JPH07167273A - Shift control device for automatic transmission - Google Patents

Abstract

PURPOSE:To provide a shift control device for an automatic transmission allowing a shift action compatible with the gradient of a travel road. CONSTITUTION:This shift control device for an automatic transmission is provided with an input parameter calculation section 111 obtaining various input parameters based on various sensor outputs, a gradient judgment section 114e detecting the gradient based on the input parameters indicating the gradient, a shift pattern set section 114b interpolating the standard shift pattern set in a shift pattern memory section 114a in advance based on the vehicle speed and the throttle opening and setting the required shift pattern, and a shift line change section 114d included in the shift pattern set section 114b and changing the up-shift line of the shift pattern.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Generally, an automatic transmission determines a gear stage from a throttle opening and a vehicle speed detected while the vehicle is traveling, based on a shift pattern preset according to a throttle opening and a vehicle speed. , Shift shift is automatically executed. In this shift pattern, a group of upshift lines for an upshift operation from a low speed stage to a high speed stage and a group of downshift lines for a downshift operation from a high speed stage to a low speed stage are used. And is set as a function of vehicle speed. Therefore, when the shift control by the automatic transmission is executed according to one shift pattern, the upshift or the downshift is uniformly performed every time the operating point represented by the throttle opening and the vehicle speed crosses the upshift line or the downshift line. Therefore, the gear shift operation suitable for traveling on an uphill road may not be performed.

Therefore, a shift pattern for flat roads and a shift pattern for uphill roads where it is difficult to perform upshift are set in advance, and several kinds of variables representing a vehicle running state such as a vehicle speed and a gradient satisfy a specific condition. A shift control device has been proposed which determines that the vehicle is traveling on an uphill road when it is traveling and selects an uphill shift pattern, thereby preventing unnecessary upshifting and performing a gear shifting operation suitable for traveling on an uphill road. .

[0004]

However, according to the shift control device according to the above proposal, since the same uphill shift pattern is used for a steep uphill road and a gentle uphill road, depending on the gradient and the vehicle speed. There may be a case where the driving force is sufficient but the upshift is not performed, or a case where the driving force is insufficient and the upshift occurs and shift hunting occurs.

Therefore, it is an object of the present invention to provide a shift control device for an automatic transmission, which is capable of performing a shift operation adapted to the gradient of a traveling road.

[0006]

A shift control device for an automatic transmission according to the present invention includes a shift pattern preset according to a vehicle speed and an engine load, a gradient detecting means for detecting a gradient, and a gradient detecting means for detecting a gradient. Shift line changing means for continuously changing the upshift line of the shift pattern.

[0007]

The shift pattern is preset according to the vehicle speed and the engine load, and the upshift line of the same shift pattern is continuously changed by the shift line changing means responsive to the gradient detected by the gradient detecting means. . That is, the upshift lines of the shift pattern are continuously switched according to the gradient. By taking into account ensuring the driving amount according to the gradient when changing the upshift line, it is possible to prevent an upshift when the driving force is insufficient, and thus a shift hunting accompanying the upshift and an upshift delay when the driving force is sufficient. To be done.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A shift control device according to an embodiment of the present invention will be described below with reference to the accompanying drawings. Overall Configuration As shown in FIG. 1, an automatic transmission 2 interposed between an engine 1 and drive wheels (not shown) of a vehicle includes a torque converter 3 connected to an output shaft of the engine 1 and a plurality of sets of gears. A gear mechanism 4 having a gear for establishing an arbitrary one of a plurality of, for example, four shift speeds, and a gear shift mechanism 5 for driving the mechanism 4 to switch the shift speed are provided. There is.

Although not shown in detail, the gear shift mechanism 5 includes, for example, a plurality of engagement elements, each of which is a clutch, and a hydraulic drive mechanism for switching the engagement state of each engagement element. I'm out. This drive mechanism has a return spring for urging each engagement element, and a hydraulic piston for pressing each engagement element in a direction opposite to the direction of action of the spring force, and a pressure corresponding to each hydraulic piston. The hydraulic pressure supplied to the chamber is controlled by the hydraulic control device 6.

In the vehicle, the operating state of an electromagnetic switching valve (not shown) of the hydraulic control device 6 is electrically controlled to operate the drive mechanism of the gear shift mechanism 5 so that the required gear is established. A shift control device 10 for controlling the shift is mounted. The shift control device 10 includes various sensors for detecting a running state of a vehicle and an electronic control unit 11 that performs the functions of various functional blocks shown in FIG. 2. The control unit 11 outputs various sensors. Accordingly, the electromagnetic switching valve of the hydraulic control device 6 is driven.

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

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

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

When comparing the mild pattern and the sporty pattern from different points of view, the mild pattern is suitable for use as a flat road pattern, while the sporty pattern is suitable for use as an uphill road pattern. In the description, particularly the description related to the upshift line change, the terms "mild pattern" and "sporty pattern" are sometimes used to represent a flat road pattern and an uphill road pattern.

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

Further, the shift pattern selection unit 114 has an input parameter and engine braking necessity detection unit 113.
It further includes a mode determination / processing unit 114f for determining a driving mode suitable for the output of the above and determining a command shift stage according to the shift pattern set by the shift pattern setting unit 114b and the input parameter. In this embodiment, a flat road / uphill running mode A, a gentle downhill running mode C, and a steep downhill running mode D are planned. Operation Overview The electronic control unit 11 having the above-described configuration executes the main routine shown in FIG. 3 at a predetermined cycle in order to perform the functions of the control unit parts 111 to 116 shown in FIG.

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

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

When the calculation of the input switch is completed, the sportiness degree is determined by the control unit 11 as the sportiness degree determination unit 112 as described later (step S).
4) Further, the gradient degree (shift line movement coefficient) is calculated by the control unit 11 as the gradient degree determining unit 114e as described later in detail (step S5). Next, the control unit 11 as the mode determination / processing unit 114f determines whether or not the mode is out (step S6). Specifically, whether the oil temperature is below a predetermined temperature, is a pattern other than the standard pattern (hold pattern, or "P", "R", "N", or "L" range) in the shift pattern control, or throttle in failure diagnosis. A specific failure such as disconnection of the opening sensor 24 is detected, or
When an abnormality of the stop lamp switch 25 is detected, it is determined that the mode is out of the mode.

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

If the mode transition prohibition condition is not satisfied and the result of the determination in step S8 is negative, the engine brake necessity detecting section 113 determines the slope, as will be described later.
4 related to braking force, steering wheel angle and vehicle speed
Two input variables X1 to X4 are calculated and input to the neural network to obtain the engine brake suitability NN (step S9).

Next, the mode determination / processing unit 114f checks whether or not the fuzzy rules described later are satisfied (step S10), and the learning correction unit 115 performs engine brake learning processing described below (step S1).
1). Then, the mode determination / processing unit 114f performs mode processing described below to perform the current mode upper shift stage SHIFT.
F is calculated, then the command shift stage SHIFT0 is calculated (steps S12 and S13), and the process returns to step S2.

When the out-of-mode determination is made in step S6, the mode determination / processing unit 114f calculates the command shift stage SHIFT0 according to the out-of-mode condition (step S14). The mild pattern stored in the shift pattern storage unit 114a is used for this shift stage calculation. If it is determined in step S8 that the mode transition prohibition condition is satisfied, step S7
The shift stage SHIFT1 on the mode A calculated in step S4 is set as the shift stage SHIFT on the current mode (step S15). When the shift stage calculation in each of steps S14 and S15 is completed, the process returns to step S2.

As suggested by the explanation of the overall configuration and the outline of the operation described above, and as will be described in detail below, the shift control device of the present embodiment has a normal shift pattern control function, and in addition, while the vehicle is traveling downhill. The function to operate the engine brake appropriately, the function to learn the downshift operating condition so that the downshift while driving downhill is performed according to the driver's preference, and the shift pattern is the driver's A function to continuously switch the shift pattern to suit the driving method (sportiness degree) and prevent unnecessary upshifting by the lift foot while the vehicle is traveling on an uphill road, and the vehicle's kinetic performance (driving force) To ensure the vehicle's acceleration, and to facilitate downshifting when the sportiness and brake deceleration are large to accelerate the vehicle. So that the exhibits a function of improving the driving performance of the vehicle at the time of opening.

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

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

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

The lateral acceleration GY is the T / M output rotation speed N.
O, steering wheel absolute value ST, steering gear ratio iS, wheel base 1, stability factor A, tire diameter r
And a calculation formula GY0 = (ST ·
π) / [180 ・ iS ・ l ・ {A + 1 / (NO ・ 2π ・ r
/ (IF · 60) ^1/2 } · 9.8], the value GY0 is calculated by filtering.

The brake deceleration GBG is obtained from the longitudinal acceleration GX and the value of the brake switch BS. When BS = 0 or GX ≧ 0, the value is “0”, and BS = 1 and G.
When X <0, it takes the value "-GX". Engine torque T
E is obtained by subjecting the value obtained from the engine rotation speed NE and the intake air amount A / N to filter processing.
The maximum engine torque TEMAX is obtained from the engine rotation speed NE and a predetermined intake air amount A / N (for example, 96%).

The torque converter speed ratio e is the current speed ratio iT, which is the speed ratio of the command shift stage, and the T / M output rotational speed NO.
And the engine rotational speed NE as a variable e = iT ·
Calculated according to NO / NE. Then, based on the torque converter speed ratio e, the torque converter torque ratio t is obtained from an e · t map (not shown). Further, a calculation formula FE = TE.t.iT.iF..eta. / With the engine torque TE, the torque converter torque ratio t, the current gear ratio iT, the final reduction ratio iF, the transmission efficiency .eta. Of the transmission and the tire diameter r as variables.
The engine driving force FE is calculated according to r.

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

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

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

Mode A in which the vehicle is traveling on a flat road or an uphill road, and Mode C in which the vehicle is traveling on a gentle downhill road
In the present embodiment, which is planned to be a mode D running on a steeply descending slope, the gear ratio iTD after the mode transition is the mode A
And the command shift stage “2”, the combination of mode C and the command shift stage “3”, and the combination of mode D and the command shift stage “2”, the gear ratio of the second shift stage. It is set to iT2, and for the combination of the mode A and the command shift stage "3" or "4", the gear ratio iT3 of the third shift stage is set.

Further, the input parameter calculation section 111 serves as an input switch which is flag information used for calculation in each section of the control unit 11 and serves as a brake deceleration switch BGS.
P, brake deceleration large switch BGSB, gradient resistance non-negative switch FSRSP, three throttle opening middle switches FSTh4
5, FSTh34, FSTh23, Mode B establishment switch MSW
B, mode C establishment switch MSWC, etc. are calculated.

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

Switches FSTh45, FSTh34 and FSTh23
Takes a value "1" when the throttle opening sensor output is larger than the first, second and third predetermined values for a predetermined period, and takes a value "0" otherwise. Here, the second predetermined value is smaller than the first predetermined value, and the third predetermined value is smaller than the second predetermined value. The switch MSWB or MSWC shifts from the value “0” to the value “1” when a predetermined period elapses from the time when the mode is switched to the mode B or C, while the value is “1” when the mode is not B or C. To the value "0". Sportiness Determining Section The sportiness determining section 112 detects the degree to which the driver is performing a so-called sporty operation (sportiness degree). The higher the sportiness degree, the more the engine is operated in the high output range. The tire will be used in the limit area side. Therefore, the sportiness degree determination unit 112
As shown in FIG. 5, has an engine load degree calculation unit 112a for calculating the degree of load applied to the engine 1 and the degree of load applied to a tire (not shown), and a tire load degree calculation unit 112b. There is.

The engine load degree calculation unit 112a calculates the engine torque T calculated by the parameter calculation unit 111.
E, maximum engine torque TEMAX and acceleration torque TEA
Using CC and the formula SPTE = TEACC / (TEMAX-T
E + TEACC) to determine the engine load SPTE. However, SPTE is set to the value "0" when the calculated value is "0" or less, and is set to the value "1" when it is "1" or more. Engine load SPT obtained in this way
E is the ratio of the running torque that is currently used to the maximum torque that can be used due to the capacity of the engine, and this ratio indicates how much the driver is using the engine performance, that is, how much. Indicates whether sporty driving is being performed.

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

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

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

More specifically, the sportiness degree determination unit 112.
In step S4 of the main flow shown in FIG. 4, the electronic control unit 11 executes the sporty degree calculation subroutine shown in FIG. In the subroutine, the control unit 11 calculates the engine load degree SPTE and the tire load degree SPG as described above (step S41), and then selects the larger one of the calculated values (step S42). The resulting output SPC is filtered (step S43).

This filtering process is, as shown in FIG. 8, a process of setting a filter coefficient (step S43).
a) and a process of calculating the load degree filter SPF as the output of the filtering unit 112d (step S43b). In the filter coefficient setting process, the electronic control unit 11 determines whether or not the value of the throttle operation abrupt switch TSWS calculated in step S3 of the main routine of FIG. 4 is "1", and the abrupt throttle operation is performed. It is determined whether or not (step S431). If the determination result is affirmative, the value of the throttle depression switch TSWF calculated in step S3 of the main routine is "1".
Then, it is further determined whether or not the throttle (accelerator pedal) is depressed (step S432). If the determination result is affirmative, the sportiness is increased by determining whether or not the output SPC obtained in step S42 of FIG. 7 exceeds the filtering unit output SPF (i-1) one cycle before. It is determined whether or not (step S433), and if the determination result is affirmative, the sportiness degree filter constant KFS is set to a predetermined value KFSI (step S434), and the filter coefficient setting subroutine ends.

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

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

The reason why the filter constant is variably set according to the throttle operation as described above is that it is difficult to set the filtering degree when a fixed value is used as the filter constant. That is, if the filtering degree is too weak, the sportiness changes even if the driving style is constant.On the other hand, if the filtering degree is too strong, the sportiness against changes in driving style between sporty driving and mild driving is increased. This is because the change in degree is delayed. Then, in the present embodiment in which the filter constant is variably set, when a rapid change in the engine load is detected, the shift pattern is moved to the high speed side by the shift pattern movement described later according to the sportiness, The movement is performed at an increased movement speed, and when a gradual change in the engine load is detected, the shift pattern is moved to the lower speed side at a higher movement speed than the movement speed to the higher speed side. As a result, the responsiveness of the shift shift is improved. Further, unnecessary shift pattern movement is prevented while the vehicle is traveling at a normal acceleration / deceleration rate. Engine Brake Necessity Detecting Unit As shown in FIG.
Reference numeral 13 is a hierarchical neural network. That is, the neural network includes the parameter calculation unit 1
An input layer (first layer) having four cells to which the neural network inputs X1 to X4 from 11 are respectively applied, and a bias cell for inputting the input "1", and an appropriate number, for example, four cells and bias An intermediate layer having a cell (second
Layer) and an output layer (third layer) having one cell that outputs the engine brake suitability NN.

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

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

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

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

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

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

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

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

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

If the current mode is mode C,
The subroutine shown in FIG. 13 is executed. In this subroutine, it is determined whether or not the shift stage SHIFT1 on the mode A is lower than the third shift stage (step S
122a), if the determination result is negative, it is determined whether or not the sixth rule is satisfied (step S122).
b). Then, this determination result or step S122a
If any of the results of the determination in step S4 is affirmative, the mode A is set as the mode and the mode A upper shift stage SHI is set.
FT1 is set as the current mode upper shift stage SHIFTF (step S122c).

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

If the current mode is mode D, then FIG.
The subroutine shown in 4 is executed. In this subroutine, it is determined whether or not the shift stage SHIFT1 on the mode A is lower than the second shift stage (step S).
123a), if the determination result is negative, it is determined whether or not the sixth rule is satisfied (step S123).
b). Then, this determination result or step S123a
If any of the results of the determination in step S4 is affirmative, the mode A is set as the mode and the mode A upper shift stage SHI is set.
FT1 is set as the current mode upper shift stage SHIFTF (step S123c).

On the other hand, if the determination result in step S123b is negative, it is determined whether or not the third rule is satisfied (step S123d), and if the determination result is positive, mode C is set as the mode. At the same time, the third speed is set as the current mode shift speed SHIFTF (step S123e). If the result of the determination in step S123d is negative, this subroutine is finished.

In order to determine the command shift stage SHIFT0,
The electronic control unit 11 as the mode determination / processing unit 114f executes a subroutine shown in FIG. In this subroutine, it is first judged whether or not the shift shift is prohibited by judging whether or not the shift prohibiting command is transmitted from the traction control controller (not shown) (step S131), and the result of this judgment is affirmative. If there is, this subroutine is finished. In this case, the command shift stage SHIFT0 is held at the previous one.

On the other hand, if the determination result in step S131 is negative, the select lever is "2" based on the output of the inhibitor switch 27 indicating the select lever switching position.
It is determined whether or not it is in the range (step S132),
If this determination result is affirmative, it is further determined whether or not the mode A upper shift stage SHIFT1 obtained in step S7 of the main routine is a higher speed stage than the second speed (step S133). If the determination result is affirmative, the second shift speed is set as the command shift speed SHIFT0 (step S134).

If the determination result in step S132 is negative, it is determined whether or not the select lever is in the "3" range (step S135). If the determination result is positive, the mode A upper shift stage SHIFT1 is determined. It is further determined whether is a higher speed than the third speed (step S13).
6). If the determination result is affirmative, the third shift speed is set as the command shift speed SHIFT0 (step S137).

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

More specifically, when the vehicle is traveling on the mode A fourth speed and becomes a gentle downhill road and it is determined in step S121b in FIG. 12 that the above-mentioned first rule is satisfied, step S121 is performed.
A mode transition C43 is performed in c, and as a result, the mode is A
From C to C, the shift speed is switched from the fourth speed to the third speed. Further, when the vehicle descends on a gentle downhill slope while traveling in the mode A third speed and it is determined in step S121e that the first rule is satisfied, the mode shift AC3 in which the mode is changed from A to C while maintaining the third speed. Is performed (step S121
f). Further, when the vehicle descends on a steep slope while traveling in the second speed of mode A and it is determined in step S121h that the second rule is established, the mode shift AD2 is performed to shift the mode from A to D while maintaining the second speed. Is performed (step S121i).

On the other hand, when a sudden acceleration is attempted during traveling at the third speed in mode C, the mode A is set in step S122a in FIG.
If it is determined that the upper command shift stage SHIFT1 is a lower speed stage than the third speed, or if it is determined that the sixth rule is established in step S122b on a flat road while traveling in the mode C third speed. A mode transition CA3 is performed that involves a transition from mode C to A and a shift from the third speed to the command shift stage SHIFT1 on mode A (step S122).
c). When it is determined that the fourth rule is satisfied in step S122d while trying to accelerate slowly while traveling in the mode C third speed, the mode C is switched to the mode A and the third speed is switched to the fourth speed. A mode transition C34 accompanied by is performed (step S122e). Then, when it is determined that the second rule is satisfied in step S122f while the vehicle descends on a steep slope while traveling at the third speed of mode C, the mode is changed from mode C to D and the third
Mode shift D32 is performed with switching from the second speed to the second speed (step S122h).

Further, when a sudden acceleration is attempted while the vehicle is running in the second speed of mode D, mode A is set in step S123a of FIG.
If it is determined that the upper command shift stage SHIFT1 is a lower speed stage than the second speed, or if a flat road is formed during traveling at the second speed of mode D, it is determined that the sixth rule is established in step S123b. A mode transition DA2 is performed, which is a combination of the transition from the mode D to the A and the transition from the second speed to the mode A upper command shift stage SHIFT1 (step S123).
c). Further, if it is determined in step S123d that the third rule is satisfied while trying to slowly accelerate while traveling in the mode D second speed, the mode D is switched to the C mode and the second speed is switched to the third speed. A mode transition D23 accompanied by is performed.

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

The setting section 114b can secure the driving force during traveling at the i gear stage even when an upshift from the i speed (i = 1, 2 or 3) to the (i + 1) speed is performed. It has a gradient degree determination unit 114e for calculating a gradient degree KRSi as a shift line movement coefficient used for determining the limit upshift vehicle speed (see FIG. 17). Gradient determination unit 1
As shown in FIG. 18, 14e is a negative gradient cut portion 11 for cutting the weight gradient resistance on a flat road or a downhill road.
4g, the cut portion 114g outputs a value "0" when the weight gradient resistance RS input from the parameter calculation portion 111 is equal to or less than the weight gradient resistance threshold RSS and the weight gradient resistance is small. While outputting the RSC, the weight gradient resistance RS exceeds the threshold value RS, and thus outputs the output RSC of the value "RS" if the weight gradient resistance is not small.

The gradient degree determining unit 114e uses the equation RSF = RS.
A filtering unit 114h for filtering the negative slope cut unit output RSC according to F (i-1) + KFR.multidot. {RSC-RSF (i-1)} and an expression KRS1 = (RSF-R
S0i) / (RS1i-RS0i)
(See FIG. 19) Gradient calculation unit 114i for calculating
And further. In the above formula, RSF (i-1) and KFR
Represents the output of the filtering unit and the gradient filter constant one cycle before, and RS0i and RS1i are i →
(I + 1) shift gradient degree reference value 0 and i → (i + 1) shift gradient degree reference value 1 are shown. In the hatched area in FIG. 19, the vehicle speed cannot be maintained when the limit upshift vehicle speed is upshifted to the (i + 1) th speed.

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

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

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

The shift pattern setting unit 114b, based on the upshift speed change amount and the downshift speed change amount obtained as described above in the shift pattern movement correction unit 114c of the same setting unit, the upshift speed NOU and the predetermined throttle. The downshift speed NOD above the opening Thv or the downshift speed NOB below the predetermined throttle opening Thv is determined according to the following formula.

NOU = NOUM + KMi. (NOUS-NOUM) NOD = NODM + KSP. (NODS-NODM) NOB = NOBM + KBG. (NOBS-NOBM) That is, the shift pattern setting unit 114b shifts up or shifts down in a mild pattern. A shift pattern having a shift-up vehicle speed or a shift-down vehicle speed, which is obtained by interpolating the above and those in the sporty pattern according to the sportiness degree KSP and the gradient degree KRS, is set. Therefore, the set shift pattern changes between the mild pattern and the sporty pattern as the sporty degree and the gradient degree change. In other words, the shift pattern setting unit 114b functions as a shift pattern moving unit that can continuously move the shift pattern. An upshift command is output when the current vehicle speed is higher than the upshift vehicle speed, and a downshift command is output when the current vehicle speed is lower than the downshift vehicle speed.

According to the above shift pattern setting, the shift patterns are continuously switched so that the shift patterns match the driving method (sportiness degree) of the driver. Moreover, while the shift pattern does not suddenly move with respect to the normal acceleration / deceleration, the shift pattern moves when the driving method changes from emphasis on mildness to emphasis on sportiness or from emphasis on sportiness to emphasis on mildness. Therefore, the response on the shift shift is improved.

Further, as a result of the above-mentioned shift pattern setting, the upshift line is moved steplessly according to the degree of gradient in order to secure the driving force, so that the upshifting is performed even if the driving force is insufficient. Shift hunting due to the occurrence of the above is not generated, and the upshift is not performed even though the driving force is sufficient. Therefore, it is possible to secure the kinetic performance (driving force) of the vehicle while preventing unnecessary upshifting due to the lift foot while the vehicle is traveling on an uphill road.

Further, according to the above shift pattern setting,
Downshifting is easily performed when the sportiness and the brake deceleration are large, and therefore, the kinetic performance of the vehicle when the acceleration operation of the vehicle is restarted is improved. As described above, the shift pattern movement is steplessly adjusted according to the driver's driving style (sportyness) and the degree of gradient, and the optimum shift pattern that suits each driver's preference and vehicle driving situation is automatically set. The driving feeling is improved. Moreover, since a large number of standard shift patterns are unnecessary, the shift control device can be constructed at a relatively low cost and relatively easily. Learning correction unit The learning correction unit 115 determines excess or deficiency of the engine brake based on the driving condition and the driver's operation, and each time the excess or deficiency is determined, the engine correction degree of the engine brake that affects the establishment of the mode transition fuzzy rule is determined. The threshold values EB43 and EB32 are learned and corrected by a small amount EP. Specifically, when the throttle is depressed immediately after the downshift accompanying the establishment of the fuzzy rule related to the entry into the mode C or D, or immediately after the upshift by releasing the mode C or D, the mode C or D is entered. When the fuzzy rule related to the entry into the vehicle is reestablished, it is determined that the engine braking is excessive. On the other hand, when the fuzzy rule related to entry into the mode C or D is not satisfied and the braking time ratio is large during traveling on a downhill road, it is determined that the engine braking is insufficient.

Therefore, as shown in FIG. 22, the learning correction unit 115 includes the learning time determination unit 115a, and the determination unit 1
15a is the entry into mode C or D (mode transition C4
3 or D32), when the mode C or D continues for a predetermined time, for example, 4 seconds from the completion of the downshift, or for a first predetermined time, for example, 1 second from the completion of the downshift. After the lapse of the second predetermined time, for example, 4 seconds, the fourth
Alternatively, when the corresponding one of the third fuzzy rules is established, it is determined that the learning time for excessive engine learning after downshift has arrived.

Further, the learning time determination section 115a is set to the mode C.
Alternatively, when the corresponding one of the first and second fuzzy rules is satisfied within a predetermined time, for example, 3 seconds from the completion of the upshift accompanying the release of D (mode transition C34 or D23), after the upshift When it is determined that the learning time for over-learning of the engine brake has arrived, and the current shift stage is the fourth speed or the third speed and the time measured by a learning timer TG described later reaches a predetermined time, for example, 6 seconds. In addition, it is determined that the learning time for learning the engine brake shortage before the downshift has arrived.

Then, the learning correction unit 115 causes the brake deceleration and throttle opening from the time when a predetermined time, for example, 1 second, has elapsed from the completion of the downshift associated with the entry into the mode C or D to the learning time. Maximum brake deceleration calculation unit 115b and maximum throttle opening calculation unit 115c for calculating the maximum value of each degree
And a predetermined time, for example 6 from the start of the learning timer TG.
Brake deceleration time ratio calculation unit 1 for calculating the brake deceleration time ratio BR in the learning determination period until the elapse of a second
15d and further.

Further, the learning correction unit 115 has a learning correction necessity determination unit 115e for determining necessity of learning correction after downshifting, after upshifting and before downshifting according to a fuzzy rule described later, and engine brake compatibility. It further has a threshold value correction unit 115f for correcting the threshold value of the degree. The electronic control unit 11 as the learning correction unit 115 executes the engine brake learning subroutine shown in FIGS. 23 to 27 corresponding to step S11 of the main routine.

In this subroutine, the control unit 11 first determines whether or not the first rule is satisfied (step S111a in FIG. 23), and if the determination result is affirmative (at the time of 4-3 downshift). , When the first rule is satisfied, the mode determination / processing unit 114f waits for the completion of the downshift performed in response to the downshift command related to the mode shift C43. When it is determined in step S111b that the downshift is completed, the control unit 11 starts the timer T (step S111c), and waits until the time measured by the timer T reaches a predetermined time a1 such as 1 second.

When it is determined in step S111d that the predetermined time period a1 has elapsed since the downshift was completed, the control unit 11 calculates the maximum brake deceleration GXBmax and the maximum throttle opening TPSmax (step S111).
111e), and then it is judged whether or not the time measured by the timer T is shorter than a predetermined time a2, for example, 4 seconds (step S111f). If the result of this judgment is affirmative, it means that the fourth fuzzy rule is established. It is determined whether or not (step S111g). Then, if the determination result in step S111g is negative, the above-described steps S111e to S1.
Repeat 11g.

After that, if the determination result in step S111f is negative or the determination result in step S111g is affirmative, it is determined that the learning correction time has come, and the control unit 11 resets the timer T in step S111h. It is determined whether the following G0 fuzzy rule is satisfied (step S111i). [G0th rule] VTHD> VTHS, VTHD <VTHD, GXBG
If D ≦ GXBGS and V> VS, engine braking is excessive.

In the G0th rule, the symbol VTHS represents a throttle opening threshold value, and VTHB represents a throttle opening threshold value larger than the threshold value VTHS. Also, the symbol G
XBGS and VS represent a brake deceleration threshold value and a vehicle speed threshold value, respectively. Then, all of the four determination conditions of the G0 rule (the maximum throttle opening is neither small nor large, the maximum brake deceleration is small and the vehicle speed is small).
Therefore, if the determination result in step S111i is affirmative, the control unit 11 determines that the engine brake is excessive and determines the engine brake compatibility threshold E.
A small amount EP is added to B43 to increase and correct the threshold value EB43 (step S111j), whereby learning correction is performed to make it difficult to operate the engine brake.

On the other hand, if the G0th fuzzy rule is not established in step S111i, the engine brake excess determination is not made and this subroutine is terminated. 29 and 30 show the learning timing determination procedure at the time of the 4-3 downshift described above along the time axis. Step S111 of FIG.
When it is determined that the first fuzzy rule is not established in a, the control unit 11 determines whether or not the second fuzzy rule is established (step S11 in FIG. 24).
2a). This determination result is affirmative (at the time of 3-2 downshift)
If so, steps S111b to S111 in FIG.
Step S112b corresponding to e is executed. That is, when the time measured by the timer T that starts when the completion of the downshift reaches the predetermined time a1,
Calculation of maximum brake deceleration and maximum throttle opening is started.

Then, each time the calculation of the maximum brake deceleration and the maximum throttle opening is completed, the step S corresponding to the steps S111f to S111j in FIG. 23, respectively.
Corresponding ones of 112c to S112g are sequentially executed. As a result, a predetermined time a has passed since the downshift was completed
It is determined in step S112f that the third fuzzy rule has been established between the lapse of 1 and the lapse of the predetermined time period a2, or the predetermined time period from the completion of the downshift to the predetermined time period a.
When it is determined in step S112c that 2 has elapsed, the timer T is reset (step S112).
e), and then it is determined whether the G0th rule is established (step S112f). When the G0th rule is established, the engine braking suitability threshold EB32
Is increased and corrected by a small amount EP (step S112).
g).

In step S112a of FIG. 24, the second
If it is determined that the fuzzy rule is not established, the control unit 11 as the learning correction unit 115 determines whether or not the third fuzzy rule is established (step S in FIG. 25).
113a), if this determination result is affirmative (at the time of 2-3 upshifting), it waits for the completion of the upshift accompanying the upshift command related to the same rule.

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

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

When it is determined that the G1 rule is established, the control unit 11 corrects the engine brake suitability threshold EB32 by increasing it by a small amount EP (step S113h), and ends this subroutine. On the other hand, if it is determined in step S113e that the predetermined time period a3 has elapsed, the timer T is reset in step S113i and then the present subroutine is terminated.
When it is determined that the rule is not established, this subroutine is immediately ended.

In step S113a of FIG. 25, the third
When it is determined that the rule is not established, the control unit 11
Determines whether or not the fourth rule is satisfied (step S114a in FIG. 26), and if the determination result is affirmative (during the 3-4 upshift), steps S113b and S11.
After executing step S114b corresponding to 3c, it is determined whether the first rule is satisfied (step S11).
4c).

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

FIG. 31 shows the learning timing determination procedure for the 3-4 upshift along the time axis. Step S of FIG.
When it is determined in 114a that the fourth rule is not satisfied (mode A), the control unit 11 waits until the brake deceleration switch takes the value "1". Then, it is confirmed in step S115a in FIG. 27 that the value of the switch has become "1".
If the control unit 11 determines that the timer TG
Is started (step S115b), and the timer TG is started.
Then, it is determined whether or not the time measured by step has reached a predetermined time a4, for example, 6 seconds (step S115c). If the result of this determination is negative, the unit 11 is in a gear shift shift, the weight gradient resistance is non-negative, the throttle opening is non-small, and the steering wheel angle absolute value is large. It is sequentially determined whether or not (steps S115d to S115
g), if either determination result is affirmative, step S
At 115h, the timer TG is reset and this subroutine is finished.

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

[G2 rule] If BR> BRB,
Insufficient engine braking. When it is determined in step S115l that the determination condition of the G2 rule is satisfied, the control unit 11 determines that the engine brake is insufficient, and subtracts the minute amount EP from the threshold EB43 of the engine brake compatibility to determine the same threshold. The value EB43 is reduced and corrected (step S115m), the timer TG is reset in step S115n, and this subroutine is finished.

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

If the determination result in any of steps S115l, S115o or step S115p is negative, this subroutine is immediately terminated. According to the learning correction described above, from the throttle operation (accelerator operation) that represents the driver's acceleration request and the brake operation that represents the driver's deceleration request, if there is an acceleration request, it is determined that the engine brake is excessive. If there is a further deceleration request, it is determined that the engine brake is insufficient, and the threshold value of the engine brake suitability is increased or decreased according to the result of this determination. For example, when the brake deceleration after the downshift is executed is small and the throttle opening is large, and when it is determined again that the downshift is required after the upshift is executed, the threshold value of the engine brake suitability (the downshift required). (Determination reference value in the rejection determination) is learned and corrected to the side that suppresses the downshift, and when there is no shift command, the determination reference value is downshifted when a predetermined time has elapsed after the brake deceleration switch was turned on. Make learning corrections to the promoting side. As a result, the driver's favorite downshift condition is learned, the driver's preference is reflected in the downshift control when traveling on a downhill road, and the driving feeling when traveling on a downhill road is improved. Moreover,
Since the learning correction is performed immediately after downshifting, immediately after upshifting, and at regular time intervals when gear shifting is not performed,
There are many learning opportunities, and learning will converge faster.

The present invention is not limited to the above embodiment, but various modifications can be made. For example, in the embodiment, the case where the present invention is applied to the 4-speed transmission has been described, but the embodiment can be modified and applied to the 5-speed transmission. Further, in the embodiment, the shift control suitable for the engine controlled by the mass flow system has been described, but the present invention is also applicable to the shift control for the engine of the speed density system.
In this case, the engine intake pipe negative pressure is used as an input parameter instead of the engine intake air amount.

Further, although the vehicle with a steering wheel angle sensor is assumed in the present embodiment, the above-described embodiment can be modified and applied to the shift control in a vehicle without the sensor. And
In the sensor system of the embodiment, the engine speed sensor 21 is connected to the electronic control unit 11 for gear shift control via the engine control unit, and the vehicle speed V is calculated from the output NO of the T / M output speed sensor 23. However, instead of this, the sensor system can be variously modified, such as directly connecting the sensor 21 to the electronic control unit 11 or using a vehicle speed sensor.

In the above embodiment, the neural network shown in FIGS. 10 and 11 has four input variables X1 to X4 associated with the gradient, the braking force, the steering wheel angle and the vehicle speed.
Although the engine brake suitability NN indicating the degree of engine brake requirement is obtained by inputting, the engine brake suitability may be calculated based only on the input variables related to the gradient and the vehicle speed. Further, instead of the input variable relating to the steering wheel angle, an input variable relating to lateral acceleration, longitudinal acceleration or brake hydraulic pressure may be used.

Furthermore, it is not essential to use a neural network, and the degree of necessity of engine braking may be obtained by fuzzy inference. For fuzzy reasoning,
There are various methods such as "MIN-MAX centroid method", "algebraic product-addition-centroid method", "simplification method", etc. Fuzzy inference of any method is used to determine the degree of engine braking. Is also good. In the following, a fuzzy rule for calculating the degree of need for engine braking will be illustrated, and a membership function representing the fuzzy subsets S to B for each of the input variables x1 to x4 and the output y will be illustrated in FIG. [First Rule] X1 = B, X2 = B, X3 = B and X4 =
If B, then y = MB. [Second rule] X1 = B, X2 = B, X3 = B and X4 =
If S, then y = B. [Third Rule] X1 = B, X2 = B, X3 = S and X4 =
If B, then y = M. [Fourth Rule] X1 = B, X2 = B, X3 = S and X4 =
If S, then y = MB. [Fifth Rule] X1 = B, X2 = S, X3 = B and X4 =
If B, then y = M. [Sixth Rule] X1 = B, X2 = S, X3 = B and X4 =
If S, then y = MB. [Seventh Rule] X1 = B, X2 = S, X3 = S and X4 =
If B, y = MS. [Eighth Rule] X1 = B, X2 = S, X3 = S and X4 =
If S, then y = M. [Ninth Rule] X1 = S, X2 = B, X3 = B and X4 =
If B, then y = M. [Tenth rule] X1 = S, X2 = B, X3 = B and X4 =
If S, then y = MB. [Eleventh Rule] X1 = S, X2 = B, X3 = S and X4 =
If B, y = MS. [Twelfth Rule] X1 = S, X2 = B, X3 = S and X4 =
If S, then y = M. [13th rule] X1 = S, X2 = S, X3 = B and X4 =
If B, y = MS. [Fourteenth Rule] X1 = S, X2 = S, X3 = B and X4 =
If S, then y = M. [Fifteenth Rule] X1 = S, X2 = S, X3 = S and X4 =
If B, then y = S. [16th rule] X1 = S, X2 = S, X3 = S and X4 =
If S, then y = MS.

Alternatively, the degree of necessity of engine braking is
It may be obtained from a predetermined function. This function may be any function as long as it has an output characteristic that preferably represents the degree of demand for engine braking, and examples thereof include the following. In the following,
Symbols a1 to a4 are constants, and are preset so that the output characteristic of y is close to the requirement of engine braking. y = 1 / [1 + e- ^{(a0 + a1 ・ x1 + a2 ・ x2 + a3 ・ x3 + a4 ・ x4)} ]

[0104]

As described above, the shift control device for an automatic transmission according to the present invention has a shift pattern preset according to the vehicle speed and the engine load, a gradient detecting means for detecting a gradient, and a gradient detecting means for detecting a gradient. Since it is provided with a shift line changing means for continuously changing the upshift line of the shift pattern, the upshift line of the shift pattern can be steplessly changed according to the gradient and in consideration of ensuring the driving force, Therefore, it is possible to prevent the upshift in the insufficient driving force, and hence the shift hunting, and the delay of the upshift in the sufficient driving force state, and thereby to establish the shift speed adapted to the gradient of the traveling path.

[Brief description of drawings]

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

FIG. 2 is a functional block diagram of an electronic control unit for gear shift control shown in FIG.

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

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

FIG. 5 is a block diagram showing in detail a sportiness degree determination unit shown in FIG.

FIG. 6 is a graph showing a sportiness degree KSP obtained by a sportiness degree determination unit as a function of a filtering unit output SPF of the determination unit.

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

8 is a flowchart of a filtering subroutine which is a part of the sporty degree calculation subroutine shown in FIG.

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

10 is a schematic diagram showing a neural network that constitutes the engine braking necessity detection unit shown in FIG.

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

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

FIG. 13 is a flowchart showing another portion of mode processing.

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

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

FIG. 16 is a schematic diagram showing mode transition.

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

FIG. 18 is a block diagram showing in detail the gradient degree determining unit shown in FIG. 2.

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

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

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

22 is a block diagram showing the learning correction unit shown in FIG. 2 in detail.

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

FIG. 24 is a flowchart of the engine brake learning subroutine shown in FIG.
It is a flowchart which shows another part following 3.

FIG. 25 is an engine brake learning subroutine shown in FIG.
It is a flowchart which shows another one part following 4.

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

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

FIG. 28 is the engine brake learning subroutine shown in FIG.
7 is a flowchart showing still another part following 7.

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

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

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

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

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

[Explanation of Codes] 1 engine 2 automatic transmission 3 torque converter 4 gear mechanism 5 gear shift mechanism 6 hydraulic control device 10 shift control device 11 electronic control unit 21 engine rotation speed sensor 22 intake air amount sensor 23 T / M output rotation Speed sensor 24 Throttle opening sensor 25 Stop lamp switch 26 Steering wheel angle sensor 27 Inhibitor switch 28 Gear shift switch 111 Input parameter calculation unit 112 Sporty degree determination unit 112a Engine load degree calculation unit 112b Tire load degree calculation unit 112c Maximum value calculation unit 112d Filtering unit 112e Correction unit 113 Engine brake necessity detection unit 114 Shift pattern selection unit 114a Shift pattern storage unit 114b Shift pattern setting unit 114c Shift pattern movement correction unit 11 d shift line changing unit 114e gradient degree determining unit 114f mode determination / processing unit 114g negative gradient cutting unit 114h filtering unit 114i gradient degree calculating unit 115 learning correction unit 115a learning timing determining unit 115b maximum brake deceleration calculating unit 115c maximum throttle opening Calculation unit 115d Brake deceleration time ratio calculation unit 115e Learning correction necessity determination unit 115f Threshold value calculation unit 116 Shift command unit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shinji Watanabe 840 Chiyoda-cho, Himeji City, Hyogo Prefecture Mitsubishi Electric Corporation Himeji Works

Claims (1)

[Claims] 1. A shift pattern preset according to a vehicle speed and an engine load, a gradient detecting means for detecting a gradient, and a shift line change for continuously changing an upshift line of the shift pattern according to the gradient. And a shift control device for an automatic transmission.