JP3548692B2 - Gradient estimation device - Google Patents

Description

【００９５】
連続可変量算出部１９０２は、以下の数２、数３により連続可変量Ｚを求める。
【００９６】
【数２】

【００９７】
【数３】

【００９８】
ここで、ｙは勾配相当係数であり、上記の数２よりｙ≒Ｗ・θ／Ｗｓｔで求めても良い。Ｗｓｔは、デフォルトで設定されている標準車重、εは、連続可変量変換係数である。
【００９９】
連続可変部１９０３は、連続可変量Ｚより以下の数４で示すｘを求め、このｘとスロットル開度より図２０に示すように可変に変速線を求めて、ギヤ位置を決定する。
【０１００】
【数４】

【０１０１】
変速パターンＡ，Ｂは、変速パターンＡ記憶手段１９０４と、変速パターンＢ記憶手段１９０５から送られてくる。これにより、勾配に応じた滑らかな変速が可能となる。
【０１０２】
次に、車重と勾配と加速要求からギヤ位置を決定する場合について述べる。この場合は、上記の図１９において勾配増分抵抗を以下のように求める。勾配増分抵抗を求めた後の処理は、図１９のままである。まず、図２１（ａ）に示すスロットル開度の時間変化を測定する。次に、図２１（ｂ）に示す様に、スロットル開度の時間微分を求める。これらのスロットル開度の時間微分、スロットル開度より予め定められた関数関係に基ずいて、以下の数５により加速要求αを求める。
【０１０３】
【数５】

【０１０４】
加速要求αを求めた結果の１例を図２１（ｃ）に示す。この様にスロトル開度およびスロトル開度の微分が１定値以上のときに加速要求があるとする。
【０１０５】
得られた加速要求αと車重Ｗと勾配θとより、以下の数６により勾配増分抵抗ΔＬを求める。
【０１０６】
【数６】

【０１０７】
上記に依れば、加速要求も考慮した滑らかな変速が可能となる。
【０１０８】
以上述べたように本発明に依れば、自動車の運転特性から車重を推定し、出力トルクについてはトルコンのすべりまたはエンジンの回転数とスロットル開度から推定して、出力トルクと加速度から走行負荷を推定し、シフトアップ時には車重および走行負荷の両方を利用して変速線を移動し、シフトダウン時には走行負荷のみを考慮して変速線を移動することにより、燃費が向上し、運転状況に応じた的確な変速が可能となる。
【０１０９】
なお、本実施例は、車重を推定することとしてが、本発明は、これに限られるものではなく、車重をセンサにより、直接計測することとしても良い。
【０１１０】
つぎに、本発明のうち勾配推定及びそれを利用した変速制御装置について述べる。図４２は、本発明の１実施例のブロック図であり、図４３、４４は勾配推定部、図４５、４６はトルク推定部のブロック図である。図４７は勾配推定例のチャート図である。図４８は本発明に係るノイズ除去部をホールド機能により実現した具体的な構成ブロック図である。図４９はスロットル加減速によるノイズ除去の処理手順を示すブロック図、図５０はスロットル加減速判定のフローチャート図、図５１はスロットル開度差分によるノイズ除去の処理手順を示すタイムチャート図、図５２はブレーキ操作判定によるノイズ除去の処理手順を示すブロック図、図５３はブレーキ操作判定によるノイズ除去の処理手順のタイムチャート図、図５４は車速ホールド判定によるノイズ除去の処理手順のブロック図、図５５は車速ホールド判定によるノイズ除去の処理を示すタイムチャート図、図５６は加速度によるノイズ除去の処理手順を示すブロック図、図５７は加速度によるノイズ除去の処理手順のタイムチャート図、図５８は複合要因が重なった時のホールド例、図５９は複合要因の和としてのホールド信号の生成ブロック図、図６０はマスクフラグによるノイズ除去の実現例である。
【０１１１】
図６１は変速機制御への応用の１実施例、図６２は変速機制御への応用の他の実施例、図２２は変速パターン生成のブロック図、図２３は変速パターン可変量Ｘ算出のブロック図、図２４は変速パターン勾配分可変量関数のグラフ、図２５は変速機制御への応用の他の実施例、図２６は変速パターン切り換えで使う変速パターン、図２７は勾配対応変速機制御を行うハード構成図、図２８はエンジン、変速機の構成図、図２９は車速計測の処理を示すタイムチャート図、図３０は車速計測の処理手順を示すブロック図、図３１はＮ分周の周期計測による車速計測の処理手順を示すブロック図、図３２は可変分周の周期計測による車速計測の処理手順を示すブロック図、図３３はヒステリシス付可変分周の周期計測による車速計測の処理手順を示すブロック図、図３４はヒステリシス付可変分周の動作を示すグラフ図である。
【０１１２】
図３５はタービンセンサとエンジン回転センサによる速度比ｅの計算処理手順を示すブロック図、図３６は車速センサとエンジン回転センサによる速度比ｅの計算処理手順を示すブロック図、図３７はトルコントルクとエンジントルクの切り換え処理手順を示すブロック図、図３８はトルコントルクとエンジントルクの切り換えによる出力軸トルク推定部の処理手順を示すブロック図、図３９は悪路によるノイズ除去の処理手順を示すブロック図、図４０はノイズ除去全体の処理手順を示すブロック図、図４１はエンジントルク特性によるポンプトルク推定の処理手順を示すブロック図である。
【０１１３】
まず、図４２において、本発明に係る勾配対応自動車制御装置は、勾配推定装置と自動車制御部５とを有する。勾配推定装置は、勾配推定部１と、ノイズ除去部３とを有する。勾配対応自動車制御装置は、車速、スロットル開度、エンジン回転数、及びギヤ位置等の自動車のエンジン及び自動変速機の内部状態より、勾配推定部１で勾配を推定し、推定勾配２を車速、スロットル開度、エンジン回転数、ギヤ位置及びブレーキの作動に係わるブレーキ信号等の自動車のエンジン及び自動変速機の内部状態より推定勾配に重畳する機械的メカニズムにより発生するノイズを除去するノイズ除去部３を付加する。
【０１１４】
ここで、推定勾配に重畳する機械的メカニズムは予めその特性を把握し、プログラムされ、上記内部状態よりノイズ除去信号を生成するものである。例えば、自動変速機の変速中は、変速中であることをギア位置から求め、その変速中及び、その後に及ぶ影響の時間区間をノイズ除去時間帯としてノイズを除去する。ここで上記その後に及ぶ時間区間とは内部の処理のローパスフィルタにより発生するものでその対策も実施している。ノイズ除去後の推定勾配４を用い自動車制御部５では、例えば自動変速機（ＡＴ）の変速パターンを勾配に応じて可変化する。
【０１１５】
具体的には、高速時の変速頻度が増すビジィシフトの回避を勾配５−６％を参考にして、ビジィシフトの開始の確認及びその終了検出に使う。ビジィシフトの回避は最高速段のギア位置からシフトダウンしたらそのギア位置を維持する制御である。
【０１１６】
このほか、景勝地によく見られる登坂屈曲路のコーナ前での足離しによるアップシフトをなくす変速パターンの制御がある。これは、勾配が６−７％以上となると、変速パターンのスロットルが低開度のときのアップシフトの変速パターンを高車速側にし、アップシフトを防止するという制御である。
【０１１７】
また降り坂では、降りの勾配を検知すると、車速が低いときはエンジンブレーキがかるようにギア位置及びエンジンブレーキ用ワンウェイクラッチの制御を行なうもので、降り坂を安心して降りることができる。
【０１１８】
このほか、車速一定制御では、勾配が先行的に取得できる特長を活かし、勾配路での応答性を向上できる。
【０１１９】
このほかにもエンジン制御、電子スロットル制御、スリップを防止するブレーキ制御、トラクション制御、ナビゲーション制御等の自動車の制御をおこなう。たとえば、ナビゲーションシステムにおいては、自動車の勾配により、傾斜の評定の誤差の補正ができる。その効果として、位置評定の累積誤差を小さくすることができる。
【０１２０】
図４３は図４２の勾配推定部１の１実施例のブロック図を示したものである。まず、図４３の考え方を以下数式により説明する。自動車が走行するときの走行抵抗ＦＲは下記の数１にしめすようにころがり抵抗、空気抵抗、勾配抵抗の和からなる。
【０１２１】
【数７】

【０１２２】
それぞれ下記の数８−１０にその表現をしめす。
【０１２３】
【数８】

【０１２４】
【数９】

【０１２５】
【数１０】

【０１２６】
ここで、Ｗは自動車総重量、Ｗｒは回転部相当重量、μｒはころがり抵抗係数、μ１は空気抵抗係数、Ａは自動車の全面投影面積、及びθが勾配の角度をしめす。以上の数７−１０を使って、下記の数１１に変形できる。
【０１２７】
【数１１】

【０１２８】
また加速に必要な加速抵抗Ｆαは下記の数１２となる。
【０１２９】
【数１２】

【０１３０】
ここで下記の数１３をもちいて、勾配抵抗を求めると、下記の数１４となり、変形すると、下記の数１５となり、更にトルクで表現すると下記の数１６となる。
【０１３１】
【数１３】

【０１３２】
【数１４】

【０１３３】
【数１５】

【０１３４】
【数１６】

【０１３５】
ここで、エンジンそして、トルクコンバータ及びギアトレインから伝達される駆動力がＦｏ、駆動トルクが下記の数１７である。
【０１３６】
【数１７】

【０１３７】
また、平地の走行抵抗による平地走行トルクを下記の数１２に示す。
【０１３８】
【数１８】

【０１３９】
車両の加速度αは車速の微分（差分）より求める。
【０１４０】
図４３は数１０の展開例のブロック図である。図４４は車速の加速度相当量であるＤＶＳＰがローパスフィルタを通した結果を説明する図である。同時に図の他の実施例でもある。図４４固有の効果としては、単体でＤＶＳＰを利用できるため加速度を他の制御に利用できるという特長がある。
【０１４１】
図４５は、駆動トルク（出力軸トルク）Ｔｏを具体的に算出する方法を示す。ここでは、トルクコンバータの機械的特性より求め方式により実現している。トルコントルク特性記憶部１０１５を利用し、１０１０を実行する。その詳細を図４６に示す。
【０１４２】
トルクコンバータの入出力回転速度比ｅの定義式は下記の数１９に示す。
【０１４３】
【数１９】

【０１４４】
トルクコンバータの入力側のポンプトルクＴｐの定義式は下記の数２０に示す。
【０１４５】
【数２０】

【０１４６】
さらに出力側のタービントルクの定義式は下記の数２１であり、駆動力トルクＴｏの定義式は下記の数２２で表現される。
【０１４７】
【数２１】

【０１４８】
【数２２】

【０１４９】
この数２２の実現ブロック図が図４６である。ここではトルクコンバータの特性を用いたが、エンジンのトルク特性をスロットル開度とエンジン回転数から予め記憶したマップを検索しアクセサリ負荷を差し引いたのち使う方式としてもよい。また両者の併用も他の実現手段である。これらの特長は付加センサなしに算出できるという効果がある。付加センサとして車両の前後方向の加速度を検出する加速度センサを追加し、そのセンサが勾配路走行時には勾配抵抗と車両の加速度を重畳して、検出することを利用し、センサの出力から車速の微分ＤＶＳＰを差し引き勾配を求めてもよい。この場合始動時等、エンジン等の特性が定常に達しない場合でも利用できるという特長効果がある。
【０１５０】
再度、ブロック図の説明を加える。図４３において、勾配推定の１実施例の動作を説明する。車速、スロットル開度、エンジン回転数、及びギヤ位置等車両走行条件より出力軸トルク推定部１０１０で推定した出力軸トルクから、車速より平地走行抵抗部１０３０で求めた平地走行抵抗と、車速差分部１０４０で求めた車速の差分に自動車総重量１０５０とタイヤ半径１０６０を掛けたものを引き、ＬＰＦ１０２０に通し、自動車総重量とタイヤ半径１０７０で割り、勾配２を求める。この時の車速は出力軸の回転パルスを周期計測して高精度に求めている。
【０１５１】
図２８において、車速計測のためのエンジン、変速機の構成を説明をする。エンジン１１１０の回転がＡＴ１１２０に伝わりトルコンを介して駆動軸に伝わる。駆動軸に取り付けられた歯車１１２２が回転すると磁気ピックアップの車速センサ１１２１によりパルス信号１１２３が発生する。この回転パルスを周期計測して車速を求める。また歯車１１２２と車速センサ１１２１を車輪軸に設けてもよい。
【０１５２】
図２９において、駆動軸または車輪軸に設けた歯車から車速を求めるタイムチャートの動作説明をする。歯車１１２２が回転すると磁気ピックアップの車速センサ１１２１によりパルス信号１１２３が発生する。このパルス間をクロック１１２５でカウントし、周期Ｔを求める。この周期Ｔを一定時間Ｔｔ毎にサンプリングし、車速１１２６に変換する。
【０１５３】
図３０において、車速を求めるブロック図の動作説明をする。パルス信号１１２３を周期計測部１１２７においてクロック１１２５でカウントし周期Ｔを求め、一定時間サンプリング部１１２８でＴｔ毎にサンプリングし、車速変換部１１２９で車速に変換する。
【０１５４】
図３１において、車速を求める他の実施例のブロック図の動作説明をする。歯車の歯の間隔は必ずしも一定ではないので、１周期毎の周期計測では歯車のピッチエラーによる周期計測誤差が大きくあらわれる。そこで歯車の１回転分の周期を計測することにより計測誤差を小さくすることが可能になる。パルス信号１１２３を周期計測部１１２７においてクロック１１２５でカウントし周期Ｔを求め、Ｎ分周カウント部１１３０でＮ個分のパルス信号１１２３をカウントするまで積算手段１１３１で周期Ｔを積算していく。この積算値を一定時間サンプリング部１１２８でＴｔ毎にサンプリングし、車速変換部１１２９で車速に変換する。
【０１５５】
図３２において、車速を求める他の実施例のブロック図の動作説明をする。図３１で示したように分周比を増加した方が計測誤差を小さくできる。しかし低車速では周期計測値がオーバーフローするおそれがある。また車速とクロックと車速変換のタイミングの関係で変換した車速にノイズがのる領域がある。そこで車速に応じて分周比を変更することにより車速を高精度に計測することができる。パルス信号１１２３を周期計測部１１２７においてクロック１１２５でカウントし周期Ｔを求め、可変分周カウント部１１３２で周期Ｔに応じて決定された分周比Ｍ個分のパルス信号１１２３をカウントするまで積算手段１１３１で周期Ｔを積算していく。この積算値を一定時間サンプリング部１１２８でＴｔ毎にサンプリングし、車速変換部１１２９で分周比Ｍに応じた車速に変換する。
【０１５６】
図３３において、車速を求める他の実施例のブロック図の動作説明をする。図１１４の可変分周カウント部１１３２に車速によるヒステリシスをもたせたものがヒステリシス付可変分周カウント部１１３３である。ヒステリシスをもたせることにより分周が切り換わる車速付近で走っていても分周比が忙しく切り換らず分周比の違いによる変動を小さくすることができる。
【０１５７】
図３４において、ヒステリシスをもった可変分周の動作説明をする。低車速から高車速に移るときは車速Ｖ_１までは分周比Ｎ_１、Ｖ_１からＶ_２まではＮ_３、Ｖ_２からＶ_３まではＮ_２、Ｖ_３以上はＮ_３となる。高車速から低車速に移るときはＶ_３’以上はＮ_３、Ｖ_３’からＶ_２’まではＮ_２、Ｖ_２’からＶ_１’まではＮ_３、Ｖ_１’以下は分周比Ｎ_１となる。
【０１５８】
図４４において、勾配推定の他の実施例の動作を説明する。車速、スロットル開度、エンジン回転数、及びギヤ位置等車両走行条件より出力軸トルク推定部１０１０で推定した出力軸トルクから車速より平地走行抵抗部１０３０で求めた平地走行抵抗を引きＬＰＦ１０２１に通したものから、車速差分部１０４０で求めた車速の差分に自動車総重量１０５０とタイヤ半径１０６０を掛けＬＰＦ１０２２に通したものを引き、自動車総重量とタイヤ半径１０７０で割り、勾配２を求める。
【０１５９】
図４５において、出力軸トルク推定部の動作の説明をする。スロットル開度、エンジン回転数、及びギヤ位置等車両走行条件より出力軸トルク推定部１０１０とトルコントルク記憶部１０１５で出力軸トルクを推定する。
【０１６０】
図４６において、出力軸トルク推定部の詳細な動作の説明をする。タービン回転数とエンジン回転数を速度比計算部１０１１に入力し、速度比ｅを求め、これよりポンプトルクマップ１０１６よりポンプトルク係数、トルクマップ１０１７よりトルク比を求め、ポンプトルク係数にエンジン回転数の２乗とトルク比を掛ける。これにギヤ比計算部１０１２でギヤ位置により求めたギヤ比とファイナルギヤ比を掛けて出力軸トルクを算出する。これはトルコンの特性から出力軸トルクを算出しているが、スロットル開度とエンジン回転数からエンジンの出力トルクを計算して出力軸トルクを算出してもよい。この時、エアコン等のアクセサリー負荷を考慮にいれなければならない。また両者の併用も他の実現手段である。
【０１６１】
図４１にエンジントルク特性によるポンプトルク推定のブロック図の説明をする。エンジントルク算出部１９１１でスロットル開度とエンジン回転数から予め記憶したマップを検索し、エンジンの出力トルクＴｅを計算する。このエンジントルクＴｅからエアコン等に使われるトルクＴａｃｃを引きポンプトルクＴｐを算出する。
【０１６２】
図３５に速度比ｅを求めるブロック図の説明をする。タービンセンサ１７１０のパルス信号をタービン回転数計算部１７１１で周期計測し、タービン回転数に変換する。エンジン回転センサ１７１２のパルス信号をエンジン回転数計算部１７１３で周期計測し、エンジン回転数に変換する。この計算されたタービン回転数とエンジン回転数を速度比計算部７１４に入力し、速度比ｅを求める。
【０１６３】
図３６に速度比ｅを求める他の実施例のブロック図の説明をする。車速センサ１１２１のパルス信号を車速変換部１１２９で周期計測し、車速を求め、ギヤ位置と車速によりタービン回転数換算部でタービン回転数に変換する。エンジン回転センサ１７１２のパルス信号をエンジン回転数計算部１７１３で周期計測し、エンジン回転数に変換する。この計算されたタービン回転数とエンジン回転数を速度比計算部１０１１に入力し、速度比ｅを求める。
【０１６４】
図３７にトルコントルクとエンジントルク併用のポンプトルク推定の実施例のブロック図を示す。速度比ｅが高い時や、コースト、エンブレ、Ｌ／Ｕ時はトルクコンバータの特性から求めるトルクよりもエンジンのトルク特性から求めるトルクの方が精度が良いので、速度比ｅ、Ｌ／Ｕ、ＴＶＯ等の状態により使用するトルクを切り換えてトルク推定誤差を小さくすることが可能になる。図５で説明したようにトルコントルク算出部１９１０でトルコントルクＴｐ_１を算出する。また、エンジントルク算出部１９１１でスロットル開度とエンジン回転数から予め記憶したマップを検索しエンジントルクＴｅを算出し、補器トルク学習部１９１２で計算されたアクセサリ負荷Ｔａｃｃ_１を差し引きポンプトルクＴｐ_２を算出する。このアクセサリ負荷Ｔａｃｃ_１は変速中及び速度比ｅがある一定の範囲内の時は学習計算しない。また、トルクを０としたものをＴｐ_３とする。コースト、エンブレ、Ｌ／Ｕ判定部１９１７に速度比ｅ、Ｌ／Ｕ、ＴＶＯの信号を入力し、コースト、エンブレ、Ｌ／Ｕを判定し、その状態と速度比ｅをトルク切り換え部１９１６に入力する。トルク切り換え部１９１６では速度比ｅがある値以下の時はＴｐ_１、そうでない時及びＬ／Ｕ時はＴｐ_２、コースト時はＴｐ_３、エンブレ時はＴｐ_２を選択しＴｐ_４として出力しポンプトルク推定誤差を小さくする。
【０１６５】
図３８にトルコントルクとエンジントルク併用の出力軸トルク推定の実施例のブロック図を示す。図４６で説明したようにトルコントルク算出部１９１０でトルコントルクＴｐ_１を算出する。また、エンジントルク算出部１９１１でスロットル開度とエンジン回転数から予め記憶したマップを検索しエンジントルクＴｅを算出し、補器トルク学習部１９１２で計算されたアクセサリ負荷Ｔａｃｃ_１を差し引きポンプトルクＴｐ_２を算出する。このアクセサリ負荷Ｔａｃｃ_１は現在のギヤ位置ＣＵＲＧＰと次の指令ギヤ位置ＮＸＴＧＰにより変速中検出部１９１３で変速中と判定された時及び速度比ｅがある一定の範囲内の時は学習計算しない。また、トルクを０としたものをＴｐ_３とする。コースト、エンブレ、Ｌ／Ｕ判定部１９１７に速度比ｅ、Ｌ／Ｕ、ＴＶＯの信号を入力し、ｅ＜１でＴＶＯ＝０の時はコースト、ｅ＞１でＴＶＯ＝０の時はエンブレ、Ｌ／Ｕ信号がＯＮの時はＬ／Ｕと判定し、その状態と速度比ｅをトルク切り換え部１９１６に入力する。トルク切り換え部１９１６では速度比ｅがある値以下の時はＴｐ_１、そうでない時及びＬ／Ｕ時はＴｐ_２、コースト時はＴｐ_３、エンブレ時はＴｐ_２を選択しＴｐ_４として出力しポンプトルク推定誤差を小さくする。このＴｐ_４に１０１７でｅから予め記憶したマップを検索し算出したトルク比ｔ掛け、ギヤ比テーブル１０１２で現在のギヤ位置ＣＵＲＧＰから検索したギヤ比を掛け、ファイナルギヤ比１０１３を掛け出力軸トルクＴｏを算出する。ギヤ比テーブル１０１２でギヤ比を求めるギヤ位置信号は次の指令ギヤ位置ＮＸＴＧＰでもよい。または現在のギヤ位置ＣＵＲＧＰと次の指令ギヤ位置ＮＸＴＧＰの併用でもよい。
【０１６６】
図４７において、ギヤ位置によるノイズ除去のタイムチャートの１実施例を説明する。変速中及び変速完了後一定時間は推定勾配のように誤差を生じる。このため変速中及び変速完了後一定時間はノイズ除去をする必要がある。現在のギヤ位置信号ＣＵＲＧＰが次のギヤ位置信号ＮＸＴＧＰと違う時及び現在のギヤ位置信号と次のギヤ位置信号が同じになってから一定時間（Ｔ１秒）は推定勾配をホールドし、ホールド後の推定勾配のようにノイズ除去をする。
【０１６７】
図４８において、ギヤ位置によるノイズ除去の処理手順の１実施例を説明する。推定勾配はエンジン／変速機のメカに依存しているので変速中はギヤ位置及びギヤ比がはっきりせず推定勾配に誤差が生じる。このため変速中はノイズ除去をする必要がある。またＬＰＦに通しているので変速完了後一定時間はスパイク状の誤差が生じる。このため変速完了後一定時間はノイズ除去をする必要がある。変速機制御部６０より出力される現在のギヤ位置信号と次のギヤ位置信号が同じか否かにより変速状態を変速中判定部３０１０で判定し、変速中フラグを出力する。ディレイ部３０２０で変速中フラグがＯＮの時及び変速中判定部３０１０の判定がＯＮからＯＦＦに変わった後一定時間（Ｔ１秒）はホールドＯＮとし、勾配ホールド部３０３０でホールドＯＮ時はホールドＯＮ直前の値を保ちノイズ除去をおこなう。
【０１６８】
図４９において、スロットル開度によるノイズ除去の処理手順の１実施例を説明する。スロットルを急に開いたり閉じたりするとトルクが大きく変動する。このためスロットルの急開閉時は推定勾配に誤差を生じる。このためスロットル急開閉時はノイズ除去する必要がある。またＬＰＦに通しているのでスロットル急開閉時後一定時間にも誤差が生じる。このためスロットル急開閉時後一定時間はノイズ除去する必要がある。スロットル開度の一定時間の差分をスロットル開度差分部７０で求め、スロットル加減速判定部３０１１でスロットル加減速中か判定し、スロットル加減速中フラグを出力する。ディレイ部３０２０でスロットル加減速中フラグがＯＮ及びスロットル加減速判定部の判定がＯＮからＯＦＦに変わった後一定時間（Ｔ２秒）はホールドＯＮとし、勾配ホールド部３０３０でホールドＯＮ時はホールドＯＮ直前の値を保ちノイズ除去をおこなう。
【０１６９】
図５０において、スロットル加減速判定のフローチャートの１実施例を説明する。スロットル差分とスロットル加速スレッシュホールド値とを比較し（３０４０）、スロットル差分がスロットル加速スレッシュホールド値より大きければ加速中と判定し、スロットル加減速中フラグをＯＮし（３０４１）、そうでなければＯＦＦする（３０４２）。次にスロットル差分とスロットル減速スレッシュホールド値とを比較し（３０４３）、スロットル差分がスロットル減速スレッシュホールド値より小さければ減速中と判定し、スロットル加減速中フラグをＯＮし（３０４４）、そうでなければＯＦＦする（３０４５）。
【０１７０】
図５１において、スロットル開度によるノイズ除去のタイムチャートの１実施例を説明する。スロットル加減速中及びスロットル加減速後一定時間は推定勾配のように誤差を生じる。このためスロットル加減速中及びスロットル加減速後一定時間はノイズ除去をする必要がある。スロットル差分がスロットル加減速スレッシュホールド値の範囲外になった時及びその後一定時間（Ｔ２−１，Ｔ２−２秒）は推定勾配をホールドし、ホールド後の推定勾配のようにノイズ除去をする。
【０１７１】
図５２において、ブレーキによるノイズ除去の処理手順の１実施例を説明する。ブレーキを踏むとタイヤが拘束され走行抵抗に誤差を生じ、推定勾配に誤差を生じる。ブレーキ操作時はノイズ除去をする必要がある。またＬＰＦに通しているのでブレーキを離した後一定時間はスパイク状の誤差が生じる。このためブレーキを離した後一定時間はノイズ除去をする必要がある。ブレーキ操作判定部３０１２でブレーキを踏んでいるか否か判定し、ブレーキ操作中フラグを出力する。ディレイ部３０２０でブレーキ操作中フラグがＯＮの時及びブレーキ操作判定部３０１２の判定がＯＮからＯＦＦに変わった後一定時間（Ｔ３秒）はホールドＯＮとし、勾配ホールド部３０３０でホールドＯＮ時はホールドＯＮ直前の値を保ちノイズ除去をおこなう。
【０１７２】
図５３において、ブレーキによるノイズ除去のタイムチャートの１実施例を説明する。ブレーキ操作中及びブレーキ操作後一定時間は推定勾配のように誤差を生じる。このためブレーキ操作中及びブレーキ操作後一定時間はノイズ除去をする必要がある。ブレーキを踏んでいる時及びブレーキを離した後一定時間（Ｔ３）は推定勾配をホールドし、ホールド後の推定勾配のようにノイズ除去をする。
【０１７３】
図５４において、車速によるノイズ除去の処理手順の１実施例を説明する。車速は出力軸の回転パルスを周期計測して高精度に求めているので車速数ｋｍ／ｈ以下で計測不可能な領域があり、推定勾配に誤差を生じる。このため車速数ｋｍ／ｈ以下でノイズ除去をする必要がある。車速ホールド判定部３０１３で車速数ｋｍ／ｈ以下か否か判定し、車速ホールドフラグを出力し、勾配ホールド部３０３０で車速が数ｋｍ／ｈ以下の時はホールドＯＮ直前の値を保ちノイズ除去をおこなう。
【０１７４】
図５５において、車速によるノイズ除去のタイムチャートの１実施例を説明する。車速数ｋｍ／ｈ以下では推定勾配に誤差を生じる。このため車速数ｋｍ／ｈ以下でノイズ除去をする必要がある。車速が車速スレッシュホールド以下の時推定勾配をホールドし、ホールド後の推定勾配のようにノイズ除去をする。
【０１７５】
図５６において、車速差分によるノイズ除去の処理手順の１実施例を説明する。急な速度変化があるとＬＰＦ等のために推定勾配に誤差が生じる。また、計算の時オーバーフローで推定勾配に誤差がでる場合がある。このため急な速度変化があった時ノイズ除去をする必要がある。また、メモリ節約のためリミッタを設け入力を制限する必要がある。車速差分部１０４０で現在の車速と一定時間前の車速の差をとり、ＬＰＦ１０２２に通し、車速差分ホールド判定部３０１４で車速差分スレッシュホールド値より大きいか否かによりホールドＯＮ・ＯＦＦを判定し、車速差分ホールドフラグを出力し、勾配ホールド部３０３０でホールドＯＮの時はホールドＯＮ直前の値を保ちノイズ除去をおこなう。
【０１７６】
図５７において、車速差分によるノイズ除去のタイムチャートの１実施例を説明する。急な車速変化があると推定勾配に誤差が生じる。車速差分が車速差分スレッシュホールド値よりも高い時は推定勾配はホールドされ、ホールド後の推定勾配のようになる。
【０１７７】
図３９において、悪路によるノイズ除去の処理手順の１実施例を説明する。悪路では車体が急激に前後左右に傾くので推定勾配に誤差を生じる。また低μ路を走行すると車輪がスリップしたりして走行抵抗が変化するので推定勾配に誤差を生じる。このため悪路や低μ路を走行するときはノイズ除去をする必要がある。車速と車速差分部１０４０で現在の車速と一定時間前の車速の差をとった車速差分とスロットル開度とスロットル開度差分部７０で現在のスロットル開度と一定時間前のスロットル開度の差をとったスロットル開度差分を悪路判定部３０１５に入力し、それらがある一定範囲内にあるか否かにより悪路ホールドＯＮ・ＯＦＦを判定し、悪路ホールドフラグを出力し、ディレイ部３０２０で悪路ホールドフラグがＯＮの時及び悪路判定部３０１５の判定がＯＮからＯＦＦに変わった後一定時間はホールドＯＮとし、勾配ホールド部３０３０でホールドＯＮ時はホールドＯＮ直前の値を保ちノイズ除去をおこなう。低μ路も同様に検出し、ノイズ除去ができる。
【０１７８】
図４０において、ノイズ除去処理の全体のブロック図の動作説明をする。車速、スロットル開度、ブレーキ信号、ギヤ位置信号が入力され、それぞれの判定部３０１０〜３０１５で判定する。このうちの一つでもホールドＯＮになると勾配ホールド部３０３０でホールドＯＮ時はホールドＯＮ直前の値を保ちノイズ除去をおこなう。
【０１７９】
図５８において、複合要因が重なった時のホールド例を説明する。スロットル加速と変速が重なった時それぞれのホールドフラグはそれぞれの条件を満たした時のみ出力され、全体のホールドフラグはそれらの和で出力される。
【０１８０】
図５９において、複合要因の和としてのホールド信号生成の動作説明をする。変速ホールドフラグ、スロットル差分ホールドフラグ、ブレーキホールドフラグ、車速ホールドフラグ、車速差分ホールドフラグの和が全体のホールドフラグとなる。
【０１８１】
図６０において、マスクフラグによるノイズ除去の実現例を説明する。変速機制御部６０より出力される現在のギヤ位置信号と次のギヤ位置信号が同じか否かにより変速状態を変速中判定部３０１０で判定し、変速中フラグを出力する。ディレイ部３０２０で変速中フラグがＯＮの時及び変速中判定部３０１０の判定がＯＮからＯＦＦに変わった後一定時間（Ｔ６秒）はマスクＯＮとし、勾配２と共にマスクフラグを自動車制御部５に出力し、マスクフラグの値を見て勾配２を使うか否かを決めノイズ除去をおこなう。
【０１８２】
図６１において、変速機制御への応用の１実施例を説明する。変速機制御部５０１０に勾配、車速、スロットル開度を入力し、勾配により変速マップを変え、車速とスロットル開度によりギヤ位置を決め制御する。これにより登り坂を高車速で走る場合に起こりやすいビジィシフトの回避や登り坂のコーナーでのアップシフト防止や下り坂での走りすぎ防止等が実現できる。
【０１８３】
図６２において、変速機制御への応用の他の実施例を説明する。低車速側に変速線が寄っていて低車速ですぐアップシフトする変速パターンＡ５０２２と高車速側に変速線が寄っていて高車速にならないとアップシフトしないパターンＢ５０２３からＴＶＯ，ＶＳＰ，ＤＴＶＯ，θを用いて現在の走行状態に最適な変速パターンを変速パターン生成部５０２１で生成する。この生成された変速パターンを用いＣＵＲＧＰ，ＴＶＯ，ＶＳＰで次の指令ギヤ位置ＮＸＴＧＰＮＥＷを検索し出力する。ここで用いているパターンＡ５０２２とパターンＢ５０２３は車速方向に変速線を動かしているがＴＶＯ方向に動かしてもよい。変速線を高開度側に寄せればすぐシフトアップし、低開度側に寄せればシフトアップしにくいパターンとなる。
【０１８４】
図２２において、変速パターン生成のブロック図を説明する。可変量Ｘ算出部５０２４でＴＶＯ，ＶＳＰ，ＤＴＶＯ，θを用いて可変量Ｘを算出する。変速パターン計算部５０２５でパターンＡ５０２２とパターンＢ５０２３の間を可変量Ｘに応じて補間し変速パターンを生成する。
【０１８５】
図２３において、可変量Ｘ算出のブロック図を説明する。可変量Ｘ算出部５０２４は勾配による変速パターンの可変量ｘ_１を算出する勾配分可変量算出部５０２６と運転者の加速意図による変速パターンの可変量ｘ_２を算出する加速意図分可変量算出部５０２７で構成されており、これらの出力ｘ_１，ｘ_２をたしたものが可変量Ｘとなる。勾配分可変量算出部５０２６はθを引数とする関数によりｘ_１を算出する。例えばθ_１からθ_２の間はｘ_１は一定値でθ_１以下はθが小さくにつれｘ_１が大きくなり、θ_２以上はθに比例してｘ_１が大きくなるような関数により算出される。この場合θ_１からθ_２の範囲では変速パターンに変化はないが、この範囲外の登り坂や下り坂になると変速線が勾配に応じて高車速側に移動し、適切な変速パターンを生成する。加速意図分可変量算出部５０２７はＤＴＶＯスレッシュホールド算出部５０２８でＴＶＯとＶＳＰによりＤＴＶＯスレッシュホールド値Ｗｎを検索し、ＤＴＶＯをＤＴＶＯスレッシュホールド値Ｗｎで割り、定数ｋを掛けてｘ_２を算出する。そしてＸ＝ｘ_１＋ｘ_２として可変量Ｘを算出する。
【０１８６】
図２４において、勾配分可変量関数の説明をする。（Ａ）はθ_０以下ではθが小さくなるにつれてｘ_１が大きくなり、θ_０以上はθに比例してｘ_１が大きくなる。この関数を用いると勾配に比例して変速パターンを変更することができる。（Ｂ）は（Ａ）の関数にリミッタを設けたものでθ_１からθ_２の範囲内では（Ａ）の関数と同じ動きをするが、範囲外ではｘ_１＝ｘａとなる。（Ｃ）は勾配範囲で段階的に変速パターンを変更する関数である。θ_１以下ではｘａ、θ_１からθ_２の範囲ではｘｂ、θ_２からθ_３の範囲ではｘｃ、θ_３からθ_４の範囲ではｘ_０、θ_４からθ_５の範囲ではｘｃ、θ_５からθ_６の範囲ではｘｂ、θ_６以上ではｘａとなる。この段階はいくらでもよい。（Ｄ）はθ_１からθ_２の範囲では一定だが、θ_１以下ではθが小さくなるにつれてｘ_１が大きくなり、θ_２以上ではθが大きくなるにつれてｘ_１が大きくなる。この時θ_０から離れるにしたがってｘ_１の増加のしかたが小さくなる動きをする。これらの関数を図２３の勾配分可変量算出部５０２６の関数としてもよい。
【０１８７】
図２５において、変速機制御への応用の他の実施例を説明する。変速パターン切り換え部５０３１でＴＶＯ，ＶＳＰ，ＤＴＶＯ，θを用いて変速パターン部５０３２のどの変速パターンを使うか判断し切り換え、ギヤ位置検索部５０２０で選択された変速パターンを用いてＣＵＲＧＰ，ＴＶＯ，ＶＳＰで次の指令ギヤ位置ＮＸＴＧＰＮＥＷを検索し出力する。これにより登り坂を高車速で走る場合に起こりやすいビジィシフトの回避や登り坂のコーナーでのアップシフト防止や下り坂での走りすぎ防止等が実現できる。
【０１８８】
図２６において、図２５の変速パターン部５０３２で使う変速パターンの説明をする。（Ａ）は１速でしか登れないようなものすごく急な登り坂や１速のエンブレを使わないといけないものすごく急な下り坂の時に選択する。（Ｂ）は１速か２速でしか登れないような急な登り坂や２速のエンブレを使わないといけない急な下り坂の時に選択する。（Ｃ）は３速まででしか登れないような登り坂や３速のエンブレを使わないといけない下り坂の時に選択する。（Ｄ）は高速登坂時に選択しビジィシフトを回避する。（Ｅ）は平地通常走行時に選択される。（Ｆ）は鋭い加速感やパワーがいる時に選択される。（Ｇ）は鈍い加速感や低燃費で走行したい時に選択される。（Ｈ）は低速登坂屈曲路時に選択しアップシフトを防止する。（Ｉ）は高速走行緩加速時に選択され不意のダウンシフトを防止する。（Ｊ）は低μ路や下り坂で２速で発進したい時選択される。（Ｋ）は低μ路や下り坂で３速で発進したい時選択される。
【０１８９】
図２７において、勾配対応変速機制御を行うハード構成図の説明をする。エンジン１１１０、ＡＴ１１２０等に付いているエンジン回転数センサ２７１３とタービン回転数センサ２７１４と車速センサ１１２１とその他のスロットルセンサ２７１０とブレーキＳＷ２７１１とシフトレンジＳＷ２７１２等の信号を自動変速機のコントロールユニット２７４０に入力する。これらの信号を入力回路２７３０や波形整形回路２７３１を通しマイコン２７５０のＩ／Ｏポート２７５５に入力し、Ａ／Ｄ変換や周期計測を行う。この時の時間管理はＲＯＭ２７５３に書き込まれたプログラムをＣＰＵ２７５１で実行しシステムコントローラ２７５２を動かし行う。取り込まれたデータはＲＡＭ２７５４に格納されＲＯＭ２７５３に書き込まれたプログラムに従いトルク推定、勾配推定、変速パターンの変更等の計算をＣＰＵ２７５１で実行する。この結果出てくるギヤ位置とＬ／Ｕ信号をＩ／Ｏポート２７５５からシフトソレノイドＡ，Ｂ，Ｃドライバ２７３２〜２７３４とＬ／Ｕソレノイドドライバ２７３５に出力し油圧機構２７２０を動かし変速機制御を行う。ＲＯＭ２７５３には変速パターン、ポンプトルクマップ、エンジントルクマップ等のテーブルも入っている。
【０１９０】
なお、推定された勾配を制御に用いる方法としては、上記の変速制御に限らず、速度調整手段を制御して、車速一定制御を行う車速一定制御手段とを有する勾配対応自動車制御装置において、車速を記憶する記憶手段と、勾配によらず所定の加速度になるように、前記速度調整手段の状態を勾配を考慮して決定し、上記車速一定制御手段への制御信号を出力する状態決定手段とを有することとしてもよい。
【０１９１】
また、車両の位置を検出する位置検出手段と、傾斜を検出する傾斜検出手段とを有するナビゲーション装置において、勾配により、傾斜検出手段により得られた傾斜を補正する補正部を有することといてもよい。
【０１９２】
さらに、勾配対応自動車制御装置において、スロットルを駆動するスロットル駆動手段と、アクセルの踏み込み量に見合った加速を、勾配によらず実現するスロットル制御装置とを有することといてもよい。
【０１９３】
このように、全ての自動車の走行状態でノイズ除去された推定勾配が用いられるので安定した自動車制御ができる。
【０１９５】
【発明の効果】
本発明によれば、勾配を高精度に推定する勾配推定装置を提供できる。
【図面の簡単な説明】
【図１】本発明に係る自動変速制御装置を含む変速制御系のブロック図。
【図２】本発明に係る自動変速制御装置を含む変速制御系のハードウェアのブロック図。
【図３】ＡＴコントロールユニットへの入力信号と出力信号の詳細を示す説明図。
【図４】車重推定手段を含む車重推定系の構成図。
【図５】加速応答波形の時系列化について示した説明図。
【図６】時系列化を開始するための方法について示した説明図。
【図７】時系列化開始信号発生の処理の流れを示した説明図。
【図８】時系列化開始信号発生手段の処理の流れについて示したフロ−チャ−ト。
【図９】車重推定手段に使うニューラルネットの学習方法について示した説明図。
【図１０】トルクコンバータ発生トルク推定手段とエンジン発生トルク推定手段と負荷推定手段を含む変速制御系のブロック図。
【図１１】エンジンのトルクマップとトルコン特性マップの説明図。
【図１２】補機トルクの推定処理の流れを示したフロ−チャ−ト。
【図１３】エンジン発生トルク推定の処理の流れを示したフロ−チャ−ト。
【図１４】トルコンから出力トルクを推定する処理の流れを示すフロ−チャ−ト。
【図１５】推定出力トルクから走行負荷トルクを推定する処理の流れを示すフロ−チャ−ト。
【図１６】補機トルクの推定の別の方法の処理の流れを示すフロ−チャ−ト。
【図１７】ギア位置決定手段の構成図。
【図１８】負荷推定及び車重推定による変速スケジュールの変更方法の変速マップを示した説明図。
【図１９】勾配を考慮して、変速スケジュールを連続的に可変する自動変速制御装置のブロック図。
【図２０】変速スケジュールを連続的に可変する場合の変速マップを示した説明図。
【図２１】加速要求の求め方を示した説明図。
【図２２】変速パターン生成のブロック図。
【図２３】変速パターン可変量Ｘ算出のブロック図。
【図２４】変速パターン勾配分可変量関数のグラフ。
【図２５】変速機制御への応用の他の説明図。
【図２６】変速パターン切り換えで使う変速パターンの説明図。
【図２７】勾配対応変速機制御を行うハードウェアの構成図。
【図２８】エンジン、変速機の構成図。
【図２９】車速計測の処理を示すタイムチャート図。
【図３０】車速計測の処理手順を示すブロック図。
【図３１】Ｎ分周の周期計測による車速計測の処理手順を示すブロック図。
【図３２】可変分周の周期計測による車速計測の処理手順を示すブロック図。
【図３３】ヒステリシス付可変分周の周期計測による車速計測の処理手順を示すブロック図。
【図３４】ヒステリシス付可変分周の動作を示すグラフ
【図３５】タービンセンサとエンジン回転センサによる速度比ｅの計算処理手順を示すブロック図。
【図３６】車速センサとエンジン回転センサによる速度比ｅの計算処理手順を示すブロック図。
【図３７】トルコントルクとエンジントルクの切り換え処理手順を示すブロック図。
【図３８】トルコントルクとエンジントルクの切り換えによる出力軸トルク推定部の処理手順を示すブロック図。
【図３９】悪路によるノイズ除去の処理手順を示すブロック図。
【図４０】ノイズ除去全体の処理手順を示すブロック図。
【図４１】エンジントルク特性によるポンプトルク推定の処理手順を示すブロック図。
【図４２】ノイズ除去部を設けた自動車制御装置の１実施例を示すブロック図。
【図４３】勾配推定の１実施例を示すブロック図。
【図４４】勾配推定の他の実施例を示すブロック図。
【図４５】出力軸トルク推定部のブロック図。
【図４６】出力軸トルク推定部の詳細なブロック図。
【図４７】変速時の勾配推定例のタイムチャート図。
【図４８】変速中ホールドによるノイズ除去の処理手順を示すブロック図。
【図４９】スロットル加減速によるノイズ除去の処理手順を示すブロック図。
【図５０】スロットル加減速判定のフローチャート図。
【図５１】スロットル開度差分によるノイズ除去の処理手順のタイムチャート図。
【図５２】ブレーキ操作判定によるノイズ除去の処理手順を示すブロック図。
【図５３】ブレーキ操作判定によるノイズ除去の処理手順のタイムチャート図。
【図５４】車速ホールド判定によるノイズ除去の処理手順のブロック図。
【図５５】車速ホールド判定によるノイズ除去の処理を示すタイムチャート図。
【図５６】加速度によるノイズ除去の処理手順を示すブロック図。
【図５７】加速度によるノイズ除去の処理手順のタイムチャート図。
【図５８】複合要因が重なった時のホールドの仕方の説明図。
【図５９】複合要因の和としてのホールド信号の生成ブロック図。
【図６０】マスクフラグによるノイズ除去の説明図。
【図６１】変速機制御への応用の説明図。
【図６２】変速機制御への応用の他の説明図。
【符号の説明】
１ 勾配推定部、
３ ノイズ除去部、
５ 自動車の制御部
１０１ スロットル開度検知手段
１０２ 加速度検知手段
１０３ 車速検知手段
１０４ エンジン回転数検知手段
１０５ タービン回転数検知手段
１０６ 車重推定手段
１０７ トルクコンバータ発生トルク推定手段
１０８ エンジン発生トルク推定手段
１０９ ギア位置決定手段
１１０ 負荷推定手段
１１１ 油圧駆動手段
１０１０ トルク推定部[0001]
[Industrial applications]
The present inventionEstimate the slope of the road on which the vehicle is travelingThe present invention relates to a gradient estimating device.
[0002]
[Prior art]
The shift control device of the vehicle detects the vehicle speed and the throttle opening as an electric signal, and determines a predetermined speed corresponding to the current vehicle speed and the throttle opening based on a shift pattern preset using the vehicle speed and the throttle opening as variables. Select a gear. A plurality of shift patterns are set, and are selected by a driver's operation.
[0003]
In some cases, the selection of a shift pattern is automatically switched by a driver's driving operation.
[0004]
[Problems to be solved by the invention]
In conventional control of a transmission, a predetermined gear position corresponding to the current vehicle speed and throttle opening is selected based on a shift pattern preset using the vehicle speed and throttle opening as variables.
[0005]
Further, Japanese Patent Publication No. Sho 63-45977 discloses a technique for determining torque from intake pipe pressure and determining a gear ratio (the number of revolutions of the internal combustion engine / vehicle speed) from the torque. With these methods, it has been difficult to perform an accurate shift with respect to changes in driving conditions, particularly changes in running load. For example, on a flat road or a gentle downhill, it is thought that driving is not impaired and fuel consumption is improved by shifting up earlier than on an ascending slope. Such a shift could not be performed.
[0006]
In addition, it is important to perform shift control so as to cope with a change in acceleration characteristics due to vehicle weight at the time of starting acceleration, as the vehicle becomes lighter. Therefore, the running load and the vehicle weight are estimated, and the shift pattern is changed according to the vehicle weight and the running load during acceleration, and the shift pattern is changed according to the running load during deceleration, thereby improving fuel efficiency and driving. It is considered that the gear can be shifted appropriately according to the situation.
[0007]
As described above, in the related art, since the shift pattern is determined based on the representative two or three driving situations, there is a case where a shift that accurately reflects the driving situation cannot be performed. As a result, fuel efficiency often deteriorated.
[0009]
Further, regarding the estimation of the gradient and its use, the conventional device determines the gradient condition from the vehicle speed, the throttle opening and the change speed thereof (not the gradient value, as described in Japanese Patent Application Laid-Open No. Hei 3-24362). Qualitatively judges whether the gradient is large or small), and the shift is performed according to the gradient. However, it is insufficient in terms of accurately determining the gradient and providing a comfortable driving environment. Was.
[0010]
Note that an attempt to accurately and finely determine the gradient may be affected by the state of the engine and the mechanical characteristics of the transmission. For example, when the throttle opening is suddenly changed, during braking, or during shifting, there is a problem that an error is likely to occur in the determination of the gradient.
[0011]
The present inventionEyesThe object is to provide a gradient estimating device that estimates a gradient with high accuracy.
[0012]
In the above case, the output shaft torque is calculated, and the acceleration torque is obtained with higher accuracy than the derivative of the vehicle speed. However, an estimation error may occur due to the mechanical characteristics of the engine and the transmission. Therefore, in the present invention, the estimation error due to the mechanical characteristics of the engine or the transmission, which is a problem in estimating the gradient finely, is adjusted to the physical phenomenon of the mechanical characteristics so as to remove the noise of the error, and the gradient is provided for control. Supply.
[0016]
[Means for Solving the Problems]
The present invention, in order to achieve the above object,At least in a gradient estimating device that estimates a gradient of a traveling road on which the vehicle is traveling, using a vehicle speed, a throttle opening, and a gear position.
While the current gear position signal does not match the next gear position signal, and for a predetermined period after the current gear position signal and the next gear position signal become the same, the gradient estimation value is set to the value at the time of occurrence of the mismatch. Hold,It is characterized by the following.
[0017]
AlsoIn order to achieve the above object, at least a vehicle speed, a throttle opening, a gear positionPlaceIn the gradient estimating device for estimating the gradient of the traveling road on which the vehicle is traveling,
A difference calculating means for calculating a difference of the throttle opening for a certain period of time,
While the difference in the throttle opening deviates from a predetermined range, and during a predetermined period after the deviation occurs and the difference in the throttle opening falls within the predetermined range, the gradient estimation value is set to the above-described value. The value is held at the value at the time of departure.
Another invention for achieving the above object is to provide at least a vehicle speed, a throttle opening, and a gear position.PlaceIn the gradient estimating device for estimating the gradient of the traveling road on which the vehicle is traveling,
Having a difference calculating means for obtaining a difference of the vehicle speed for a certain time,
While the difference between the vehicle speeds deviates from a predetermined range, the gradient estimation value is held at the value at the time of occurrence of the deviation.
[0021]
【Example】
An embodiment of the present invention will be described below with reference to the drawings. In the following description, the gear ratio or gear ratio is obtained by multiplying the transmission gear ratio by the final gear ratio.
[0022]
FIG. 1 shows a schematic configuration of the present invention.
[0023]
The throttle opening 121 is output from the throttle opening detecting means 101 for detecting the throttle opening to the vehicle weight estimating means 106, the engine generated torque estimating means 108, and the gear position determining means 109.
[0024]
The acceleration 122 is output from the acceleration detecting means 102 for detecting the acceleration to the vehicle weight estimating means 106 and the load estimating means 110.
[0025]
The vehicle speed 123 is output from the vehicle speed detecting means 103 for detecting the vehicle speed to the vehicle weight estimating means 106 and the gear position determining means 109.
[0026]
The engine speed 124 is output from the engine speed detecting means 104 for detecting the engine speed to the torque converter generated torque estimating means 107 and the engine generated torque estimating means 1001. The torque converter generated torque estimating means 107 and the engine generated torque estimating means 108 are torque estimating means.
[0027]
The turbine speed 125 is output from the turbine speed detecting means 105 which detects the turbine speed to the torque converter generated torque estimating means 107.
[0028]
The vehicle weight estimation unit 106 estimates the vehicle weight based on the throttle opening 121, the acceleration 122, and the vehicle speed 123, and outputs the estimated vehicle weight 126 to the gear position determination unit 109 and the load estimation unit 110. .
[0029]
The torque converter generated torque estimating means 107 estimates the generated torque of the torque converter from the engine speed 124 and the turbine speed 125. The estimated torque 1022 of the torque converter is output to the load estimating means 110.
[0030]
The engine generated torque estimating means 1001 estimates the engine generated torque 1015 from the throttle opening 121 and the engine speed 124. The estimated engine generated torque 1015 is output to the torque converter generated torque estimating means 107.
[0031]
The load estimating means 110 estimates load torque from the estimated vehicle weight 126 and the estimated torque 1022 generated by the torque converter. The estimated load torque 128 is output to the gear position determining means 109.
[0032]
The gear position determining means (which is also a storage means for a shift schedule) 109 determines the gear position 129 based on the throttle opening 121, the vehicle speed 123, the vehicle weight 126, and the load torque 1028. The determined gear position 129 is output to the hydraulic drive unit 111.
[0033]
In the hydraulic drive unit 111, the drive hydraulic pressure of the clutch of the automatic transmission is determined so as to reach the determined gear position, and the clutch is driven.
[0034]
FIG. 2 shows the configuration of the engine drive system and its control unit used in the present invention. From the engine 201 and the transmission 202, signals indicating the respective operating states are output to the AT control unit 203. In addition, a vehicle signal 207 and an ASCD control (constant speed drive control) unit signal 208 are also input to the AT control unit 203. The AT control unit 203 determines the gear position from these signals, and outputs a shift command signal 206 to the transmission 202.
[0035]
FIG. 3 is a detailed description of the signals shown in FIG. Signals 304 to 307 correspond to signal 204 from the engine, signals 308 to 310 correspond to signal 205 from the transmission, signals 311 to 314 correspond to vehicle signal 207, and signals 315 and 316 The signal corresponds to the ASCD control unit signal 208, and the signals 317 to 321 correspond to the AT control unit signal 206. These signals are input to the AT control unit 301 via the input signal processing unit 302, and output from the AT control unit 301 via the output signal processing unit 303.
[0036]
The method of estimating the vehicle weight is a method of recognizing the vehicle weight from the acceleration response waveform using the fact that the acceleration response when the throttle is depressed and the acceleration response of the vehicle speed differ depending on the vehicle weight. In this system, the use of a sensor for measuring the vehicle weight does not increase the cost, and the vehicle weight can be estimated with sufficient accuracy for performing the shift control of the automatic transmission.
[0037]
FIG. 4 is a detailed block diagram of the vehicle weight estimating means. The acceleration 411 is output from the acceleration detection unit 401 to the time series generation unit (acceleration input unit) 405 and the time series start signal generation unit 404. The vehicle speed 412 is output from the vehicle speed detection unit 402 to the time series generation unit 405. The throttle opening 413 is output from the throttle opening detecting means 403 to the time series forming means 405 and the time series forming start signal generating means 404.
[0038]
The time series start signal generation means 404 looks at both the acceleration 411 and the throttle opening 413 signals and depresses the throttle. When the acceleration rises, that is, the time series is started for the acceleration response waveform. A signal is sent to the conversion means 405.
[0039]
The time-series generating unit 405 converts the acceleration, the vehicle speed, and the throttle opening into a time series from the time when the time-series starting signal 416 is output, and outputs a time-series signal 414 to the neuro-vehicle weight estimating unit 406. The neuro-vehicle weight estimating means 406 receives a time-series signal 414 of the acceleration, the vehicle speed, and the throttle opening, estimates the vehicle weight, and outputs an estimated vehicle weight 415.
[0040]
FIG. 5 is a diagram illustrating the time series of acceleration response of acceleration, vehicle speed, and throttle opening. The time series is started from the time tso at which the acceleration exceeds the predetermined threshold value αth, and the acceleration, the vehicle speed, and the throttle opening are sampled at a period Δt.
[0041]
FIG. 6 shows the reason why a threshold value is set for the acceleration. If a threshold value is set for the throttle opening for the purpose of time series at the time of acceleration and sampling is started in synchronization with the rise of the throttle opening, there is an individual difference in how the throttle opening is stepped. Will be shifted in the rise of. In order to eliminate this deviation, a threshold value is set for the acceleration, and sampling is started when the acceleration exceeds the threshold value.
[0042]
FIG. 7 shows a processing procedure of the time series start signal generating means. First, check that the throttle opening is closed. Next, after the throttle exceeds the set threshold and rises, the time series is started when the acceleration exceeds the threshold.
[0043]
FIG. 8 shows a flow of processing of the time series start signal generating means of FIG.
[0044]
Step 801: If the throttle opening is closed, go to step 702. Otherwise, go to step 701.
[0045]
Step 802: Throttle opening is threshold value θ_thIf it is over, go to step 703. Otherwise, go to step 702.
[0046]
Step 803: The acceleration α is equal to the threshold α_thIf it exceeds, go to step 704. Otherwise, go to step 703.
[0047]
Step 804: Output a time series conversion start signal.
[0048]
FIG. 9 is a diagram showing a neural network learning method used for vehicle weight estimation. The vehicle weight estimating means 901 is composed of a ramel-heart type neural network composed of three layers: an input layer, a middle layer, and an output layer. Each layer has units, and the units between the layers are connected by branches. The signal travels from the input layer to the intermediate layer to the output layer. Weights are given to the branches, and the signal output from the unit is multiplied by the weight of the branch to be input to the next unit. Each unit converts the sum of the input signals using a sigmoid function and outputs the result.
[0049]
The vehicle weight learning of the neural network is performed by changing the weight of each branch so that the error between the estimated vehicle weight and the actual vehicle weight when the acceleration, the vehicle speed, and the throttle opening are input is reduced. In order to cope with various ways of depressing the throttle opening, the acceleration response waveform is measured in advance by changing the vehicle weight and the throttle opening for one vehicle by the time series method shown in FIG. A time series waveform of acceleration, speed, and throttle opening is input to the neural network to output an estimated vehicle weight 911. Then, an error 913 from the actual vehicle weight 912 is obtained.
[0050]
The weight changing unit 902 changes the weight of the branch between the layers based on the error 913 between the estimated vehicle weight 911 and the actual vehicle weight 912 so as to reduce the error. As a weight change algorithm, a back propagation algorithm is typical, but another algorithm may be used.
[0051]
As a method for estimating the traveling load and performing the shift control in accordance with the estimation, the output torque is estimated, and the traveling load is obtained by solving the equation of motion from the estimated output torque, the acceleration, and the estimated vehicle weight.
[0052]
There are two methods of estimating the output torque: a method of estimating the output torque from the torque and the rotational speed of the torque converter in accordance with the torque converter characteristics, and a method of obtaining the estimated torque from the engine speed and the throttle opening in accordance with the engine torque characteristics.
[0053]
The method of estimating the output torque from the torque converter slip can be accurately estimated when the torque converter slip is large, that is, when the rotation ratio between the input and output is small, but where the slip is small, that is, the rotation ratio between the input and output is large. By the way, accuracy becomes worse.
[0054]
On the other hand, the method of estimating the output torque from the characteristics of the engine has a constant accuracy over the entire operation range, but has a problem in that the torque required for operating the accessories and the air conditioner is not known. Therefore, in areas where the torque converter slips, the output torque is estimated from the torque converter, and at the same time, the torque required for operating auxiliary equipment and air conditioners is also estimated. In areas where the torque converter slips, the estimated torque from the engine is calculated first. The torque of the accessories was subtracted to make the output torque.
[0055]
FIG. 10 is a diagram illustrating a method for estimating the output torque and a method for estimating the load. To estimate the output torque from the generated torque of the engine, an engine output torque 1015 is obtained from the throttle opening 1011 and the engine speed 1012 using an engine torque map engine generated torque estimating means) 1001. A turbine torque 1014 obtained from the engine speed is obtained by multiplying the engine output torque 1015 by subtracting the load torque 1016 of the auxiliary machine or the like from the engine output torque 1015 and multiplying the torque ratio 1017 of the torque converter.
[0056]
Further, in order to determine the output torque from the pump rotation speed (engine rotation speed) 1012 and the turbine rotation speed 1013 of the torque converter, the ratio Nt / Ne of the turbine rotation speed and the engine rotation speed is determined from the turbine rotation speed 1013 and the engine rotation speed 1012, and The torque ratio 1017 of the torque converter and the pump torque capacity coefficient τ1018 are obtained from the torque characteristic map 1002. The pump torque is obtained by multiplying the pump torque capacity coefficient τ1018 of the torque converter by the square of the engine speed 1012. Further, a turbine torque 1019 is obtained by multiplying this by a torque ratio 1017.
[0057]
The accessory torque estimating means 1003 compares the estimated turbine torque 1014 from the engine with the estimated turbine torque 1019 from the torque converter. If the ratio Nt / Ne of the turbine speed to the engine speed is smaller than 0.8, the turbine torque from the engine is used. The estimated auxiliary machine torque 1016 is output so that the error between the output torque 1014 and the turbine output torque 1019 from the torque converter is eliminated. When the ratio Nt / Ne between the turbine speed and the engine speed is greater than 0.8, the latest estimated accessory torque Tacc1016 is output.
[0058]
Here, switching is performed with Nt / Ne = 0.8. The value 0.8 changes depending on the characteristics of the torque converter, but a value near the clutch point of the torque converter may be used. This is because the value of Nt / Ne at which the error of the pump capacity coefficient of the torque converter becomes large borders on the clutch point.
[0059]
The turbine torque estimating means 1004 outputs the turbine torque from the torque converter as an estimated torque when the ratio Nt / Ne 1021 of the turbine speed of the torque converter to the engine speed is smaller than 0.8, and outputs the turbine torque from the engine when the ratio is larger than 0.8. The torque is output as the estimated turbine torque. The estimated output torque To1023 is obtained by multiplying the estimated turbine torque 1022 thus obtained by the gear ratio r1024. The estimated running load torque TL1028 is obtained by subtracting the estimated vehicle weight multiplied by the effective diameter of the tire and the acceleration 1026 from the estimated output torque 1023.
[0060]
FIG. 11 shows the engine torque map in (a) and the torque converter characteristic map in (b). The engine torque map represents the generated torque with the horizontal axis representing the engine speed and the throttle opening as a parameter. In the torque converter characteristic map, the rotation ratio between the input and output of the torque converter is plotted on the horizontal axis, and the pump torque capacity coefficient τ and the torque ratio t between the input and output of the torque converter are represented.
[0061]
FIG. 12 shows a flow of processing of the auxiliary machinery torque estimating means 1003. The processing flow is shown below.
[0062]
STEP1201: The accessory torque Tacc = 0.
[0063]
STEP1202: When the slip e of the torque converter is smaller than 0.8, go to STEP1203. If not, go to STEP1202.
[0064]
STEP1203: Obtain a difference between the estimated turbine torque Tt1 from the engine and the estimated turbine torque Tt2 from the torque converter. Terr = Tt1-Tt2
STEP1204: Obtain an estimated auxiliary machine torque. Tacc = Tacc + Terr / t
Where t is torque converter torque ratio
FIG. 13 shows a flow of processing for obtaining an estimated turbine torque from the engine. The processing is shown below.
[0065]
STEP1301: The values of the engine speed Ne and the throttle opening TVO are read.
[0066]
STEP1302: An engine torque Te is obtained from the engine speed Ne and the throttle opening TVO according to an engine torque map.
[0067]
STEP1303: The turbine torque Tt1 from the engine is obtained by subtracting the accessory torque Tacc from the engine torque Te and multiplying by the torque ratio t of the torque converter.
[0068]
FIG. 14 shows a flow of processing for obtaining the turbine torque from the rotation of the torque converter. The processing is shown below.
[0069]
STEP1401: The values of the vehicle speed Vsp, the engine speed Ne, and the gear ratio r are read.
[0070]
STEP1403: The turbine speed is calculated from the vehicle speed and the effective diameter rw of the tire.
[0071]
(Step 1405) The slip e of the torque converter is determined, and the pump torque capacity coefficient τ and the torque ratio t of the torque converter are determined from the torque converter characteristic map.
[0072]
(Step 1406) The pump torque Tp is obtained by multiplying the square of the engine speed Ne by the pump torque capacity coefficient τ, and the turbine torque Tt21019 from the torque converter is obtained by multiplying the pump torque Tp by the torque ratio t of the torque converter.
[0073]
In this process, the turbine speed may be directly obtained instead of the turbine speed from the vehicle speed. In this case, STEP1401 and STEP1403 are replaced by the following processing.
[0074]
STEP1402: Read the value of the engine speed Ne.
[0075]
STEP 1404: Read the value of the turbine speed Nt.
[0076]
FIG. 15 shows a flow of processing for obtaining the estimated load torque TL from the estimated output torque and the acceleration. The processing is shown below.
[0077]
STEP1501: If the rotation ratio e of the torque converter is smaller than 0.8, go to STEP1502, otherwise go to STEP1503.
[0078]
STEP1502: Estimate turbine torque Tt from turbine torque Tt from torque converter₂And Go to STEP1504.
[0079]
STEP1503: Estimate turbine torque Tt from turbine torque Tt from engine₁And
[0080]
STEP1504: Estimate output torque T by multiplying estimated turbine torque Tt by gear ratio r_oAsk for.
[0081]
STEP 1505: The estimated load torque TL is obtained by subtracting the estimated vehicle weight M multiplied by the effective tire diameter rw and the acceleration α from the estimated output torque To.
[0082]
FIG. 16 shows another method for obtaining the torque of the accessories. In this method, the torque of the auxiliary devices is set in advance for each device, and the value is added when the device is ON. In this figure, the torque of the air conditioner is taken as an example.
[0083]
STEP1601: Tacc = 0
STEP1602: If the air conditioner is ON, go to STEP1603, otherwise go to the end.
[0084]
STEP1630: Tacc = Tacc + Tac
Next, control for changing the shift pattern based on the estimated load and the estimated vehicle weight will be described. FIG. 17 is a block diagram of gear position determining means for determining a gear position from an estimated vehicle weight and an estimated load.
[0085]
Shift-up shift line selection section 1701 receives vehicle weight signal 1711 and load signal 1712 as inputs, and outputs shift-up shift line 1714 to final gear position determining means 1703. The shift-down shift line selector 1702 receives the load signal 1712 as an input and outputs a shift-down shift line 1715. The gear position final determining means 1703 receives the vehicle speed signal 1716, the throttle opening signal 1717, the shift-up shift line 1714, and the shift-down shift line 1715 and outputs a shift signal 1713.
[0086]
FIG. 18 shows control based on vehicle weight and load for upshifting and downshifting. A shift map as shown in FIG. 18A is used for upshifting, and a shift map as shown in FIG. 18B is used for downshifting.
[0087]
In the case of an upshift, the shift line shifts to 1, 2, and 3 as the vehicle weight and load increase. In the case of a downshift, the shift lines A, B, and C move as the load increases.
[0088]
When the shift line A has a small throttle opening in the case of downshifting, the shift line moving to the higher vehicle speed is intended for engine braking.
[0089]
In the above embodiment, the shift line is determined based on the vehicle weight and the traveling load. However, the shift line may be determined only from the traveling load.
[0090]
In the above embodiment, one of the preset shift lines is selected, but the shift line may be continuously changed based on the estimated load, vehicle weight, or gradient. As a method of continuously changing, two shift lines that do not intersect may be used, and these may be divided inward or outward in the vehicle speed direction, for example. This will be described below.
[0091]
FIG. 19 shows a block diagram of an automatic transmission control device for an automobile that determines a shift line from an inclination angle (gradient) and vehicle weight.
[0092]
This device includes a gradient resistance calculation unit (load estimation unit) 1901, a continuously variable amount calculation unit 1902, a continuously variable unit 1903, a shift pattern A storage unit 1904, and a shift pattern B storage unit 1905. The continuously variable amount calculation unit 1902 and the continuously variable unit 1903 are shift schedule variable control units, and the shift pattern A storage unit 1904 and the shift pattern B storage unit 1905 are shift schedule storage units.
[0093]
The gradient resistance calculation unit (load estimating means) 1901 receives the gradient θ and the vehicle weight W, and obtains a gradient increment resistance ΔL according to the following equation 1.
[0094]
(Equation 1)

[0095]
The continuously variable amount calculation unit 1902 obtains the continuously variable amount Z from the following Expressions 2 and 3.
[0096]
(Equation 2)

[0097]
(Equation 3)

[0098]
Here, y is a gradient equivalent coefficient, and may be obtained from the above Equation 2 as y ≒ W · θ / Wst. Wst is a standard vehicle weight set by default, and ε is a continuously variable amount conversion coefficient.
[0099]
The continuously variable unit 1903 obtains x shown by the following equation 4 from the continuously variable amount Z, and variably obtains a shift line from this x and the throttle opening as shown in FIG. 20 to determine the gear position.
[0100]
(Equation 4)

[0101]
The shift patterns A and B are sent from the shift pattern A storage unit 1904 and the shift pattern B storage unit 1905. As a result, a smooth shift according to the gradient can be performed.
[0102]
Next, a case where the gear position is determined from the vehicle weight, the gradient, and the acceleration request will be described. In this case, the gradient increment resistance in FIG. 19 is obtained as follows. The processing after obtaining the gradient increment resistance remains as in FIG. First, the time change of the throttle opening shown in FIG. 21A is measured. Next, as shown in FIG. 21B, the time derivative of the throttle opening is obtained. Based on the time derivative of the throttle opening and the functional relationship determined in advance from the throttle opening, the acceleration demand α is obtained by the following equation (5).
[0103]
(Equation 5)

[0104]
One example of the result of obtaining the acceleration request α is shown in FIG. Assume that there is an acceleration request when the throttle opening and the derivative of the throttle opening are equal to or greater than one fixed value.
[0105]
From the obtained acceleration demand α, the vehicle weight W, and the gradient θ, the gradient increment resistance ΔL is obtained by the following Expression 6.
[0106]
(Equation 6)

[0107]
According to the above, it is possible to perform a smooth shift in consideration of an acceleration request.
[0108]
As described above, according to the present invention, the vehicle weight is estimated from the driving characteristics of the vehicle, the output torque is estimated from the slip of the torque converter or the engine speed and the throttle opening, and the traveling is calculated from the output torque and the acceleration. By estimating the load and shifting the shift line using both the vehicle weight and the running load when upshifting, and moving the shift line while considering only the running load when downshifting, fuel efficiency is improved and driving conditions are improved. The gear can be shifted appropriately according to the speed.
[0109]
In the present embodiment, the vehicle weight is estimated, but the present invention is not limited to this, and the vehicle weight may be directly measured by a sensor.
[0110]
Next, a description will be given of the gradient estimation and the shift control device using the gradient estimation according to the present invention. FIG. 42 is a block diagram of one embodiment of the present invention. FIGS. 43 and 44 are block diagrams of a gradient estimating unit, and FIGS. 45 and 46 are block diagrams of a torque estimating unit. FIG. 47 is a chart diagram of an example of gradient estimation. FIG. 48 is a specific configuration block diagram in which the noise removal unit according to the present invention is realized by the hold function. FIG. 49 is a block diagram showing a procedure of noise removal by throttle acceleration / deceleration, FIG. 50 is a flowchart of a throttle acceleration / deceleration determination, FIG. 51 is a time chart showing a procedure of noise removal by a throttle opening difference, and FIG. FIG. 53 is a block diagram showing a noise removal processing procedure based on the brake operation determination, FIG. 53 is a time chart showing a noise removal processing procedure based on the brake operation determination, FIG. 54 is a block diagram showing a noise removal processing procedure based on the vehicle speed hold determination, and FIG. FIG. 56 is a block diagram showing a processing procedure of noise removal by acceleration, FIG. 57 is a time chart of a processing procedure of noise removal by acceleration, and FIG. FIG. 59 shows an example of a hold signal when they overlap each other. Forming a block diagram, FIG. 60 is an implementation of the noise removal by the mask flag.
[0111]
FIG. 61 shows one embodiment of application to transmission control, FIG. 62 shows another embodiment of application to transmission control, FIG. 22 is a block diagram of shift pattern generation, and FIG. 23 is a block of shift pattern variable amount X calculation. FIG. 24 and FIG. 24 are graphs of a variable amount function of a shift pattern gradient, FIG. 25 is another embodiment of application to transmission control, FIG. 26 is a shift pattern used for shifting pattern switching, and FIG. FIG. 28 is a block diagram showing a vehicle speed measurement process, FIG. 30 is a block diagram showing a vehicle speed measurement process procedure, and FIG. 31 is a cycle of N frequency division. FIG. 32 is a block diagram showing a processing procedure of vehicle speed measurement by measurement, FIG. 32 is a block diagram showing a processing procedure of vehicle speed measurement by variable frequency cycle measurement, and FIG. 33 is a processing procedure of vehicle speed measurement by variable frequency cycle measurement with hysteresis. To block diagrams, FIG. 34 is a graph showing a variable frequency division operation with hysteresis.
[0112]
FIG. 35 is a block diagram showing a procedure for calculating a speed ratio e by a turbine sensor and an engine rotation sensor, FIG. 36 is a block diagram showing a procedure for calculating a speed ratio e by a vehicle speed sensor and an engine rotation sensor, and FIG. FIG. 38 is a block diagram showing a processing procedure of an output shaft torque estimating unit by switching between torque converter torque and engine torque, and FIG. 39 is a block diagram showing a processing procedure of noise removal due to a rough road. FIG. 40 is a block diagram showing a processing procedure of the entire noise removal, and FIG. 41 is a block diagram showing a processing procedure of pump torque estimation based on engine torque characteristics.
[0113]
First, in FIG. 42, the gradient-compatible vehicle control device according to the present invention includes a gradient estimation device and a vehicle control unit 5. The gradient estimating device includes a gradient estimating unit 1 and a noise removing unit 3. The gradient-compatible vehicle control device estimates a gradient by a gradient estimating unit 1 from internal states of the vehicle engine and the automatic transmission such as a vehicle speed, a throttle opening, an engine speed, and a gear position, and calculates an estimated gradient 2 based on the vehicle speed. A noise removing unit 3 that removes noise generated by a mechanical mechanism that is superimposed on an estimated gradient based on internal states of the vehicle engine and the automatic transmission, such as a throttle opening, an engine speed, a gear position, and a brake signal related to the operation of a brake. Is added.
[0114]
Here, the mechanical mechanism to be superimposed on the estimated gradient grasps its characteristics in advance, is programmed, and generates a noise removal signal from the internal state. For example, during gear shifting of the automatic transmission, it is determined from the gear position that gear shifting is being performed, and noise is removed by setting a time section during and after the gear shifting to a noise removal time zone. Here, the time section extending thereafter is generated by the low-pass filter of the internal processing, and a countermeasure is taken. Using the estimated gradient 4 from which noise has been removed, the vehicle controller 5 varies, for example, the shift pattern of the automatic transmission (AT) according to the gradient.
[0115]
Specifically, avoidance of a busy shift, in which the shift frequency increases at a high speed, is used for confirming the start of the busy shift and detecting the end of the busy shift with reference to the gradient 5-6%. The avoidance of the busy shift is control for maintaining the gear position after shifting down from the gear position of the highest speed stage.
[0116]
In addition, there is a shift pattern control that eliminates an upshift due to a foot release in front of a corner on an uphill bend, which is often seen in scenic spots. In this control, when the gradient is 6-7% or more, the shift pattern of the upshift when the throttle of the shift pattern is at a low opening is set to the high vehicle speed side to prevent the upshift.
[0117]
On a downhill, when a downhill gradient is detected, the gear position and the one-way clutch for engine braking are controlled so that the engine brake is applied when the vehicle speed is low, so that the vehicle can safely descend on the downhill.
[0118]
In addition, in the constant vehicle speed control, responsiveness on a sloping road can be improved by making use of a feature that a slop can be obtained in advance.
[0119]
In addition, it controls the vehicle such as engine control, electronic throttle control, brake control for preventing slip, traction control, and navigation control. For example, in a navigation system, the inclination of the vehicle can correct for errors in the rating of the inclination. As an effect, the accumulated error of the position evaluation can be reduced.
[0120]
FIG. 43 is a block diagram showing one embodiment of the gradient estimating unit 1 shown in FIG. First, the concept of FIG. 43 will be described below using mathematical expressions. The running resistance FR when the vehicle runs is made up of the sum of rolling resistance, air resistance, and gradient resistance as shown in the following equation 1.
[0121]
(Equation 7)

[0122]
The expression is shown in Equations 8-10 below.
[0123]
(Equation 8)

[0124]
(Equation 9)

[0125]
(Equation 10)

[0126]
Here, W is the total weight of the vehicle, Wr is the weight equivalent to the rotating part, μr is the rolling resistance coefficient, μ1 is the air resistance coefficient, A is the total projected area of the vehicle, and θ is the angle of the gradient. Using the above Expression 7-10, it can be transformed into the following Expression 11.
[0127]
(Equation 11)

[0128]
The acceleration resistance Fα required for acceleration is given by the following equation (12).
[0129]
(Equation 12)

[0130]
Here, when the gradient resistance is obtained using the following Expression 13, the following Expression 14 is obtained. When the gradient resistance is deformed, the following Expression 15 is obtained.
[0131]
(Equation 13)

[0132]
[Equation 14]

[0133]
(Equation 15)

[0134]
(Equation 16)

[0135]
Here, the driving force transmitted from the engine, the torque converter and the gear train is Fo, and the driving torque is Equation 17 below.
[0136]
[Equation 17]

[0137]
Further, the flat ground running torque based on the running resistance of the flat ground is shown in the following Equation 12.
[0138]
(Equation 18)

[0139]
The acceleration α of the vehicle is obtained from the differentiation (difference) of the vehicle speed.
[0140]
FIG. 43 is a block diagram of a development example of Expression 10. FIG. 44 is a view for explaining the result of the DVSP, which is the amount of acceleration of the vehicle speed, having passed through the low-pass filter. At the same time, this is another embodiment of the drawing. An advantage unique to FIG. 44 is that since the DVSP can be used by itself, the acceleration can be used for other controls.
[0141]
FIG. 45 shows a method for specifically calculating the drive torque (output shaft torque) To. Here, this is realized by a method obtained from the mechanical characteristics of the torque converter. Step 1010 is executed using the torque converter torque characteristic storage unit 1015. The details are shown in FIG.
[0142]
The equation for defining the input / output rotational speed ratio e of the torque converter is shown in the following equation (19).
[0143]
[Equation 19]

[0144]
The equation for defining the pump torque Tp on the input side of the torque converter is shown in Equation 20 below.
[0145]
(Equation 20)

[0146]
Further, the definition formula of the turbine torque on the output side is the following formula 21, and the definition formula of the driving force torque To is expressed by the following formula 22.
[0147]
(Equation 21)

[0148]
(Equation 22)

[0149]
FIG. 46 is a realization block diagram of Expression 22. Although the characteristics of the torque converter are used here, a method may be used in which the torque characteristics of the engine are used after searching a map stored in advance from the throttle opening and the engine speed and subtracting the accessory load. The combination of both is another means of realization. These features have the effect that they can be calculated without additional sensors. As an additional sensor, an acceleration sensor that detects the longitudinal acceleration of the vehicle is added. When the sensor is running on a gradient road, the gradient resistance and the acceleration of the vehicle are superimposed and detected. DVSP may be subtracted to determine the gradient. In this case, there is a characteristic effect that it can be used even when the characteristics of the engine or the like do not reach a steady state, such as at the time of starting.
[0150]
The description of the block diagram will be added again. Referring to FIG. 43, the operation of one embodiment of gradient estimation will be described. From the output shaft torque estimated by the output shaft torque estimating unit 1010 based on the vehicle running conditions such as the vehicle speed, throttle opening, engine speed, and gear position, the flat ground running resistance obtained by the flat ground running resistance unit 1030 from the vehicle speed and the vehicle speed difference unit The difference between the vehicle speed determined in 1040 and the total vehicle weight 1050 multiplied by the tire radius 1060 is subtracted, passed through the LPF 1020, divided by the total vehicle weight and the tire radius 1070, and the gradient 2 is determined. The vehicle speed at this time is obtained with high accuracy by measuring the rotation pulse of the output shaft in a cycle.
[0151]
Referring to FIG. 28, the configuration of the engine and the transmission for measuring the vehicle speed will be described. The rotation of engine 1110 is transmitted to AT 1120 and transmitted to the drive shaft via the torque converter. When the gear 1122 attached to the drive shaft rotates, a pulse signal 1123 is generated by the vehicle speed sensor 1121 of the magnetic pickup. The vehicle speed is obtained by measuring the cycle of the rotation pulse. Further, the gear 1122 and the vehicle speed sensor 1121 may be provided on the wheel shaft.
[0152]
29, an operation of a time chart for obtaining a vehicle speed from gears provided on a drive shaft or a wheel shaft will be described. When the gear 1122 rotates, a pulse signal 1123 is generated by the vehicle speed sensor 1121 of the magnetic pickup. The interval between these pulses is counted by the clock 1125, and the period T is obtained. This cycle T is sampled every fixed time Tt, and converted into a vehicle speed 1126.
[0153]
In FIG. 30, the operation of the block diagram for obtaining the vehicle speed will be described. The pulse signal 1123 is counted by the clock 1125 in the cycle measuring unit 1127 to determine the cycle T, sampled for every Tt by the sampling unit 1128 for a fixed time, and converted into the vehicle speed by the vehicle speed converting unit 1129.
[0154]
In FIG. 31, the operation of the block diagram of another embodiment for obtaining the vehicle speed will be described. Since the interval between the gear teeth is not always constant, a period measurement error due to a gear pitch error appears greatly in the period measurement for each period. Therefore, it is possible to reduce the measurement error by measuring the period of one rotation of the gear. The pulse signal 1123 is counted by the clock 1125 in the cycle measuring unit 1127 to obtain the cycle T, and the cycle T is integrated by the integrating means 1131 until the N frequency dividing unit 1130 counts N pulse signals 1123. This integrated value is sampled at every Tt by the sampling unit 1128 for a certain period of time, and is converted into the vehicle speed by the vehicle speed conversion unit 1129.
[0155]
In FIG. 32, the operation of the block diagram of another embodiment for obtaining the vehicle speed will be described. As shown in FIG. 31, increasing the frequency division ratio can reduce the measurement error. However, at low vehicle speed, the cycle measurement value may overflow. Further, there is a region where noise is added to the vehicle speed converted based on the relationship between the vehicle speed, the clock, and the timing of the vehicle speed conversion. Therefore, the vehicle speed can be measured with high accuracy by changing the frequency division ratio according to the vehicle speed. The pulse signal 1123 is counted by the clock 1125 in the cycle measuring section 1127 to determine the cycle T, and the integrating means is performed until the variable frequency dividing count section 1132 counts the pulse signals 1123 of the dividing ratio M determined according to the cycle T. At 1131, the cycle T is integrated. The integrated value is sampled at every Tt by the sampling unit 1128 for a certain period of time, and is converted into a vehicle speed corresponding to the dividing ratio M by the vehicle speed conversion unit 1129.
[0156]
In FIG. 33, the operation of a block diagram of another embodiment for obtaining the vehicle speed will be described. A variable frequency division counting unit 1133 with hysteresis is obtained by adding hysteresis according to the vehicle speed to the variable frequency division counting unit 1132 in FIG. 114. By providing the hysteresis, even when the vehicle is running near the vehicle speed at which the frequency division is switched, the frequency division ratio is not switched and the fluctuation due to the difference in the frequency division ratio can be reduced.
[0157]
The operation of variable frequency division with hysteresis will be described with reference to FIG. When moving from low vehicle speed to high vehicle speed, vehicle speed V₁Up to division ratio N₁, V₁To V₂Until N₃, V₂To V₃Until N₂, V₃Above is N₃It becomes. V when moving from high vehicle speed to low vehicle speed₃’₃, V₃’To V₂'Until N₂, V₂’To V₁'Until N₃, V₁’Is the division ratio N₁It becomes.
[0158]
In FIG. 44, the operation of another embodiment of the gradient estimation will be described. From the output shaft torque estimated by the output shaft torque estimating unit 1010 based on the vehicle running conditions such as the vehicle speed, the throttle opening, the engine speed, and the gear position, the flat ground running resistance obtained by the flat ground running resistance unit 1030 from the vehicle speed was subtracted from the output shaft torque and passed to the LPF 1021. The vehicle speed difference obtained by the vehicle speed difference unit 1040 is multiplied by the vehicle total weight 1050 and the tire radius 1060, the result obtained by passing through the LPF 1022 is subtracted, and the result is divided by the vehicle total weight and the tire radius 1070 to obtain the gradient 2.
[0159]
45, the operation of the output shaft torque estimating unit will be described. The output shaft torque is estimated by the output shaft torque estimating unit 1010 and the torque converter torque storage unit 1015 from vehicle running conditions such as the throttle opening, the engine speed, and the gear position.
[0160]
In FIG. 46, a detailed operation of the output shaft torque estimating unit will be described. The turbine speed and the engine speed are input to the speed ratio calculating unit 1011 to obtain the speed ratio e. From this, the pump torque coefficient is obtained from the pump torque map 1016 and the torque ratio is obtained from the torque map 1017. And the torque ratio. The output shaft torque is calculated by multiplying the final gear ratio by the gear ratio calculated by the gear position and the final gear ratio. Although the output shaft torque is calculated from the characteristics of the torque converter, the output shaft torque may be calculated by calculating the output torque of the engine from the throttle opening and the engine speed. At this time, the load of accessories such as an air conditioner must be taken into consideration. The combination of both is another means of realization.
[0161]
FIG. 41 illustrates a block diagram of pump torque estimation based on engine torque characteristics. The engine torque calculation unit 1911 searches a previously stored map from the throttle opening and the engine speed to calculate the engine output torque Te. The pump torque Tp is calculated by subtracting the torque Tacc used for an air conditioner or the like from the engine torque Te.
[0162]
FIG. 35 is a block diagram for obtaining the speed ratio e. The pulse signal of the turbine sensor 1710 is cycle-measured by a turbine speed calculation unit 1711 and converted into a turbine speed. The period of the pulse signal of the engine rotation sensor 1712 is measured by an engine speed calculation unit 1713 and converted into an engine speed. The calculated turbine speed and engine speed are input to the speed ratio calculator 714 to obtain the speed ratio e.
[0163]
FIG. 36 is a block diagram of another embodiment for obtaining the speed ratio e. The pulse signal of the vehicle speed sensor 1121 is cycle-measured by the vehicle speed conversion unit 1129, the vehicle speed is obtained, and the vehicle speed is converted into the turbine speed by the turbine speed conversion unit based on the gear position and the vehicle speed. The period of the pulse signal of the engine rotation sensor 1712 is measured by an engine speed calculation unit 1713 and converted into an engine speed. The calculated turbine speed and engine speed are input to the speed ratio calculator 1011 to obtain a speed ratio e.
[0164]
FIG. 37 shows a block diagram of an embodiment of pump torque estimation using both torque converter torque and engine torque. When the speed ratio e is high, or when coasting, emblem, or L / U, the torque obtained from the torque characteristics of the engine is more accurate than the torque obtained from the characteristics of the torque converter, so the speed ratio e, L / U, TVO It is possible to reduce the torque estimation error by switching the torque to be used depending on the state of the like. As described with reference to FIG. 5, the torque converter torque₁Is calculated. The engine torque calculation unit 1911 searches a map stored in advance from the throttle opening and the engine speed to calculate the engine torque Te, and the accessory load Tacc calculated by the auxiliary device torque learning unit 1912.₁Subtract pump torque Tp₂Is calculated. This accessory load Tacc₁Does not perform learning calculation during shifting and when the speed ratio e is within a certain range. In addition, the value with the torque set to 0 is Tp₃And The signal of the speed ratio e, L / U, and TVO is input to the coast, emblem, and L / U determination unit 1917, and the coast, emblem, and L / U are determined, and the state and the speed ratio e are input to the torque switching unit 1916. I do. When the speed ratio e is less than a certain value, the torque switching unit₁, Otherwise Tp for L / U₂, Tp on the coast₃, Tp for emblem₂Select and Tp₄To reduce the pump torque estimation error.
[0165]
FIG. 38 shows a block diagram of an embodiment of estimating the output shaft torque using both torque converter torque and engine torque. As described with reference to FIG. 46, the torque converter torque Tp₁Is calculated. The engine torque calculation unit 1911 searches a map stored in advance from the throttle opening and the engine speed to calculate the engine torque Te, and the accessory load Tacc calculated by the auxiliary device torque learning unit 1912.₁Subtract pump torque Tp₂Is calculated. This accessory load Tacc₁Does not perform the learning calculation when the shift detecting unit 1913 determines that the shift is in progress based on the current gear position CURGP and the next command gear position NXTGP, and when the speed ratio e is within a certain range. In addition, the value with the torque set to 0 is Tp₃And The signals of the speed ratios e, L / U, and TVO are input to the coast, emblem, and L / U determination unit 1917, and when e <1 and TVO = 0, coast, and when e> 1 and TVO = 0, emblem. When the L / U signal is ON, it is determined as L / U, and the state and the speed ratio e are input to the torque switching unit 1916. When the speed ratio e is less than a certain value, the torque switching unit₁, Otherwise Tp for L / U₂, Tp on the coast₃, Tp for emblem₂Select and Tp₄To reduce the pump torque estimation error. This Tp₄Is multiplied by 1017 by a torque ratio t calculated by searching a pre-stored map from e, and by a gear ratio table 1012 by a gear ratio searched from the current gear position CURGP, is multiplied by a final gear ratio 1013 to calculate an output shaft torque To. . The gear position signal for obtaining the gear ratio in the gear ratio table 1012 may be the next command gear position NXTGP. Alternatively, the current gear position CURGP and the next command gear position NXTGP may be used in combination.
[0166]
Referring to FIG. 47, one embodiment of a time chart of noise removal by gear position will be described. During the shift and for a fixed time after the shift is completed, an error occurs like an estimated gradient. For this reason, it is necessary to remove noise during the shift and for a fixed time after the shift is completed. When the current gear position signal CURGP is different from the next gear position signal NXTGP and when the current gear position signal and the next gear position signal become the same, the estimated gradient is held for a certain time (T1 second). Remove noise like estimated gradient.
[0167]
Referring to FIG. 48, a description will be given of an embodiment of a processing procedure of noise removal based on a gear position. Since the estimated gradient depends on the mechanism of the engine / transmission, the gear position and the gear ratio are not clear during shifting, and an error occurs in the estimated gradient. Therefore, it is necessary to remove noise during gear shifting. In addition, a spike-shaped error occurs for a certain period of time after the shift is completed because the signal passes through the LPF. For this reason, it is necessary to remove noise for a certain time after the shift is completed. The shift determining unit 3010 determines the shift state based on whether the current gear position signal output from the transmission control unit 60 and the next gear position signal are the same, and outputs a shift flag. When the shift flag is ON in the delay unit 3020 and for a fixed time (T1 second) after the determination in the shift determination unit 3010 is changed from ON to OFF, the hold is ON, and when the hold is ON in the gradient hold unit 3030, immediately before the hold ON. And remove the noise.
[0168]
Referring to FIG. 49, a description will be given of an embodiment of a processing procedure for noise removal based on the throttle opening. When the throttle is suddenly opened or closed, the torque fluctuates greatly. Therefore, when the throttle is rapidly opened and closed, an error occurs in the estimated gradient. Therefore, it is necessary to remove noise when the throttle is rapidly opened and closed. Also, since the air passes through the LPF, an error occurs in a certain time after the sudden opening and closing of the throttle. For this reason, it is necessary to remove noise for a certain time after the sudden opening and closing of the throttle. The difference of the throttle opening for a predetermined time is obtained by a throttle opening difference section 70, and a throttle acceleration / deceleration determination section 3011 determines whether the throttle is being accelerated or decelerated, and outputs a throttle acceleration / deceleration flag. After the throttle acceleration / deceleration flag is turned on in the delay unit 3020 and the determination of the throttle acceleration / deceleration determination unit is changed from ON to OFF, the hold is ON for a certain period of time (T2 seconds). And remove the noise.
[0169]
Referring to FIG. 50, one embodiment of the flowchart of the throttle acceleration / deceleration determination will be described. The throttle difference is compared with the throttle acceleration threshold value (3040). If the throttle difference is larger than the throttle acceleration threshold value, it is determined that the vehicle is accelerating, and the throttle acceleration / deceleration flag is turned on (3041). (3042). Next, the throttle difference is compared with the throttle deceleration threshold value (3043). If the throttle difference is smaller than the throttle deceleration threshold value, it is determined that the vehicle is decelerating, and the throttle acceleration / deceleration flag is turned on (3044). If it is turned off (3045).
[0170]
In FIG. 51, one embodiment of a time chart of noise removal by the throttle opening will be described. During the throttle acceleration / deceleration and for a certain time after the throttle acceleration / deceleration, an error occurs like an estimated gradient. Therefore, it is necessary to remove noise during throttle acceleration / deceleration and for a certain time after throttle acceleration / deceleration. When the throttle difference is out of the range of the throttle acceleration / deceleration threshold value and for a certain period of time (T2-1, T2-2 seconds) thereafter, the estimated gradient is held, and noise is removed like the estimated gradient after the hold.
[0171]
Referring to FIG. 52, one embodiment of the processing procedure of noise removal by the brake will be described. When the brake is depressed, the tire is restrained and an error occurs in the running resistance, and an error occurs in the estimated gradient. It is necessary to remove noise when operating the brake. In addition, a spike-shaped error occurs for a certain period of time after the brake is released because of the passage through the LPF. Therefore, it is necessary to remove noise for a certain time after releasing the brake. The brake operation determination unit 3012 determines whether or not the brake is being depressed, and outputs a brake operation flag. When the brake operation flag is ON in the delay unit 3020 and for a certain period of time (T3 seconds) after the determination of the brake operation determination unit 3012 changes from ON to OFF, the hold is ON when the hold is ON in the gradient hold unit 3030. Keep the previous value and remove noise.
[0172]
In FIG. 53, one embodiment of a time chart of noise removal by a brake will be described. During the braking operation and for a certain time after the braking operation, an error occurs like an estimated gradient. For this reason, it is necessary to remove noise during the brake operation and for a certain time after the brake operation. When the brake is being depressed and for a predetermined time (T3) after the brake is released, the estimated gradient is held, and noise is removed like the estimated gradient after the hold.
[0173]
Referring to FIG. 54, one embodiment of the processing procedure for noise removal according to vehicle speed will be described. Since the vehicle speed is obtained with high accuracy by periodically measuring the rotation pulse of the output shaft, there is a region where the vehicle speed cannot be measured below a vehicle speed of several km / h, and an error occurs in the estimated gradient. Therefore, it is necessary to remove noise at a vehicle speed of several km / h or less. The vehicle speed hold determination unit 3013 determines whether the vehicle speed is equal to or less than a few km / h and outputs a vehicle speed hold flag. When the vehicle speed is less than several km / h, the gradient hold unit 3030 maintains the value immediately before the hold ON to remove noise. Do it.
[0174]
Referring to FIG. 55, one embodiment of a time chart for noise removal according to vehicle speed will be described. If the vehicle speed is lower than a few km / h, an error occurs in the estimated gradient. Therefore, it is necessary to remove noise at a vehicle speed of several km / h or less. When the vehicle speed is equal to or lower than the vehicle speed threshold, the estimated gradient is held, and noise is removed like the estimated gradient after the hold.
[0175]
Referring to FIG. 56, one embodiment of a processing procedure for noise removal based on a vehicle speed difference will be described. If there is a sudden speed change, an error occurs in the estimated gradient due to LPF or the like. In addition, an error may occur in the estimated gradient due to overflow at the time of calculation. Therefore, it is necessary to remove noise when there is a sudden change in speed. In addition, it is necessary to provide a limiter for saving memory to limit the input. The vehicle speed difference unit 1040 calculates the difference between the current vehicle speed and the vehicle speed before a predetermined time, passes the LPF 1022, and the vehicle speed difference hold determination unit 3014 determines whether the vehicle speed is greater than the vehicle speed difference threshold value to determine whether the vehicle is on hold or not. The difference hold flag is output, and when the hold is ON in the gradient hold unit 3030, the value just before the hold ON is maintained and the noise is removed.
[0176]
In FIG. 57, one embodiment of a time chart of noise removal based on the vehicle speed difference will be described. If there is a sudden change in vehicle speed, an error occurs in the estimated gradient. When the vehicle speed difference is higher than the vehicle speed difference threshold value, the estimated gradient is held, and becomes like the estimated gradient after the hold.
[0177]
Referring to FIG. 39, one embodiment of a processing procedure for removing noise due to a bad road will be described. On a rough road, the vehicle body is rapidly tilted back and forth and right and left, which causes an error in the estimated gradient. In addition, when the vehicle travels on a low μ road, the wheels slip and the traveling resistance changes, so that an error occurs in the estimated gradient. Therefore, it is necessary to remove noise when traveling on a rough road or a low μ road. A vehicle speed difference obtained by calculating a difference between the current vehicle speed and the vehicle speed a predetermined time ago by a vehicle speed and vehicle speed difference unit 1040, and a difference between the current throttle opening and the throttle opening before a predetermined time by a throttle opening difference unit 70. Is input to a rough road determination unit 3015, and the rough road hold ON / OFF is determined based on whether or not the difference is within a certain range, a rough road hold flag is output, and a delay unit 3020 is output. When the rough road hold flag is ON and the determination of the rough road determination unit 3015 changes from ON to OFF, the hold is ON for a certain period of time, and when the hold is ON in the gradient hold unit 3030, the value immediately before the hold ON is maintained and noise is removed. Perform The low μ road can be similarly detected and noise can be removed.
[0178]
In FIG. 40, the operation of the overall block diagram of the noise removal processing will be described. The vehicle speed, the throttle opening, the brake signal, and the gear position signal are input, and each of the determination units 3010 to 3015 makes a determination. If any one of them is turned on, the gradient hold unit 3030 keeps the value immediately before the hold ON and removes noise.
[0179]
Referring to FIG. 58, a description will be given of an example of a hold when multiple factors overlap. When the throttle acceleration and the shift are overlapped, the respective hold flags are output only when the respective conditions are satisfied, and the entire hold flag is output as the sum of them.
[0180]
In FIG. 59, the operation of generating a hold signal as the sum of complex factors will be described. The sum of the shift hold flag, the throttle difference hold flag, the brake hold flag, the vehicle speed hold flag, and the vehicle speed difference hold flag is the entire hold flag.
[0181]
Referring to FIG. 60, an example of implementing noise removal using a mask flag will be described. The shift determining unit 3010 determines the shift state based on whether the current gear position signal output from the transmission control unit 60 and the next gear position signal are the same, and outputs a shift flag. When the shifting flag is ON in the delay unit 3020 and for a fixed time (T6 seconds) after the determination of the shifting determination unit 3010 changes from ON to OFF, the mask is turned on and the mask flag is output to the vehicle control unit 5 together with the gradient 2. Then, by checking the value of the mask flag, it is determined whether or not to use the gradient 2, and noise is removed.
[0182]
Referring to FIG. 61, one embodiment of application to transmission control will be described. The gradient, the vehicle speed, and the throttle opening are input to the transmission control unit 5010, the shift map is changed according to the gradient, and the gear position is determined and controlled based on the vehicle speed and the throttle opening. As a result, it is possible to avoid a busy shift, which is likely to occur when traveling on an uphill at a high vehicle speed, to prevent an upshift at an uphill corner, and to prevent an overrun on a downhill.
[0183]
Referring to FIG. 62, another embodiment applied to transmission control will be described. TVO, VSP, DTVO, and θ are obtained from a shift pattern A5022 in which the shift line is shifted toward the low vehicle speed and upshift immediately at a low vehicle speed, and a pattern B5023 in which the shift line is shifted toward the high vehicle speed and the shift is not increased until the vehicle speed is increased. The shift pattern generation unit 5021 generates a shift pattern optimal for the current traveling state using the shift pattern. Using the generated shift pattern, the next command gear position NXTGPNEW is searched and output using CURGP, TVO, and VSP. The pattern A 5022 and the pattern B 5023 used here move the shift line in the vehicle speed direction, but may move in the TVO direction. When the shift line is moved toward the high opening side, the gear shifts up immediately.
[0184]
Referring to FIG. 22, a block diagram of the shift pattern generation will be described. The variable amount X calculation unit 5024 calculates the variable amount X using TVO, VSP, DTVO, and θ. The shift pattern calculating unit 5025 interpolates between the pattern A 5022 and the pattern B 5023 according to the variable amount X to generate a shift pattern.
[0185]
In FIG. 23, a block diagram for calculating the variable amount X will be described. The variable amount X calculator 5024 calculates the variable amount x of the speed change pattern based on the gradient.₁And the variable amount x of the shift pattern due to the driver's acceleration intention.₂Is calculated by an acceleration intention variable amount calculation unit 5027 that calculates the output x.₁, X₂Is the variable amount X. The gradient variable amount calculation unit 5026 calculates x by a function using θ as an argument.₁Is calculated. For example, θ₁From θ₂X between₁Is a constant value and θ₁In the following, x decreases as θ decreases₁Becomes larger and θ₂The above is x in proportion to θ₁Is calculated by a function that increases. In this case θ₁From θ₂In the range, there is no change in the shift pattern, but when the vehicle goes uphill or downhill outside this range, the shift line moves to the high vehicle speed side according to the gradient to generate an appropriate shift pattern. The acceleration intention variable amount calculation unit 5027 searches the DTVO threshold value calculation unit 5028 for the DTVO threshold value Wn using TVO and VSP, divides DTVO by the DTVO threshold value Wn, multiplies by a constant k, and multiplies x.₂Is calculated. And X = x₁+ X₂To calculate the variable amount X.
[0186]
Referring to FIG. 24, the gradient variable amount function will be described. (A) is θ₀Below, x decreases as θ decreases₁Becomes larger, θ₀The above is x in proportion to θ₁Becomes larger. By using this function, the shift pattern can be changed in proportion to the gradient. (B) shows a case where a limiter is provided for the function of (A), and θ₁From θ₂Within the range, the same operation as the function of (A) is performed, but outside the range, x₁= Xa. (C) is a function for changing the shift pattern stepwise in the gradient range. θ₁In the following, xa, θ₁From θ₂Xb, θ in the range₂From θ₃Xc, θ in the range₃From θ₄X in the range₀, Θ₄From θ₅Xc, θ in the range₅From θ₆Xb, θ in the range₆Above is xa. This step can be any number. (D) is θ₁From θ₂Is constant in the range, but θ₁Below, x decreases as θ decreases₁Becomes larger, θ₂Above, as θ increases, x₁Becomes larger. At this time θ₀X away from₁The movement of the increase becomes smaller. These functions may be used as functions of the gradient variable amount calculation unit 5026 in FIG.
[0187]
Referring to FIG. 25, another embodiment applied to transmission control will be described. The shift pattern switching unit 5031 uses TVO, VSP, DTVO, and θ to determine which shift pattern of the shift pattern unit 5032 is to be used and switches, and uses the shift pattern selected by the gear position search unit 5020 to switch to CURGP, TVO, VSP. Retrieves and outputs the next command gear position NXTGPNEW. As a result, it is possible to avoid a busy shift, which is likely to occur when traveling on an uphill at a high vehicle speed, to prevent an upshift at an uphill corner, and to prevent an overrun on a downhill.
[0188]
26, the shift pattern used in the shift pattern section 5032 of FIG. 25 will be described. (A) is selected on a very steep uphill that can only be climbed at the first speed or a very steep downhill that requires the use of the first speed emblem. (B) is selected on a steep ascending slope where only the first or second speed can be climbed or a steep downhill where the second speed emblem must be used. (C) is selected on an uphill slope that can only be climbed up to the third speed or a downhill where the third-speed emblem must be used. (D) is selected when climbing a high speed slope to avoid a busy shift. (E) is selected during normal running on level ground. (F) is selected when there is a sharp feeling of acceleration or power. (G) is selected when it is desired to drive with a low acceleration feeling and low fuel consumption. (H) is selected on a low-speed uphill curved road to prevent an upshift. (I) is selected at the time of high-speed running slow acceleration to prevent an unexpected downshift. (J) is selected when starting at the second speed on a low μ road or a downhill. (K) is selected when it is desired to start at 3rd speed on a low μ road or a downhill.
[0189]
Referring to FIG. 27, a description will be given of a hardware configuration diagram for performing the gradient-dependent transmission control. Signals of an engine speed sensor 2713, a turbine speed sensor 2714, a vehicle speed sensor 1121, other throttle sensors 2710, a brake SW 2711, a shift range SW 2712, and the like attached to the engine 1110, AT 1120, and the like are input to a control unit 2740 of the automatic transmission. I do. These signals are input to the I / O port 2755 of the microcomputer 2750 through the input circuit 2730 and the waveform shaping circuit 2731 to perform A / D conversion and period measurement. The time management at this time is performed by executing the program written in the ROM 2753 by the CPU 2751 and operating the system controller 2752. The fetched data is stored in the RAM 2754 and the CPU 2751 executes calculations such as torque estimation, gradient estimation, and change of the shift pattern according to a program written in the ROM 2753. The resulting gear position and L / U signal are output from the I / O port 2755 to the shift solenoids A, B, C drivers 2732 to 2734 and the L / U solenoid driver 2735 to operate the hydraulic mechanism 2720 to perform transmission control. . The ROM 2753 also stores tables such as a shift pattern, a pump torque map, and an engine torque map.
[0190]
The method of using the estimated gradient for control is not limited to the above-described speed change control, and the vehicle speed control device having a constant vehicle speed control unit for controlling the speed adjusting unit and performing the constant vehicle speed control includes a vehicle speed control method. A state determining unit that determines the state of the speed adjusting unit in consideration of the gradient so as to obtain a predetermined acceleration regardless of the gradient, and outputs a control signal to the vehicle speed constant control unit. May be provided.
[0191]
Further, a navigation device having a position detecting means for detecting the position of the vehicle and a tilt detecting means for detecting a tilt may include a correction unit for correcting the tilt obtained by the tilt detecting means by the tilt. .
[0192]
Further, the vehicle controller with a slope may include a throttle drive unit for driving a throttle and a throttle control unit for realizing acceleration corresponding to the amount of depression of the accelerator regardless of the gradient.
[0193]
As described above, since the estimated gradient from which noise has been removed is used in all the running states of the vehicle, stable vehicle control can be performed.
[0195]
【The invention's effect】
According to the present invention,A gradient estimating device that estimates a gradient with high accuracy can be provided.
[Brief description of the drawings]
FIG. 1 is a block diagram of a shift control system including an automatic shift control device according to the present invention.
FIG. 2 is a block diagram of hardware of a shift control system including the automatic shift control device according to the present invention.
FIG. 3 is an explanatory diagram showing details of an input signal and an output signal to an AT control unit.
FIG. 4 is a configuration diagram of a vehicle weight estimation system including vehicle weight estimation means.
FIG. 5 is an explanatory diagram showing a time series of an acceleration response waveform.
FIG. 6 is an explanatory diagram showing a method for starting time series.
FIG. 7 is an explanatory diagram showing a flow of processing for generating a time-series start signal.
FIG. 8 is a flowchart showing the flow of processing of a time-series start signal generating means.
FIG. 9 is an explanatory diagram showing a neural network learning method used for vehicle weight estimation means.
FIG. 10 is a block diagram of a shift control system including a torque converter generated torque estimating unit, an engine generated torque estimating unit, and a load estimating unit.
FIG. 11 is an explanatory diagram of an engine torque map and a torque converter characteristic map.
FIG. 12 is a flowchart showing a flow of an auxiliary machine torque estimation process.
FIG. 13 is a flowchart showing a flow of processing for estimating engine generated torque.
FIG. 14 is a flowchart showing the flow of a process for estimating an output torque from a torque converter.
FIG. 15 is a flowchart showing a flow of processing for estimating a traveling load torque from an estimated output torque.
FIG. 16 is a flowchart showing the flow of processing of another method for estimating accessory torque.
FIG. 17 is a configuration diagram of gear position determination means.
FIG. 18 is an explanatory diagram showing a shift map of a method of changing a shift schedule based on load estimation and vehicle weight estimation.
FIG. 19 is a block diagram of an automatic shift control device that continuously changes a shift schedule in consideration of a gradient.
FIG. 20 is an explanatory diagram showing a shift map when a shift schedule is continuously varied.
FIG. 21 is an explanatory diagram showing a method for obtaining an acceleration request.
FIG. 22 is a block diagram of generating a shift pattern.
FIG. 23 is a block diagram of calculating a shift pattern variable amount X.
FIG. 24 is a graph of a shift pattern gradient variable amount function;
FIG. 25 is another explanatory diagram of application to transmission control.
FIG. 26 is an explanatory diagram of a shift pattern used for switching the shift pattern.
FIG. 27 is a configuration diagram of hardware that performs gradient-based transmission control.
FIG. 28 is a configuration diagram of an engine and a transmission.
FIG. 29 is a time chart showing a vehicle speed measurement process.
FIG. 30 is a block diagram showing a processing procedure of vehicle speed measurement.
FIG. 31 is a block diagram showing a processing procedure of vehicle speed measurement by measuring the frequency of N division.
FIG. 32 is a block diagram showing a processing procedure of vehicle speed measurement by variable frequency cycle measurement.
FIG. 33 is a block diagram showing a processing procedure of vehicle speed measurement by measuring the cycle of variable frequency division with hysteresis.
FIG. 34 is a graph showing the operation of variable frequency division with hysteresis.
FIG. 35 is a block diagram showing a procedure for calculating a speed ratio e by a turbine sensor and an engine rotation sensor.
FIG. 36 is a block diagram showing a procedure for calculating a speed ratio e by a vehicle speed sensor and an engine rotation sensor.
FIG. 37 is a block diagram showing a procedure for switching between torque converter torque and engine torque.
FIG. 38 is a block diagram showing a processing procedure of an output shaft torque estimating unit based on switching between torque converter torque and engine torque.
FIG. 39 is a block diagram showing a processing procedure for removing noise due to a bad road.
FIG. 40 is a block diagram showing the overall procedure of noise removal.
FIG. 41 is a block diagram showing a processing procedure for estimating pump torque based on engine torque characteristics.
FIG. 42 is a block diagram showing one embodiment of a vehicle control device provided with a noise removing unit.
FIG. 43 is a block diagram showing an embodiment of gradient estimation.
FIG. 44 is a block diagram showing another embodiment of gradient estimation.
FIG. 45 is a block diagram of an output shaft torque estimating unit.
FIG. 46 is a detailed block diagram of an output shaft torque estimating unit.
FIG. 47 is a time chart of an example of gradient estimation during gear shifting.
FIG. 48 is a block diagram showing a processing procedure of noise removal by a hold during shifting.
FIG. 49 is a block diagram showing a processing procedure of noise removal by throttle acceleration / deceleration.
FIG. 50 is a flowchart of throttle acceleration / deceleration determination.
FIG. 51 is a time chart of a processing procedure of noise removal based on a throttle opening difference.
FIG. 52 is a block diagram showing a processing procedure of noise removal based on brake operation determination.
FIG. 53 is a time chart of a processing procedure of noise removal by brake operation determination.
FIG. 54 is a block diagram of a processing procedure for noise removal by vehicle speed hold determination.
FIG. 55 is a time chart showing noise removal processing based on vehicle speed hold determination.
FIG. 56 is a block diagram showing a processing procedure of noise removal by acceleration.
FIG. 57 is a time chart of a processing procedure of noise removal by acceleration.
FIG. 58 is an explanatory diagram of how to hold when composite factors overlap;
FIG. 59 is a block diagram of a generation of a hold signal as a sum of complex factors.
FIG. 60 is an explanatory diagram of noise removal using a mask flag.
FIG. 61 is an explanatory diagram of application to transmission control.
FIG. 62 is another explanatory diagram of application to transmission control.
[Explanation of symbols]
1 gradient estimator,
3 noise removal unit,
5 Car control unit
101 Throttle opening detection means
102 acceleration detection means
103 Vehicle speed detection means
104 Engine speed detection means
105 Turbine speed detection means
106 Vehicle weight estimation means
107 Torque converter generated torque estimation means
108 Engine generated torque estimation means
109 gear position determining means
110 Load estimation means
111 Hydraulic drive means
1010 Torque estimation unit

Claims (3)

At least, the vehicle speed, throttle opening, with a gear position location, in the gradient estimation device for estimating a gradient of a road on which the vehicle is traveling,
While the current gear position signal does not match the next gear position signal, and for a predetermined time after the current gear position signal and the next gear position signal become the same, the gradient estimation value is set to the value at the time of occurrence of the mismatch. Hold,
A gradient estimating device characterized by the above-mentioned. At least, the vehicle speed, throttle opening, with a gear position location, in the gradient estimation device for estimating a gradient of a road on which the vehicle is traveling,
A difference calculating means for calculating a difference of the throttle opening for a certain period of time,
While the difference in the throttle opening deviates from a predetermined range, and during a predetermined period after the deviation occurs and the difference in the throttle opening falls within the predetermined range, the gradient estimation value is set to the above-described value. Hold to the value at the time of deviation,
A gradient estimating device characterized by the above-mentioned. At least, the vehicle speed, throttle opening, with a gear position location, in the gradient estimation device for estimating a gradient of a road on which the vehicle is traveling,
Having a difference calculating means for obtaining a difference of the vehicle speed for a certain time,
While the difference between the vehicle speeds deviates from a predetermined range, the gradient estimation value is held at the value at the time of occurrence of the deviation,
A gradient estimating device characterized by the above-mentioned.

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