JPH07305765A - Shift control device for automatic transmission for vehicle - Google Patents

Abstract

(57) [Abstract] [PROBLEMS] To provide a shift control device capable of improving the drivability of a vehicle by optimizing the shift control when descending a slope. [Structure] Acceleration resistance when downshifting (RESI-A)
And downshift target acceleration (TGT-RA) are compared (S
16) Determine whether or not the driver intends to decelerate based on the driver's throttle operation (S18), and if there is no intention to decelerate, respect the driver's will and eliminate discomfort to the driver. For this reason, the downshift control for the compulsory downhill road is prohibited so that the shift control is performed according to the normal shift pattern. Shift to a gear that is one step larger (S
19). As a result, it is possible to obtain good deceleration characteristics that do not give the driver a feeling of excessive deceleration while respecting the driver's will, thus improving the drivability of the vehicle on a downhill road. . Further, since the shift speed is selected by calculation, the memory capacity of the computer can be small.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art In general, an automatic transmission with a torque converter for a vehicle equipped with an internal combustion engine is adapted to automatically shift gears based on a preset shift pattern according to the running state of the vehicle. . That is, the shift pattern for setting the shift speed according to the vehicle speed and the engine load (for example, throttle opening) is stored in the storage means of the control unit, and the shift is controlled according to this shift pattern. In addition,
Normally, the shift pattern is set such that, as long as the vehicle speed is the same, the smaller the engine load is, the higher the shift is likely to be.

[0003]

However, in such a conventional automatic shift control device, for example, when a vehicle is descending a hill, the throttle opening is upshifted in response to a driver's deceleration request in which the throttle opening is fully closed. As a result, the driver's demand for deceleration is given a sense of discomfort, and the deceleration effect of the engine brake is not exerted, resulting in deterioration of vehicle drivability and eventually overload of the foot brake.

In order to solve such a problem at the time of downhill, for example, as disclosed in Japanese Patent Publication No. 4351/1992, the torque generated by the engine is calculated based on the throttle opening and the engine speed. The vehicle running resistance is calculated based on the calculated generated torque, the vehicle acceleration, and the vehicle weight, and the vehicle running resistance is compared with a preset value that is preset according to the gear stage, It has been proposed to perform gear shift control to an optimum gear stage so that a desired acceleration can be obtained on a slope.

However, in this system, regardless of whether or not the driver intends to decelerate, the shift control is performed so that the desired acceleration can be obtained when the vehicle is traveling downhill, based on only the state of the vehicle. It was a result. Further, since a map (see FIG. 20) for setting the shift timing according to the shift stage is required, there is a problem that a large amount of memory for storing the map is required.

The present invention has been made in view of such a conventional problem, and improves the vehicle drivability by optimizing the shift control at the time of downhill, and at the same time reduces the memory capacity of the computer to reduce the cost. An object of the present invention is to provide a shift control device for an automatic transmission for a vehicle, which can be reduced in number. It is also an object of the present invention to achieve higher precision and simplification in the control.

[0007]

For this reason, the invention according to claim 1 is, as shown in FIG. 1, a shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine. Vehicle speed detecting means A for detecting the vehicle speed, vehicle running resistance detecting means B for detecting the vehicle running resistance, engine load detecting means C for detecting the engine load, and deceleration intention for detecting the driver's intention to decelerate based on the engine load. The detection means D, the first vehicle acceleration estimating means E for estimating the vehicle acceleration when the gear is shifted to a lower speed than the current gear based on the vehicle speed and the vehicle running resistance, and the target acceleration are set. Target acceleration setting means F
And a first acceleration comparing means G for comparing the vehicle acceleration estimated by the first vehicle acceleration estimating means E and the target acceleration set by the target acceleration setting means F,
When the driver's intention to decelerate the vehicle is detected by the deceleration intention detecting means D, the gear position at which the vehicle acceleration after the gear shift is equal to or higher than the target acceleration is selected based on the comparison result of the first acceleration comparing means E. And a first shift control means H for performing a shift operation.

According to a second aspect of the present invention, the first vehicle acceleration estimating means E is configured to estimate the vehicle acceleration when the throttle is fully closed. In the invention according to claim 3, the first shift control means H is configured to control the shift by selecting the shift speed on the lowest speed side among the shift speeds in which the vehicle acceleration after the shift is equal to or higher than the target acceleration. .

According to the fourth aspect of the invention, the shift control by the first shift control means H is not performed when the brake is depressed. In the invention according to claim 5, when the brake is depressed, the vehicle running resistance detected by the vehicle running resistance detecting means B or the target acceleration set by the target acceleration setting means F is corrected. did.

Further, as shown in FIG. 2, the invention according to claim 6 is a shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, wherein a vehicle speed detecting means A for detecting a vehicle speed. An engine load detecting means C for detecting an engine load, a deceleration intention detecting means D for detecting a driver's deceleration intention based on the engine load, a vehicle acceleration detecting means I for detecting a vehicle acceleration, and a target acceleration. Target acceleration setting means F'to be set
A second acceleration comparing means J for comparing the vehicle acceleration detected by the vehicle acceleration detecting means I with the target acceleration set by the target acceleration setting means F ′, and driving by the deceleration intention detecting means D. When the person's deceleration intention is detected and the vehicle acceleration detected by the vehicle acceleration detecting means I is smaller than the target acceleration as a result of comparison by the second acceleration comparing means J, the current gear is changed to the higher gear. The second shift control means K for performing a shift operation is included.

According to the seventh aspect of the invention, the shift control by the second shift control means K is not performed when the brake is depressed. According to the invention described in claim 8, when the brake is depressed, the acceleration of the vehicle detected by the vehicle acceleration detecting means I or the target acceleration set by the target acceleration setting means F ′ is corrected. did.

According to a ninth aspect of the present invention, as shown in FIG. 3, there is provided a shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, wherein a vehicle speed detecting means A for detecting a vehicle speed. A vehicle running resistance detecting means B for detecting a vehicle running resistance; an engine load detecting means C for detecting an engine load; a deceleration intention detecting means D for detecting a driver's deceleration intention based on the engine load; and a vehicle speed. Second vehicle acceleration estimating means L for estimating the vehicle acceleration when traveling at a high speed gear including the current gear, and target acceleration setting means F ″ for setting a target acceleration based on the vehicle running resistance. When the vehicle deceleration intention of the driver is detected by the deceleration intention detecting means D and the third acceleration comparing means M for comparing the vehicle acceleration estimated by the second vehicle acceleration estimating means L with the target acceleration. , The third addition A third shift control means N for selecting and operating a shift speed at which the vehicle acceleration estimated by the second vehicle acceleration estimating means L is equal to or higher than the target acceleration based on the comparison result of the degree comparing means M. Configured.

According to the tenth aspect of the invention, the second vehicle acceleration estimating means L is configured to estimate the vehicle acceleration when the throttle is fully closed. In the invention according to claim 11, the third shift control means M selects the shift speed on the lowest speed side among the shift speeds at which the vehicle acceleration estimated by the second vehicle acceleration estimating means L is equal to or higher than the target acceleration. Then, the shift control is performed.

According to the twelfth aspect of the invention, the shift control by the third shift control means M is not performed when the brake is depressed. According to the invention of claim 13, when the brake is depressed, the vehicle running resistance detected by the vehicle running resistance detecting means B or the target acceleration set by the target acceleration setting means F ″ is corrected. Configured.

In a fourteenth aspect of the present invention, the deceleration intention detecting means D is configured to detect the case where the engine load of a predetermined value or less is detected as the driver's deceleration intention.
According to a fifteenth aspect of the invention, the target acceleration detecting means F, F ′, F ″ is configured to calculate the target acceleration based on the state of the vehicle.
The state of the vehicle includes at least one of the vehicle speed, the vehicle running resistance, and the current gear stage.

The invention according to claim 17 is a combination of the invention according to claim 1 and the invention according to claim 6. That is, a shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, including a vehicle speed detecting means A for detecting a vehicle speed, a vehicle running resistance detecting means B for detecting a vehicle running resistance, and an engine load. An engine load detecting means C for detecting, a deceleration intention detecting means D for detecting a driver's deceleration intention based on the engine load, and a shift speed lower than the current shift speed based on the vehicle speed and the vehicle running resistance. A first vehicle acceleration estimating means E for estimating the vehicle acceleration when the vehicle is shifted to a desired speed, a target acceleration setting means F for setting a target acceleration, a vehicle acceleration estimated by the first vehicle acceleration estimating means E, and the target acceleration. When the driver's deceleration intention is detected by the deceleration intention detecting means D, the first acceleration comparing means G for comparing the target acceleration set by the setting means F with the first acceleration comparing means G Based on the result, the first shift control means H for selecting and operating the shift speed at which the vehicle acceleration after the shift becomes equal to or higher than the target acceleration, the vehicle acceleration detecting means I for detecting the acceleration of the vehicle speed, and the second target acceleration. Comparing the second target acceleration setting means F ′ for setting the vehicle acceleration detected by the vehicle acceleration detecting means I with the second target acceleration setting by the second target acceleration setting means F ′. The second acceleration comparison means J and the deceleration intention detection means D detect the driver's deceleration intention, and the comparison result of the second acceleration comparison means J is the vehicle acceleration detected by the vehicle acceleration detection means I. And a second shift control means K that shifts from the current shift stage to a higher shift stage when the acceleration is smaller than the acceleration.

The invention according to claim 18 is a combination of the invention according to claim 1 and the invention according to claim 9, that is, an automatic transmission for a vehicle connected to an output shaft of an engine. The vehicle speed control means A for detecting the vehicle speed, the vehicle running resistance detecting means B for detecting the vehicle running resistance, the engine load detecting means C for detecting the engine load, and the operation based on the engine load. Deceleration intention detecting means D for detecting the deceleration intention of the vehicle operator, and vehicle acceleration estimating means (first vehicle acceleration estimating means E) for estimating the vehicle speed at the time of the current gear and the gear shift based on the vehicle speed and the vehicle running resistance. And the second vehicle acceleration estimating means L), a target acceleration setting means F for setting a target acceleration, a vehicle acceleration estimated by the vehicle acceleration estimating means, and a target set by the target acceleration setting means F. When the driver's deceleration intention is detected by the fourth acceleration comparing means for comparing the speed and the deceleration intention detecting means D, the vehicle acceleration after the shift is performed based on the comparison result of the fourth acceleration comparing means. And a fourth shift control means for performing a shift operation by selecting a shift speed at which is equal to or higher than the target acceleration.

[0018]

According to the present invention having the above-described structure, the first vehicle acceleration estimating means estimates the vehicle acceleration in the case of downshifting from the current shift speed, and compares the estimated vehicle acceleration with the target acceleration. As a result, the shift speed at which the vehicle acceleration after the shift becomes equal to or higher than the target value (that is, not excessively decelerated) is selected. On the other hand, it is determined whether or not the driver intends to decelerate, and if the driver does not intend to decelerate, the first shift control for the downhill road is performed in order to respect the driver's intention and eliminate discomfort to the driver. Prohibit shift control by means,
The shift control is performed as it is in accordance with the normal shift pattern, and only when there is a deceleration intention, the first shift control means shifts to the selected shift stage.

Therefore, the downhill road shift control can be performed with respect to the driver's intention to decelerate, and the gear can be shifted to a gear stage in which an acceleration (for example, a value in the vicinity of 0, which is approximately 0 or more) is obtained so that the driver does not decelerate too much. It is possible to obtain a good deceleration characteristic according to the gradient without feeling uncomfortable that the engine braking is excessively effective, and thus it is possible to optimize the drivability of the vehicle on the downhill road.

It should be noted that the point that the driver does not feel uncomfortable that the engine braking is excessively effective is selected by selecting a shift stage in which the vehicle acceleration after the shift is equal to or higher than the target value.
This is an important point. That is, if the driver feels too slow, the driver does not have an effective means for avoiding the discomfort, and the discomfort cannot be easily eliminated. However, if you select a shift stage in which the vehicle acceleration after shifting is greater than or equal to the target value,
Even if the driver feels uncomfortable, the driver feels that he / she is accelerating too much.
This is because the discomfort can be eliminated extremely easily.

Further, by selecting the shift speed by comparing the estimated vehicle acceleration calculated and the target acceleration, the shift timing can be changed according to the shift speed requiring a large memory capacity as in the conventional case. Since a map for setting (see FIG. 20) is not required, cost can be reduced. According to the invention described in claim 2,
Since there is a demand to run at a predetermined acceleration (for example, approximately 0) at a throttle fully closed state when descending a slope,
That is, it is necessary to run on a downhill road without causing a feeling of strangeness, and accordingly, the vehicle acceleration is estimated by the first vehicle acceleration estimating means in the fully closed state of the throttle.

According to a third aspect of the present invention, the first shift control means sets the lowest shift speed among the shift speeds at which the vehicle acceleration estimated by the first vehicle acceleration estimating means is equal to or higher than the target acceleration. Select and control gear shifting.
As a result, the engine brake can be applied most effectively without causing the driver to feel that the engine brake is too effective.

According to the invention described in claim 4, when the driver is stepping on the brake, the accuracy of detection of the vehicle running resistance is lowered, so that the final shift control may not be good. First, the shift control by the first shift control means is prohibited to prevent the occurrence of such a problem.
According to a fifth aspect of the invention, when the driver is stepping on the brake, the vehicle running resistance detected by the vehicle running resistance detecting means or the target acceleration set by the target acceleration setting means is corrected and the brake is applied. Even if there is an operation, control accuracy can be improved. As a result, the downhill road shift control can be performed by the first shift control means with higher accuracy.

According to the sixth aspect of the present invention, the current vehicle acceleration and the target acceleration are compared with each other, and if the current speed is too slow and the driver feels uncomfortable, the current speed is changed. The downhill road shift control is performed to upshift to a higher speed shift stage via the second shift control means.
Even in the present invention, similarly to the invention described in claim 1, it is determined whether or not the driver intends to decelerate, and if there is no intention to decelerate,
In order to respect the driver's will and to eliminate a feeling of discomfort to the driver, the speed change control by the second speed change control means for the downhill road is prohibited, and the speed change control is performed according to the normal speed change pattern as it is, and the intention of deceleration is achieved. The upshift control by the second shift control means is performed only when there is the above.

Therefore, the downhill shift control can be performed with respect to the driver's intention to decelerate, and the driver shifts to a shift stage in which an acceleration that does not cause excessive deceleration can be obtained. Therefore, the driver feels that the engine brake is too effective. Since it is possible to obtain a good deceleration characteristic according to the gradient without performing the above, it is possible to optimize the drivability of the vehicle on the downhill road. Similar to the invention according to claim 1, it is important that the driver does not feel uncomfortable that the engine braking is too effective by selecting a shift speed at which the vehicle acceleration after the shift is equal to or higher than the target value. It is a point.

Further, since the detected vehicle acceleration and the target acceleration are compared and upshifted, the structure can be simplified and, as in the conventional case, it is possible to correspond to a shift stage requiring a large memory capacity. Since a map (see FIG. 20) for setting the gear shift timing is not required, cost can be reduced. In the invention according to claim 7, when the driver is stepping on the brake, the accuracy of detection of the vehicle acceleration is lowered, so that the final shift control may not be good. Therefore, in this case, The shift control by the second shift control means is prohibited to prevent the occurrence of such a problem.

According to the invention described in claim 8, when the driver is stepping on the brake, the vehicle acceleration detected by the vehicle acceleration detecting means or the target acceleration set by the target acceleration setting means is corrected, The control accuracy can be improved even if the brake is operated. As a result, the downhill road shift control can be performed by the second shift control means with higher accuracy.

According to the ninth aspect of the present invention, the vehicle acceleration in the case of an upshift estimated by the second vehicle acceleration estimating means (including the case where the current gear is maintained) is compared with the target acceleration. Thus, the shift speed at which the vehicle acceleration after the shift is equal to or higher than the target acceleration (that is, not too slow) is selected. On the other hand, it is determined whether or not the driver intends to decelerate, and if the driver does not intend to decelerate, the third shift control for the downhill road is performed in order to respect the driver's will and eliminate discomfort to the driver. Prohibit the shift control by means, and perform the shift control according to the normal shift pattern as it is,
Only when there is a deceleration intention, the third shift control means shifts to the selected shift speed.

Therefore, the downhill shift control can be performed with respect to the driver's intention to decelerate, and the gear can be shifted to a shift stage in which an acceleration (for example, a value in the vicinity of 0 of approximately 0 or more) that does not cause excessive deceleration can be obtained. It is possible to obtain a good deceleration characteristic according to the gradient without feeling uncomfortable that the engine braking is excessively effective, and thus it is possible to optimize the drivability of the vehicle on the downhill road. Similar to the invention according to claim 1, it is important that the driver does not feel uncomfortable that the engine braking is too effective by selecting a shift speed at which the vehicle acceleration after the shift is equal to or higher than the target value. It is a point.

Further, by selecting the shift speed by comparing the estimated vehicle acceleration calculated by the calculation and the target acceleration, the shift timing can be changed according to the shift speed requiring a large memory capacity as in the conventional case. Since a map for setting (see FIG. 20) is not required, cost can be reduced. According to the invention described in claim 10, it is possible to obtain the same effect as the invention described in claim 2 with respect to the invention described in claim 9.

In the eleventh aspect of the invention, the third shift control means sets the lowest shift speed among the shift speeds at which the vehicle acceleration estimated by the second vehicle acceleration estimating means becomes equal to or higher than the target acceleration. Select and control gear shifting.
As a result, the engine brake can be applied most effectively without causing the driver to feel that the engine braking is too effective.

According to the twelfth aspect of the present invention, when the driver is stepping on the brake, the final gear shift control may not be good because the detection accuracy of the vehicle running resistance may be low. First, the shift control by the third shift control means is prohibited to prevent the occurrence of such a problem.
In the invention according to claim 13, when the driver is stepping on the brake, the vehicle running resistance detected by the vehicle running resistance detecting means or the target acceleration set by the target acceleration setting means is corrected to apply the brake. Even if there is an operation, control accuracy can be improved. As a result, the downhill road shift control can be performed by the third shift control means with higher accuracy.

According to a fourteenth aspect of the present invention, when the deceleration intention detecting means detects an engine load equal to or less than a predetermined value,
The driver's intention to decelerate is detected. The engine load (for example, throttle opening, accelerator operation amount, etc.) can be detected most quickly as an operation that reveals the driver's intention to decelerate. Therefore, the operation can be detected most quickly and accurately by detecting such engine load. It becomes possible to detect the driver's intention to decelerate. As a result, it is possible to improve the accuracy of the downhill shift control by the first shift control means, the second shift control means, and the third shift control means.

According to the fifteenth aspect of the present invention, since the target acceleration detecting means is configured to calculate the target acceleration based on the state of the vehicle, the target acceleration is set with high accuracy according to the state of the vehicle. Therefore, the shift control on the downhill road can be made more accurate. Claim 16
In the invention described in (1), since the state of the vehicle includes at least one of the vehicle speed, the vehicle running resistance, and the current gear position, the target acceleration is set with a factor that has a large influence on the actual vehicle acceleration as a parameter. Is set, it is possible to improve the accuracy of shift control on a downhill road.

The invention according to claim 17 is a combination of the invention according to claim 1 and the invention according to claim 6, and therefore the downhill slope changes during the downhill shift control. Even so, downshift control and upshift control can be performed according to changes in the downhill slope, so that good downhill control can be performed without constantly giving the driver a feeling of excessive deceleration. become.

The invention according to claim 18 is a combination of the invention according to claim 1 and the invention according to claim 9, and therefore, compared with the invention according to claim 17,
If the downhill slope changes during the downhill speed change control, the downshift control and the upshift control can be performed more finely, so that the driver does not always feel too slow and is extremely good. It becomes possible to perform the downhill road control.

[0037]

Embodiments of the present invention will be described below with reference to the drawings. In the first embodiment (corresponding to the invention described in claim 1), as shown in FIG. 4, the engine 1 has an automatic transmission 2 in which generated torque is transmitted to vehicle drive wheels (not shown). Are linked to. The automatic transmission 2 is
A torque converter 3 for inputting the torque generated by the engine 1 via a fluid, a multi-stage speed change gear mechanism 4 for inputting the output of the torque converter 3 and changing and outputting the output, and a hydraulic mechanism (not shown) for driving these. Composed of.

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

Signals from various sensors are input to the control unit 50. As various sensors, a throttle sensor 7 as an engine load detecting means that outputs an output signal according to a throttle opening TVO, and a vehicle speed VSP by detecting a rotation speed of an output shaft (output shaft 5) of the automatic transmission 2 are detected. A vehicle speed sensor 8 is provided as a vehicle speed detecting means.

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

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

In step 4, the present turbine rotation speed (Nt, that is, the output shaft rotation speed of the torque converter 3) is obtained. The turbine rotation speed (Nt) can be calculated by the following formula. Nt = VSP × k Nt (g) k Nt (g); a constant determined from the current shift stage, g = current shift stage Note that the current shift stage is the gear position at which the shift gear mechanism 4 detects the shift stage position. The sensor 9 may be provided for detection, but it is advantageous in terms of cost to make the determination from the current shift instruction signal of the control unit 50 or the like.

In step 5, the current turbine torque (Tt, that is, the output shaft torque of the torque converter 3) is obtained from the vehicle speed VSP and the turbine torque Tt map (see FIG. 8, three-dimensional map of Nt, TVO and Tt). In step 6, the present driving force (FCE) is calculated from the following equation. FCE = Tt × k Tt (g) k Tt (g); a constant determined from the current shift stage, g = current shift stage In step 7, the running resistance (RESI-I) is obtained from the following equation.

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

The step 8 constitutes a target acceleration setting means. In step 9, the gear i after the downshift is performed.
(= G-1, g; current gear) is calculated. Step 10
Then, it is determined whether i is 0 or not. If YES (0), proceed to step 11, and if NO (1), step 12
Go to.

At step 11, since the current gear is the first speed, the current instruction to the control unit 50 is maintained in order to select the first speed as it is because further downshift cannot be performed. In step 12, the current gear is not the 1st speed, so downshifting is possible if required. Therefore, the turbine rotation speed Nt2 in the case of downshifting is obtained from the following equation.

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

FCE2 = Tt2 × k Tt (i) k Tt (i); a constant determined by the shift stage after the downshift In step 15, the acceleration resistance (RE
SI-A2) is calculated from the following formula. RESI-A2 = (FCE2)-(RESI-I)-(RESI-RL) In Step 16, the acceleration resistance (RE
SI-A2) is compared with the downshift target acceleration (TGT-RA).

If RESI-A2 ≧ TGT-RA, the current i is set to g in step 17 in order to calculate the acceleration resistance (RESI-A2) when further downshifted, and then the process returns to step 9. On the other hand, if RESI-A2 <TGT-RA, a shift speed with an acceleration smaller than the downshift target acceleration (for example, excessive deceleration) was found, so proceed to step 18 and actually downshift. As a material for determining whether or not to shift, whether or not the driver intends to decelerate (coast) is confirmed.

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

If YES (TVO≤TVO-cnst), it can be determined that the driver intends to decelerate, so the routine proceeds to step 19 to actually perform the downshift. NO
If (TVO> TVO-cnst), it is assumed that the driver has no intention to decelerate, and in order to eliminate the discomfort to the driver by respecting the driver's intention, a downshift for a downhill road is forced. The control is not performed, and this flow is ended as it is, and the shift control is performed according to the normal shift pattern (FIG. 10).

In step 19, since the driver actually intends to decelerate, the shift stage (= i + 1) obtained by adding 1 to the shift stage i at the time of the downshift currently set is selected and controlled. The gear shift is instructed to the unit 50, and this flow ends. As a result, the gear is downshifted to a gear position that is one step larger than the gear position that causes excessive deceleration, so that the driver does not feel uncomfortable that the engine brake is too effective, and good deceleration characteristics according to the gradient are achieved. Therefore, the drivability of the vehicle on the downhill road can be improved.

In this way, the acceleration resistance (RESI-A2) when downshifting and the downshift target acceleration (TGT-R
A) is compared with, and in step 16, the shift speed at which the downshifted acceleration is likely to be too slow is found, and then (step 19), the shift speed higher than the found shift speed is found. Since the gear stage is selected, as a result, the gear stage in which the vehicle acceleration after the gear shift is equal to or higher than the downshift target acceleration (that is, not too decelerated) is always selected. It is possible to perform gear shift control on a downhill road without giving a person a feeling that the engine braking is too effective.

This is important, and if the driver feels too slow, the driver does not have any effective means for avoiding the discomfort.
The feeling of strangeness cannot be eliminated. However, if the driver selects a shift stage in which the vehicle acceleration after the gear shift is close to or higher than the target acceleration value, even if the driver feels uncomfortable, the driver may feel that the vehicle is accelerating too much. This is because it is possible to extremely easily eliminate the discomfort by operating the brake.

As described above, according to the first embodiment, the acceleration resistance (RESI-A) at the time of downshifting is compared with the downshift target acceleration (TGT-RA), and the vehicle is decelerated too much to operate. In order to prevent the driver from feeling uncomfortable, the driver selects a gear that is one step larger than the gear that causes excessive deceleration and shifts. At that time, the driver operates the throttle (the throttle opening TV
O) to determine whether or not the driver intends to decelerate. If the driver does not have the driver's intention to decelerate, in order to avoid discomfort to the driver by respecting the driver's will, the driver is forced to drive downhill. The downshift control is prohibited, and the shift control is performed according to a normal shift pattern, but only when there is an intention to decelerate, the shift speed is changed to a shift speed that is one step higher than the shift speed that is excessively reduced. Therefore, it is possible to obtain good deceleration characteristics according to the gradient without making the driver feel uncomfortable that the engine braking is too effective, so that the drivability of the vehicle on the downhill road can be optimized. Can be planned.

It should be noted that in the present embodiment, since it is possible to surely shift to a shift stage in which an acceleration that does not cause excessive deceleration (for example, a value in the vicinity of 0, which is approximately 0 or more) is obtained, the driver is given a feeling of excessive deceleration. In case of failure, that is, the driver does not have effective means for avoiding the discomfort,
The uncomfortable feeling cannot be completely eliminated, and the problem that the uncomfortable feeling is continued does not occur. That is,
In this embodiment, even if the driver feels uncomfortable, the driver feels that the vehicle is accelerating too much.Therefore, the driver can extremely easily eliminate the uncomfortable feeling by operating the brakes, thus continuously driving. It is possible to prevent the person from continuing to feel uncomfortable.

Further, in the present embodiment, the gear shift stage is selected by comparing the estimated vehicle acceleration calculated by the calculation with the target acceleration, so that the gear shift stage requiring a large memory capacity as in the conventional case. Since a map (see FIG. 20) for setting the shift timing accordingly is not required, cost reduction can be achieved. Since the driver has a request to travel at a throttle fully closed state and at a constant predetermined acceleration (for example, substantially 0) when descending a slope, the vehicle acceleration when downshifting is estimated accordingly. Is preferably performed for the throttle fully closed state, which allows more accurate downhill shift control to be performed in accordance with the driver's request.

Next, a second embodiment (corresponding to the invention described in claim 6) will be described. The first example is an example in which the gear is shifted to the downshift side so that the vehicle can travel at a desired acceleration when going downhill, whereas the second example is
In this embodiment, the gear is shifted to the upshift side so that the vehicle can travel at a desired acceleration when descending a slope. In other words, if the downhill slope is gentle or the current gear is on the low side,
This corresponds to a case where the driver feels uncomfortable because the vehicle is decelerating too much unless the upshift is performed.

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

In step 21, the vehicle speed VSP and the throttle opening TVO are read. In step 22, the current acceleration resistance (RESI-A) is obtained. Current acceleration resistance (RESI-A)
Can be calculated by the following formula. RESI-A = ALF × k α ALF; Current acceleration, k α; Acceleration resistance calculation constant [Set by vehicle weight, etc.] In step 23, vehicle speed VSP and TRA table (TGT-RA
Calculation table, here TGT-RA means "upshift target acceleration". From FIG. 9), TGT-RA is calculated. The upshift target acceleration may be any value as long as it is a value (a value in the vicinity of 0 that is equal to or greater than 0) that provides a desired deceleration characteristic. The upshift target acceleration may be a fixed value. However, if the target acceleration is set according to the vehicle speed (or the vehicle running resistance, the current gear position, etc.) as in the present embodiment, the target acceleration can be set with higher accuracy and high-precision gear shift control can be performed. become.

At step 24, the brake switch 10 is turned on.
It is determined whether or not it is N. If YES, the process proceeds to step 25, and if NO, the process proceeds to step 26. In step 25, the calculated upshift target acceleration TGT-RA is obtained.
Is added to the correction term β when the brake is depressed (TGT-RA +
β → TGT-RA). Alternatively, the RESI-A may be corrected.

At step 26, the current acceleration resistance (RESI-
A) is compared with the upshift target acceleration (TGT-RA). If RESI-A ≧ TGT-RA, it is determined that the requested acceleration is obtained, and this flow is ended as it is, and the shift control in the normal pattern is performed (see FIG. 10). On the other hand, RESI-A <
If it is TGT-RA, it will be decelerated too much, so it is necessary to upshift the current gear to the next larger gear,
In order to confirm whether or not the driver intends to decelerate (coast) as a material for determining whether or not to actually perform an upshift, the process proceeds to step 27.

In step 27, the throttle opening TVO
Is below the deceleration intention determination opening (TVO-cnst). If YES (TVO ≦ TVO-cnst), it can be determined that the driver intends to decelerate, so the routine proceeds to step 28. On the other hand, if NO (TVO> TVO-cnst), it is assumed that the driver has no intention to decelerate, so that the driver's will is respected and the driver feels no discomfort. The upshift control is not performed, and this flow is ended as it is, and the shift control is performed according to the normal shift pattern (FIG. 10).

In step 28, since the driver intends to decelerate (coast), the control unit 50 is instructed to shift gears so as to upshift the current gear stage to the next larger gear stage. To finish. As a result, it is possible to prevent excessive deceleration when traveling at the current shift speed, and obtain good deceleration characteristics according to the gradient without making the driver feel uncomfortable that the engine braking is too effective. Therefore, the drivability of the vehicle on the downhill road can be improved. If you want to shift up to 1st gear,
When the current gear stage is the highest gear stage, upshifting cannot be performed any more, so the highest gear stage can be maintained.

As described above, according to the second embodiment, the current acceleration resistance (RESI-A) and the upshift target acceleration (TG
T-RA) is compared with the current gear, and if the driver feels uncomfortable because the vehicle is decelerating too much at the current gear, the driving is performed when upshifting to a gear that is one step larger than the current gear. Based on the operator's throttle operation (throttle opening TVO), it is determined whether or not the driver intends to decelerate (coast), and if there is no intention to decelerate, the driver's will is respected and the driver feels uncomfortable. In order to eliminate the problem, forcible upshift control for downhill roads is prohibited and shift control is performed in accordance with a normal shift pattern, while if deceleration is intended, the deceleration will be excessive. Since the gear is upshifted to a gear that is one step larger than the current gear, a simple configuration provides good deceleration characteristics according to the gradient without causing the driver to feel uncomfortable that the engine brake is too effective. thing Therefore, the drivability of the vehicle on the downhill road can be optimized. The effect of not giving the driver a feeling of excessive deceleration is similar to that of the first embodiment.

Also in this embodiment, since the shift speed is selected by calculation, the map for setting the shift timing according to the shift speed requiring a large memory capacity as in the conventional case (see FIG. 20). Since the reference) is not required, the cost can be reduced. In the second embodiment,
It is determined whether or not the brake is depressed, and when the brake is depressed, the current acceleration resistance or the target acceleration is corrected, so that it is possible to prevent the gear shift control from becoming defective due to the brake depression. . Further, when the driver is stepping on the brake, the downhill shift control may be prohibited so as to prevent the shift control from being deteriorated due to the depression of the brake and giving the driver a feeling of strangeness. Further, although the accuracy is somewhat lowered, the downhill road shift control may be performed regardless of whether or not the brake is depressed, that is, steps 24 and 25 may be omitted.

Next, a third embodiment (corresponding to the invention described in claim 9) will be described. The third embodiment is aimed at improving the accuracy of the second embodiment, and if the downhill slope is gentle or the current gear is on the lower side, the driver will decelerate unless upshifting. This is to deal with the case where it gives a feeling of strangeness.

The overall structure of the third embodiment is the same as that of the first embodiment, and the explanation thereof is omitted. Below, deceleration intention detecting means, vehicle running resistance detecting means, second vehicle acceleration estimating means, target acceleration setting means (third target acceleration setting means),
The shift control performed by the control unit 50 having the functions of the third acceleration comparison means and the third shift control means will be described with reference to FIG.
3 and the flow chart shown in FIG.

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

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

At step 38, from the vehicle speed VSP and the TRA table (TGT-RA calculation table, where TGT-RA means "upshift target acceleration", see FIG. 9), the TG
Calculate T-RA. The upshift target acceleration is, for example, a value at which a desired deceleration characteristic is obtained (0 or more and a value near 0).
So long as it has any value. The downshift target acceleration may be a fixed value. However, if the target acceleration is set according to the vehicle speed (or the vehicle running resistance, the current gear position, etc.) as in the present embodiment, the target acceleration can be set with higher accuracy and high-precision gear shift control can be performed. become.

The step 38 is a target acceleration setting means,
Alternatively, it constitutes a second target acceleration setting means. Step 39
Then, the current gear stage is set to i. In step 40, it is judged whether or not the currently set i is 5. If YES, the process proceeds to step 41, and if NO, the process proceeds to step 42. In the present embodiment, since the 4th speed transmission is used, it is not possible to shift to the 5th speed.
Or not. Therefore, the determination value (upper limit +1) is appropriately changed according to the number of shift stages of the transmission included in the vehicle.

In step 41, the fourth speed is selected and the present flow ends. In step 42, the currently set i
The turbine rotation speed Nt2 at is calculated from the following equation. Nt2 = VSP × k Nt (i) k Nt (i); Constant determined by i In step 43, the turbine torque (Tt2) at i is obtained from the vehicle speed VSP and the turbine torque Tt map.

At step 44, the driving force (FC
E2) is calculated from the following formula. FCE2 = Tt2 × k Tt (i) k Tt (i); a constant determined by i In step 45, the acceleration resistance (RESI-A2) at the currently set speed i is calculated from the following equation.

RESI-A2 = (FCE2)-(RESI-I)-(RESI-RL) At step 46, the acceleration resistance (RESI-A2) at the currently set gear i and the upshift target acceleration (TGT). -
RA), and compare. If RESI-A2 <TGT-RA, the requested acceleration is not obtained (deceleration too much), and i = i + 1 is set in step 47 in order to shift up. Then, the process returns to step 40.

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

If YES (TVO≤TVO-cnst), it is determined that the driver actually intends to decelerate.
Continue to 49. In step 49, a signal is sent to the control unit 50 so as to upshift to the speed i set in the above step so as not to decelerate too much, and this flow ends. On the other hand, if NO (TVO> TVO-cnst), it is assumed that the driver does not intend to decelerate, and because the driver's will is respected, the driver is forced to go downhill in order to eliminate the discomfort. The upshift control is not performed, and this flow is ended as it is, and the shift control is performed according to the normal shift pattern (FIG. 10).

As described above, according to the third embodiment, by comparing the acceleration resistance (RESI-A2) in the case of upshifting and the upshift target acceleration (TGT-RA), it is possible to coast downhill. The gear is selected by selecting a gear that will provide a desired acceleration that does not cause excessive deceleration, and at that time, whether or not there is a deceleration intention based on the driver's throttle operation (throttle opening TVO). If there is no intention to decelerate, in order to respect the driver's will and eliminate the discomfort to the driver, the upshift control for the compulsory downhill road is prohibited and the normal shift pattern The gear change control is performed according to
Since the shift control is performed, it is possible to obtain a good deceleration characteristic according to the gradient without causing the driver to feel uncomfortable that the engine braking is excessively effective. The drivability can be optimized.

Also in this embodiment, since the shift speed is selected by calculation, a map for setting the shift timing according to the shift speed requiring a large memory capacity as in the conventional case (see FIG. 20). Since the reference) is not required, the cost can be reduced. It should be noted that for the driver, when the vehicle is descending a slope, the throttle is fully closed and a predetermined acceleration (for example,
Since there is a demand to drive at a constant level, it is desirable to estimate the vehicle acceleration when upshifting accordingly for the throttle fully closed state. This makes it possible to meet the driver's demand. Highly accurate downhill shift control can be performed.

By the way, in each of the above embodiments, the downshift control or the upshift control is separately performed so that the desired acceleration can be obtained during the downhill coasting. If it changes, the upshift does not occur in the downshift control and the downshift does not occur in the upshift control, so that good acceleration cannot be obtained. As shown in FIGS. 15, 16 (corresponding to the invention of claim 17) and FIGS. 17 to 19 (corresponding to the invention of claim 18), these downshift control and upshift control are combined. It is preferable that it is configured as follows.

Further, in each of the above embodiments, the driver's intention to decelerate is detected. The fastest operation that reveals the driver's intention to decelerate is to detect the engine load (for example, throttle opening, accelerator operation amount). Therefore, the driver's intention to decelerate can be detected most quickly and accurately by detecting the engine load, and the downshift speed shift control can be made highly accurate.

By the way, in the first and third embodiments, unlike the second embodiment, it is not judged whether or not the brake pedal is depressed, but as in the second embodiment, the brake is used. When is depressed, correct the detected vehicle running resistance (RESI-A) or target acceleration,
It may be possible to prevent the shift control from becoming defective due to the depression of the brake. Further, when the driver is stepping on the brake, the downhill shift control may be prohibited so as to prevent the shift control from being deteriorated due to the depression of the brake and giving the driver a feeling of strangeness.

[0083]

As described above, according to the first aspect of the invention, the downhill road shift control can be performed with respect to the driver's intention to decelerate, and the acceleration does not cause excessive deceleration (for example, approximately 0 or more). Since the gear can be shifted to a gear position that obtains a value close to 0), it is possible to obtain good deceleration characteristics according to the gradient without causing the driver to feel uncomfortable that the engine braking is too effective, and thus, the downhill road can be obtained. It is possible to optimize the drivability of the vehicle. Also, by comparing the estimated vehicle acceleration by calculation and the target acceleration,
By selecting the shift speed, there is no need for a map for setting the shift timing according to the shift speed that requires a large memory capacity, which is required in the related art, so that the cost can be reduced.

According to the second aspect of the present invention, when the driver descends the downhill, the throttle is fully closed, and the speed change on the downhill road that satisfies the requirement that the driver wants to run at a predetermined acceleration (for example, substantially 0) is constant. Control can be performed. According to the third aspect of the present invention, the engine braking can be applied most effectively within the range in which the driver does not feel that the engine braking is too effective.

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

According to the sixth aspect of the present invention, with a simple configuration, the downhill shift control can be performed with respect to the driver's intention to decelerate, and an upshift is performed to a shift stage in which an acceleration that does not cause excessive deceleration can be obtained. Therefore, it is possible to obtain good deceleration characteristics according to the gradient without making the driver feel uncomfortable that the engine braking is too effective, and thus it is possible to optimize the drivability of the vehicle on the downhill road. it can. In addition, the detected vehicle acceleration is compared with the target acceleration to perform the upshift, so that the configuration can be simplified and the shift timing can be changed according to the shift stage requiring a large memory capacity as in the conventional case. Since a map for setting is not required, cost can be reduced.

According to the invention described in claim 7, when the driver is stepping on the brake, the shift control by the first shift control means is prohibited, so that the occurrence of the shift control failure can be prevented. According to the invention described in claim 8, when the driver is stepping on the brake, the vehicle running resistance,
Alternatively, since the target acceleration is corrected, the shift control accuracy can be improved.

According to the ninth aspect of the invention, the downhill road shift control can be performed with respect to the driver's intention to decelerate, and an acceleration (for example, a value in the vicinity of 0 that is approximately 0 or more) that does not cause excessive deceleration can be obtained. Since it is possible to shift to the gear position, it is possible to obtain good deceleration characteristics according to the grade without making the driver feel uncomfortable that the engine brake is too effective, thus optimizing the drivability of the vehicle on the downhill road. Can be achieved. Further, by selecting the shift speed by comparing the estimated vehicle acceleration calculated by the calculation with the target acceleration, the shift timing is set according to the shift speed requiring a large memory capacity as in the conventional case. Since no map is required, cost can be reduced.

According to the invention described in claim 10, it is possible to obtain the same effect as the invention described in claim 2 with respect to the invention described in claim 9. According to the invention described in claim 11, the engine braking can be applied most effectively within a range in which the driver does not feel that the engine braking is too effective. According to the invention of claim 12, when the driver is stepping on the brake, the shift control by the first shift control means is prohibited,
It is possible to prevent the occurrence of shift control failure.

According to the thirteenth aspect of the present invention, when the driver is stepping on the brake, the vehicle running resistance or the target acceleration is corrected, so that the shift control accuracy can be improved. According to the invention of claim 14,
It is the engine load (for example, throttle opening, etc.) that can be most quickly detected as an operation that reveals the driver's intention to decelerate.
Therefore, the driver's intention for deceleration can be detected most quickly and accurately by detecting the engine load. As a result, it is possible to improve the accuracy of shift control during downhill.

According to the fifteenth aspect of the present invention, since the target acceleration detecting means is configured to calculate the target acceleration based on the state of the vehicle, the target acceleration can be accurately determined according to the state of the vehicle. Since it can be set, the shift control on a downhill road can be made more accurate. According to the sixteenth aspect of the invention, since the state of the vehicle is configured to include at least one of the vehicle speed, the vehicle running resistance, and the current gear stage, a factor that greatly affects the actual vehicle acceleration Since the target acceleration is set by using as a parameter, it is possible to improve the accuracy of shift control on a downhill road.

According to the invention of claim 17, claim 1
Therefore, even if the downhill road gradient changes during the downhill road shift control, the invention according to claim 6 and the invention according to claim 6 are combined.
Since the downshift control and the upshift control can be performed, good downhill road control can be performed without always giving the driver a feeling of excessive deceleration.

The invention according to claim 18 is a combination of the invention according to claim 1 and the invention according to claim 9, and therefore, compared with the invention according to claim 17, If the downhill slope changes during downhill speed change control,
Since the downshift control and the upshift control can be performed more finely, extremely good downhill road control can be performed without giving the driver a feeling of excessively decelerating.

[Brief description of drawings]

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

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

FIG. 3 is a block diagram according to the invention of claim 9.

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

FIG. 5 is a flowchart (No. 1) for explaining downhill road shift control in the embodiment.

FIG. 6 is a flowchart (No. 2) for explaining downhill shift control in the above embodiment.

[Fig. 7] R / L (air resistance + rolling resistance) table

FIG. 8 Tt (turbine torque search) map

FIG. 9: TRA (for downshift or upshift target acceleration calculation) table

FIG. 10 Normal shift pattern

FIG. 11 is an overall configuration diagram of the second embodiment.

FIG. 12 is a flowchart illustrating downhill shift control in the above embodiment.

FIG. 13 is a flowchart (No. 1) for explaining downhill speed change control in the third embodiment.

FIG. 14 is a flowchart (No. 2) for explaining downhill speed change control in the third embodiment.

FIG. 15 is a flowchart (No. 1) for explaining downhill shift control when the first embodiment and the second embodiment are combined.

FIG. 16 is a flowchart (No. 2) for explaining downhill shift control in the case where the first embodiment and the second embodiment are combined.

FIG. 17 is a flowchart (No. 1) for explaining downhill shift control when the first embodiment and the third embodiment are combined.

FIG. 18 is a flowchart (No. 2) for explaining downhill road shift control when the first embodiment and the third embodiment are combined.

FIG. 19 is a flowchart (No. 3) for explaining downhill road shift control in the case where the first embodiment and the third embodiment are combined.

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

[Explanation of symbols]

 1 engine 2 automatic transmission 3 torque converter 4 speed change gear mechanism 7 throttle sensor 8 vehicle speed sensor 10 brake switch 50 control unit

Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display area F16H 59:54

Claims (18)

[Claims] 1. A shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, comprising a vehicle speed detecting means for detecting a vehicle speed, a vehicle running resistance detecting means for detecting a vehicle running resistance, and an engine load. Engine load detection means for detecting the engine speed, deceleration intention detection means for detecting the driver's deceleration intention based on the engine load, and a gear speed lower than the current gear speed based on the vehicle speed and the vehicle running resistance. First vehicle acceleration estimating means for estimating the vehicle acceleration when shifting, target acceleration setting means for setting the target acceleration, vehicle acceleration estimated by the first vehicle acceleration estimating means, and setting by the target acceleration setting means A first acceleration comparing means for comparing the calculated target acceleration, and a deceleration intention detecting means for detecting a deceleration intention of the driver, based on a comparison result of the first acceleration comparing means. There, the shift control apparatus for a vehicular automatic transmission, characterized in that the vehicle acceleration after shifting is configured to include a first shift control means for shifting operation by selecting the gear position to be above the target acceleration, a. 2. A shift control device for an automatic transmission for a vehicle according to claim 1, wherein the first vehicle acceleration estimating means estimates the vehicle acceleration when the throttle is fully closed. 3. The first shift control means selects the shift speed on the lowest speed side among the shift speeds at which the vehicle acceleration estimated by the first vehicle acceleration estimating means is equal to or higher than a target acceleration and controls the shift. Claim 1 or Claim 2 characterized by
5. A shift control device for an automatic transmission for a vehicle according to claim 1. 4. The automatic transmission for a vehicle according to claim 1, wherein when the brake is depressed, the shift control by the first shift control means is not performed. Shift control device. 5. The vehicle running resistance detected by the vehicle running resistance detecting means or the target acceleration set by the target acceleration setting means is corrected when the brake is depressed. The shift control device for an automatic transmission for a vehicle according to claim 3. 6. A shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, comprising a vehicle speed detecting means for detecting a vehicle speed, an engine load detecting means for detecting an engine load, and an engine load based on the engine load. Deceleration intention detecting means for detecting the driver's deceleration intention, vehicle acceleration detecting means for detecting the acceleration of the vehicle speed, target acceleration setting means for setting the target acceleration, and vehicle acceleration detected by the vehicle acceleration detecting means. , Second acceleration comparing means for comparing the target acceleration set by the target acceleration setting means, and the deceleration intention of the driver is detected by the deceleration intention detecting means, and a comparison result of the second acceleration comparing means is obtained. Second shift control means for performing a shift operation from the current shift speed to a higher speed shift speed when the vehicle acceleration detected by the vehicle acceleration detection means is smaller than the target acceleration; Shift control apparatus for a vehicular automatic transmission, characterized in that the comprise configuration. 7. The shift control device for an automatic transmission for a vehicle according to claim 6, wherein when the brake is depressed, the shift control by the second shift control means is not performed. 8. The method according to claim 6, wherein the vehicle acceleration detected by the vehicle acceleration detecting means or the target acceleration set by the target acceleration setting means is corrected when the brake is depressed. Shift control device for the automatic transmission of the vehicle. 9. A shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, comprising a vehicle speed detecting means for detecting a vehicle speed, a vehicle running resistance detecting means for detecting a vehicle running resistance, and an engine load. The engine load detection means for detecting the engine speed, the deceleration intention detection means for detecting the driver's deceleration intention based on the engine load, and the high-speed gear including the current gear based on the vehicle speed and the vehicle running resistance. Second vehicle acceleration estimating means for estimating a vehicle acceleration when the vehicle is running, target acceleration setting means for setting a target acceleration, and vehicle acceleration estimated by the second vehicle acceleration estimating means and a target acceleration are compared. When the driver's deceleration intention is detected by the third acceleration comparing means and the deceleration intention detecting means, the second vehicle acceleration estimating means makes the second vehicle acceleration estimating means based on the comparison result of the third acceleration comparing means. Shift control apparatus for a vehicular automatic transmission, characterized in that the constant has been the vehicle acceleration is configured to include a third shift control means for shifting operation by selecting the gear position to be above the target acceleration, a. 10. The shift control device for an automatic transmission for a vehicle according to claim 7, wherein the second vehicle acceleration estimating means estimates the vehicle acceleration when the throttle is fully closed. 11. The third shift control means selects the shift speed on the lowest speed side among the shift speeds at which the vehicle acceleration estimated by the second vehicle acceleration estimating means is equal to or higher than a target acceleration, and performs shift control. 9. A shift control device for an automatic transmission for a vehicle according to claim 7, wherein: 12. The automatic transmission for a vehicle according to claim 7, wherein when the brake is depressed, the shift control by the third shift control means is not performed. Shift control device. 13. The vehicle running resistance detected by the vehicle running resistance detecting means or the target acceleration set by the target acceleration setting means is corrected when the brake is depressed. A shift control device for an automatic transmission for a vehicle according to claim 9. 14. The deceleration intention detecting means detects a case where an engine load equal to or less than a predetermined value is detected as a driver's deceleration intention, according to any one of claims 1 to 11. Shift control device for the automatic transmission of the vehicle. 15. The shift control of an automatic transmission for a vehicle according to claim 1, wherein the target acceleration detecting means calculates the target acceleration based on a state of the vehicle. apparatus. 16. The shift control device for an automatic transmission for a vehicle according to claim 13, wherein the state of the vehicle includes at least one of a vehicle speed, a vehicle running resistance, and a current shift speed. 17. A shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, comprising a vehicle speed detecting means for detecting a vehicle speed, a vehicle running resistance detecting means for detecting a vehicle running resistance, and an engine load. Engine load detection means that detects the driver's deceleration intention based on the engine load, deceleration intention detection means that detects the driver's deceleration intention based on the engine load, and the gear speed lower than the current gear speed based on the vehicle speed and the vehicle running resistance. First vehicle acceleration estimating means for estimating a vehicle acceleration in the case of shifting, target acceleration setting means for setting a target acceleration, vehicle acceleration estimated by the first vehicle acceleration estimating means, and setting by the target acceleration setting means The first acceleration comparing means for comparing the calculated target acceleration, and the comparison result of the first acceleration comparing means when the driver's deceleration intention is detected by the deceleration intention detecting means. Based on this, first shift control means for selecting and operating a shift stage in which the vehicle acceleration after the shift is equal to or higher than the target acceleration, vehicle acceleration detecting means for detecting the acceleration of the vehicle speed, and second setting the second target acceleration. Second target acceleration setting means, vehicle acceleration detected by the vehicle acceleration detecting means, and second acceleration set by the second target acceleration setting means
Vehicle acceleration in which the driver's deceleration intention is detected by the second acceleration comparison means for comparing the target acceleration with the second acceleration comparison means, and the comparison result of the second acceleration comparison means is detected by the vehicle acceleration detection means. The second target acceleration, the second shift control means for performing a shift operation from the current shift stage to the shift stage on the higher speed side; and a shift control device for an automatic transmission for a vehicle, comprising: . 18. A shift control device for an automatic transmission for a vehicle, which is connected to an output shaft of an engine, comprising vehicle speed detecting means for detecting a vehicle speed, vehicle running resistance detecting means for detecting a vehicle running resistance, and engine load. The engine load detection means for detecting the engine speed, the deceleration intention detection means for detecting the driver's deceleration intention based on the engine load, and the current gear position and the vehicle acceleration when the gear is changed based on the vehicle speed and the vehicle running resistance. A fourth means for comparing a vehicle acceleration estimating means for estimating, a target acceleration setting means for setting a target acceleration, a vehicle acceleration estimated by the vehicle acceleration estimating means, and a target acceleration set by the target acceleration setting means. When the driver's deceleration intention is detected by the acceleration comparing means and the deceleration intention detecting means, the vehicle after the shift is changed based on the comparison result of the fourth acceleration comparing means. Acceleration shift control apparatus for a vehicular automatic transmission, wherein the fourth shift control means for shifting operation by selecting the gear position to be above the target acceleration, that it has configured to include.