

When the mild pattern and the sporty pattern are compared from another viewpoint, the mild pattern is suitable for use as a pattern for flat roads, while the sporty pattern is suitable for use as a pattern for uphill roads. In the description, particularly 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.

The shift pattern selecting section 114 sets a shift pattern conforming to a sporty degree and a gradient degree (shift movement 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 determination unit 114e for determining the gradient based on the weight / gradient resistance RS obtained by the input parameter calculation unit 111 as described later.

The shift pattern selection section 114 has an input parameter and engine brake necessity detection section 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, for example, the electronic control unit 11 initializes each part of the control unit and performs initialization (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 an input switch as flag information used for 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 the “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 unit 114f calculates the shift stage SHIFT1 on mode A (step S7), and It is determined whether the vehicle speed V is equal to or lower than a predetermined vehicle speed, or whether 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 is satisfied (step S8). .

If the mode shift prohibition condition is not satisfied and the result of the determination in step S8 is negative, the engine brake necessity degree 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, a mode process described later is performed by the mode determination / processing unit 114f, and the current mode upper shift stage SHIFT
F is calculated, then the command shift stage SHIFT0 is calculated (steps S12 and 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 the 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). When the calculation of the shift speed in each of steps S14 and S15 is completed, the process returns to step S2.

As will be 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 this embodiment has a function of controlling the shift pattern in addition to the normal shift pattern control function. 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 uphill Function to ensure vehicle downsizing and to facilitate downshifting when the sportiness and brake deceleration are large so that the vehicle can be accelerated. 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
1. Processing the outputs 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, etc. are calculated according to respective calculation formulas.

The vehicle speed V is calculated 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 a change amount of the T / M output rotational speed (NOnO-NOn-1), a tire diameter r, and a final reduction ratio iF as variables. ｝
The value GX0 calculated in accordance with /(0.024·iF·60·9.8) is obtained by performing a filtering process. 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 expressed as a function of the calculation cycle and the cutoff frequency.

The lateral acceleration GY is represented by a 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 · iS · l · ｛A + 1 / (NO · 2π · r)
/ (IF · 60) ^1/2 ｝ · 9.8], which is obtained by performing a filtering process on the value GY0 calculated.

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

The torque converter speed ratio e is the current speed ratio iT which is the speed ratio of the command shift stage and the T / M output rotational speed NO.
And e = iT ·
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 obtained 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 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 a value of "0" in cases other than the "D", "3" and "2" ranges and when the vehicle speed V is equal to or lower than a predetermined vehicle speed.
In addition, the parameter RS0 takes the previous value during or immediately after the 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 represent rolling resistance. 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 mode C and the command shift speed “3”; and 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, 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, otherwise it takes the value "0". 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" otherwise.

Switches FSTh45, FSTh34 and FSTh23
Takes a value "1" when the state where 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, while 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 an engine load degree calculation unit 112a and a tire load degree calculation unit 112b for calculating the degree of the load applied to the engine 1 and the degree of the load applied to the tire (not shown), respectively, as shown in FIG. 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 required in this way
E is the ratio of the currently used running torque 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 calculates the equation SPG = (GX2 + GY2).
The tire load degree 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 SPG is a ratio of the horizontal force acting on the tire to the 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 calculated 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 output of the filtering unit and the sporty degree filter constant one cycle before, respectively.

The correction unit 112e which 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 the sporty degree calculation subroutine shown in FIG. 7 in step S4 of the main flow shown in FIG. In the subroutine, the control unit 11 calculates the engine load SPTE and the tire load SPG as described above (step S41), and then selects the larger one of the calculated values (step S42). The resultant 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 or not the value of the throttle operation rapid switch TSWS calculated in step S3 of the main routine of FIG. 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) is depressed (step S432). If the result of this determination 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 output SPF (i-1) of the filtering unit 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 KFSI (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 gentle throttle operation is performed by determining whether or not the value of the throttle operation quick switch TSWS is “0”. (Step S435) If this determination result is affirmative, 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 equal to "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 S
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. Normally, the filter constant KFS takes a relatively small value KFSS. However, when the throttle is quickly depressed, the filter constant KFS as the sporty degree increasing side filter constant becomes equal to the value in 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 gradually released, 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.

The reason why the filter constant is variably set in accordance with the throttle operation as described above 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 the high-speed side by a shift pattern movement described below performed according to the sporty degree. 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 higher speed. As a result, responsiveness in a shift is improved. In addition, while the vehicle is traveling with the normal acceleration / deceleration, useless shift pattern movement is prevented. Engine Brake Necessity Detector As shown in FIG.
Reference numeral 13 is 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 having a cell (second
And an output layer (third layer) having one cell for outputting the engine brake fitness NN.

In the following description, the symbols OPij, IPij
And IPSij represent the ith layer jth cell output, the ith layer jth cell input sum and the ith layer jth cell input sum sigmoid input, respectively, and the symbols Wij0 and Wijk
Is the threshold value of the cell input of the ith layer j and the ith layer j
The bond strength between the cell at the i-th layer and the k-th cell at the (i-1) -th layer is 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) Number of cells in layer n (i-
For 1), the expression 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 determined by the 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,
The function of downshifting is performed to operate an appropriate engine brake when traveling on a downhill road.

Since the necessity of the engine brake operation is determined based on the input of the neural network at the present time, the responsiveness to the running state and the responsiveness to the running state can be 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 adaptability thresholds, VTHS and VTHS represent throttle opening thresholds, VB43 and VB32 represent vehicle speed thresholds, and GYS represent 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 this 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 as 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 determination result in 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 determination result in 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 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 S121i). On the other hand, if the decision result in the step S121h is negative,
This subroutine ends.

When the current mode is the mode C,
The subroutine shown in FIG. 13 is executed. In this subroutine, it is determined whether or not the shift speed SHIFT1 on the 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 positive, 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 on the 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 is set to mode C. 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 the determination result is affirmative, it is further determined whether or not the mode A upper shift speed SHIFT1 obtained in step S7 of the main routine is a speed 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 mode A upper shift stage SHIFT1 is determined. It is further determined whether the speed is higher than the third speed (step S13).
6). If the result of this determination is affirmative, the third shift stage is set as the command shift stage 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 on the fourth speed in the mode A and becomes a gentle downhill road and it is determined in step S121b of FIG. 12 that the first rule is satisfied, the flow proceeds to step S121.
c, a mode transition C43 is performed.
To C, and the shift stage is switched from the fourth speed to the third speed. Further, when it is determined that the first rule is satisfied in step S121e due to a gentle downhill road while the vehicle is 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 the road 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, when the vehicle is going to accelerate rapidly during traveling in the third speed of the mode C, 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 accelerate slowly during traveling in the third speed of mode C, 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 the mode C and the establishment of the second rule is determined in step S122f, the shift from the mode C to the 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 of FIG.
If it is determined that the upper command shift stage SHIFT1 is lower than the second speed, or if it is determined that the sixth rule is established in step S123b when the road is a flat road during traveling in the mode D second speed, A mode transition DA2 is performed in which the transition from mode D to A and the switching from the second speed to the command shift stage SHIFT1 in mode A are performed (step S123).
c). Further, if it is determined in step S123d that the third rule is satisfied in an attempt to slowly accelerate during traveling in mode D second speed, a transition from mode D to C and switching from second speed to third speed are performed. Is performed with the mode transition D23.

As is clear 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 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 determination / 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-th speed even when the upshift from the i-th 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 shift coefficient used for determining the limit upshift vehicle speed (see FIG. 17). Gradient degree determination unit 1
14e, as shown in FIG. 18, a negative gradient cut portion 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 therefore 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 KRSi = (RSF-R
S0i) / (RS1i-RS0i) and the gradient KRSi
(See FIG. 19) for calculating the degree of gradient 114i
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 area, 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 obtained by the sporty degree determining unit 112 and the gradient degree determining unit 114e, and the gradient KRSi of the i → (i + 1) speed shift line. Is calculated as the movement coefficient KMi of the i → (i + 1) speed shift line. Further, the change unit 114d determines the upshift vehicle speed NO with respect to the throttle opening Th in the sports pattern.
By multiplying a value obtained by subtracting the upshift vehicle speed NOUM with respect to the throttle opening Th on the mild pattern from US on the mild pattern by the shift line movement coefficient KMi, the upshift vehicle speed change amount KMi · (NOUS− NO
UM) (see FIG. 20).

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

On the other hand, when 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 vehicle speed change amount in this case as the input parameter calculation unit. BGS brake 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 vehicle speed NOBM for performing the brake downshift from the maximum vehicle 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 vehicle speed NO and the predetermined throttle based on the upshift vehicle speed change amount and the downshift vehicle speed change amount obtained by the shift pattern movement correction unit 114c of the setting unit as described above. The downshift vehicle speed NOD with the opening degree Thv or more or the downshift vehicle speed NOB with the opening degree 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 obtained by interpolating 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 as the sporty degree and the gradient degree change. 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 above-described 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-mentioned shift pattern setting, the upshift line is moved steplessly in accordance with the degree of 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 sportiness and the brake deceleration are large can be easily performed, 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 method (sporty degree) and the gradient degree, and the optimal shift pattern that suits the individual driver's preference and the vehicle driving situation is automatically set. , Driving feeling is improved. Moreover, since a large 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 the excess or deficiency of the engine brake based on the running conditions and the driver's operation, and determines the degree of the engine brake suitability that affects the establishment of the mode transition fuzzy rule every time the excess or deficiency is determined. The threshold values EB43 and EB32 are learned and corrected by a very small amount EP. 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. If 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 time ratio of the brake 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 the mode C or D continues for a predetermined time, for example, 4 seconds, from the completion of the downshift accompanying the downshift, or the first predetermined time, for example, 1 second from the completion of the downshift. After the elapse of the second predetermined time, for example, 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, if the corresponding one of the first or second fuzzy rules is established by a predetermined time, for example, 3 seconds, 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 throttle opening during a period from a time when a predetermined time, for example, one second, has elapsed from the completion of the downshift accompanying the entry into the mode C or D to a 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 in a learning determination period until seconds elapse
15d.

Further, the learning correction unit 115 includes a learning correction necessity determining unit 115e for determining whether learning correction is necessary after downshift, after upshift, and before downshift in accordance with a fuzzy rule described later. And a threshold value correction 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), and if the determination result is affirmative (4-3 downshift). When the first rule is satisfied, the mode 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 S111).
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-mentioned 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 positive, 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 of 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 is started when it is determined that 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, a step S111f to a step S111j shown 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 established before the predetermined time a2 elapses after the elapse of 1 or the predetermined time a after the completion of the downshift.
When it is determined in step S112c that the time 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 satisfied, the threshold value EB32 of the engine brake adaptability 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 completion of the upshift accompanying the upshift command related to the same rule.

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 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 has been established, the control unit 11 increases and corrects the threshold value EB32 of the engine brake suitability by a small amount EP (step S113h), and ends the present subroutine. On the other hand, if it is determined in step S113e that the predetermined time a3 has elapsed, the timer T is reset in step S113i, and the present subroutine is terminated.
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 satisfied, 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
When 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 the result of this determination is affirmative, the threshold value EB43 of the engine brake adaptability is increased and corrected by a 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 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 a learning timing determination procedure at the time of 3-4 upshift along a time axis. 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 sets 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).

[Gth 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 the minute amount EP from the threshold value EB43 of the engine brake adaptation threshold. The value EB43 is reduced and corrected (step S115m), and then the timer TG is reset in step S115n, 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 and corrected by a very small amount EP (step S1).
15q) Then, the timer TG is reset (step S115r), and the present subroutine ends.

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, it is determined from the throttle operation (accelerator operation) representing the driver's acceleration request and the brake operation representing the driver's deceleration request that the engine braking is excessive if there is an acceleration request. If there is a further deceleration request, it is determined that the engine brake is insufficient, 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 execution of the downshift is small and the throttle opening is large, and when it is again determined that the downshift is required after the upshift is performed, the threshold value of the engine brake adaptability (the downshift On the other hand, while the shift command is not issued and the predetermined time has elapsed after the brake deceleration switch is turned on, the determination reference value is downshifted. The learning correction is made to the promoting side. As a result, the driver's favorite downshift condition is learned, and the driver's preference is reflected in the downshift control when traveling on a downhill road, and the driving feeling when traveling on a downhill road is improved. Moreover,
Since the learning correction is performed immediately after the downshift, immediately after the upshift, and at regular intervals when the shift is not performed,
There are many opportunities for learning, and convergence of learning is quick.

The present invention is not limited to the above embodiment, and various modifications are possible. For example, in the embodiment, a case has been described in which the present invention is applied to a four-speed transmission. 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. However, 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. However, 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 speed sensor 21 is connected to the shift control electronic control unit 11 via the engine control unit, and the vehicle speed V is calculated from the output NO of the T / M output 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, the braking force, the steering wheel angle and the vehicle speed, respectively.
Is input to obtain the engine brake suitability NN indicating the degree of engine brake necessity. However, 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 variables related to the steering wheel angle, input variables related to the lateral acceleration, the longitudinal acceleration, or the brake oil pressure may be used.

Furthermore, it is not essential to use a neural network, and the necessity of engine braking may be obtained by fuzzy inference. In fuzzy inference,
There are various methods such as "MIN-MAX centroid method", "algebraic product-addition-centroid method", and "simplification method". In order to determine the degree of necessity of engine braking, fuzzy inference of either method is used. Is also good. In the following, a fuzzy rule for calculating the degree of necessity of engine braking is illustrated, and a membership function representing a fuzzy subset SB for each of the input variables x1 to x4 and the output y is illustrated in FIG. [First rule] X1 = B, X2 = B, X3 = B and X4 =
If B, y = MB. [Second Rule] X1 = B, X2 = B, X3 = B and X4 =
If S, y = B. [Third Rule] X1 = B, X2 = B, X3 = S and X4 =
If B, y = M. [Fourth Rule] X1 = B, X2 = B, X3 = S and X4 =
If S, y = MB. [Fifth Rule] X1 = B, X2 = S, X3 = B and X4 =
If B, y = M. [Sixth rule] X1 = B, X2 = S, X3 = B and X4 =
If S, y = MB. [Seventh Rule] X1 = B, X2 = S, X3 = S and X4 =
If B, y = MS. [Eighth rule] X1 = B, X2 = S, X3 = S and X4 =
If S, y = M. [Ninth Rule] X1 = S, X2 = B, X3 = B and X4 =
If B, y = M. [Tenth rule] X1 = S, X2 = B, X3 = B and X4 =
If S, y = MB. [Eleventh rule] X1 = S, X2 = B, X3 = S and X4 =
If B, y = MS. [Twelfth rule] X1 = S, X2 = B, X3 = S and X4 =
If S, y = M. [Thirteenth rule] X1 = S, X2 = S, X3 = B and X4 =
If B, y = MS. [14th rule] X1 = S, X2 = S, X3 = B and X4 =
If S, y = M. [Fifteenth Rule] X1 = S, X2 = S, X3 = S and X4 =
If B, y = S. [Sixteenth rule] X1 = S, X2 = S, X3 = S and X4 =
If S, y = MS.

Alternatively, the degree of necessity of engine braking
It may be obtained from a predetermined function. This function only needs to have an output characteristic that appropriately represents the degree of demand for the engine brake, and examples thereof include the following. In the following,
Symbols a1 to a4 are constants, which are set in advance so that the output characteristics of y are close to the requirements of the engine brake. y = 1 / [1 + e - (a0 + a1 · x1 + a2 · x2 + a3 · x3 + a4 · x4)]

[0104]

As described above, the shift control device for an automatic transmission according to the present invention detects a shift pattern and a gradient preset according to a vehicle speed parameter indicating a vehicle speed and an engine load parameter indicating an engine load. And a shift detecting device that corrects the vehicle speed parameter based on the gradient.
And a shift pattern setting means for setting a turn, shea
The shift pattern setting means corrects the vehicle speed parameter so that the vehicle speed becomes lower than the maximum vehicle speed that can be maintained when the vehicle is upshifted based on the upshift line of the shift pattern. , The occurrence of shift hunting and the occurrence of engine braking feeling due to an upshift delay in an excessive driving force state can be prevented, and therefore, an optimal gear position can be obtained at an optimal timing.

[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 a 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;

FIG. 9 is a flowchart of a filter coefficient setting subroutine that forms part of the filtering subroutine shown in FIG. 8;

FIG. 10 is a schematic diagram showing a neural network constituting the 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 illustrating 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 showing a detail of a gradient determination unit shown 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 of 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 of FIG. 2;
It is a flowchart which shows another part following 5.

FIG. 27 is an engine brake learning subroutine in FIG. 2;
It is a flowchart which shows another part following 6.

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

FIG. 29 is a diagram showing 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]

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

Continuation of the front page (72) Inventor Shinji Watanabe 840 Chiyoda-cho, Himeji-shi, Hyogo Mitsubishi Electric Corporation Himeji Works (56) References JP-A-7-167273 (JP, A) JP-A 2000-65194 (JP) JP-A-47-40716 (JP, A) JP-A-4-208646 (JP, A) JP-A-5-65956 (JP, A) JP-A-62-170444 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (1)

(57) [Claims] And 1. A shift is preset in accordance with the engine load parameter representing the vehicle speed parameter and engine load representative of the vehicle speed pattern, a gradient detecting means for detecting the gradient is corrected based on the vehicle speed parameter to the gradient The above shift
Shift pattern setting means for setting a shift pattern , wherein the shift pattern setting means, when upshifting based on an upshift line of the shift pattern, is lower than the maximum vehicle speed that can maintain the vehicle speed, A shift control device for an automatic transmission, wherein the shift control device corrects the vehicle speed parameter.