System and method for the control of shifting of vehicle automatic transmission

• US 5,544,053 A
• Filed: 06/10/1994
• Issued: 08/06/1996
• Est. Priority Date: 06/11/1993
• Status: Expired due to Term

• Current Assignee: Mitsubishi Jidosha Kogyo Kabusiki Kasha
• Original Assignee: Mitsubishi Jidosha Kogyo Kabushiki Kaisha
• Inventors: Nakashima, Yasuhiro
• Primary Examiner(s): Teska, Kevin J.
• Assistant Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US08/258,336
• Time in Patent Office: 788 Days
• Field of Search: 364/424.1, 364/426.01, 395/900, 395/905, 74/866, 74/867, 192/4 R, 192/0.032, 192/0.052, 192/0.092, 180/170, 477/14, 477/34, 477/50, 477/64, 477/68, 477/78, 477/80, 477/95, 477/150, 477/135, 477/905, 477/114, 477/117, 477/120
• US Class Current: 701/57
• CPC Class Codes: B60W 2050/0057 Frequency analysis, spectral techniques or transforms
• CPC Class Codes: F16H 2059/082 with different modes
• CPC Class Codes: F16H 2059/142 of driving resistance calculated from weight, slope, or the like
• CPC Class Codes: F16H 2059/467 of torque converter
• CPC Class Codes: F16H 2061/0081 Fuzzy logic
• CPC Class Codes: F16H 2302/00 Determining the way or trajectory to new ratio, e.g. by determining speed, torque or time parameters for shift transition
• CPC Class Codes: F16H 59/141 of rate of change of torque or torque demand
• CPC Class Codes: F16H 59/18 dependent on the position of the accelerator pedal
• CPC Class Codes: F16H 59/24 dependent on the throttle opening
• CPC Class Codes: F16H 59/42 Input shaft speed
• CPC Class Codes: F16H 59/44 dependent on machine speed of the machine, e.g. the vehicle
• CPC Class Codes: F16H 59/48 Inputs being a function of acceleration
• CPC Class Codes: F16H 59/54 dependent on signals from the brakes, e.g. parking brakes
• CPC Class Codes: F16H 59/58 dependent on signals from the steering
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/21 Providing engine brake control

Abstract

This invention relates to a shift control system and method for a vehicle automatic transmission, in which control of a downshift on a downhill road is performed by fuzzy inference. When a vehicle has been determined to be running on a downhill road by a driving state determining device, a speed range setting device sets as an optimal speed range a speed range lower than a current speed range. In the automatic transmission, the state of engagement of a desired engaging element is changed over to achieve the optimal speed range. When the vehicle has been determined to be running on the downhill road by the driving state determining device so that the speed range lower than the current speed range has been set as the optimal speed range and also when no change has been determined in engine load by an engine load detecting device, an engagement state control device reduces engaging force to be produced upon changing over the state of engagement of a desired engaging element for achieving the optimal speed range. This makes it possible to eliminate a sense of incogruity, which would otherwise occur upon shifting to a higher speed range, while assuring a good shifting response.

Claims

1. A shift control system for a vehicle automatic transmission in which desired one of plural speed ranges is achieved by selectively changing over a state of engagement of plural engaging elements, comprising:

an engine load sensor for detecting an opening of a throttle valve or an amount of depression of an accelerator pedal arranged to control an output of an engine connected to said automatic transmission;

detecting means for detecting, based on output of said engine load sensor, a rate of change in the opening of said throttle valve or a rate of change in said amount of depression of said accelerator pedal;

determining means for determining a state of driving of a vehicle by a fuzzy inference;

setting means for setting an optimal speed range from said plural speed ranges on a basis of results of determination by said determining means; and

controlling means for selectively controlling a state of engagement of said plural engaging elements, wherein

said setting means is provided with means for setting as said optimal speed range a speed range lower than a current speed range when said vehicle has been determined to be running on a downhill road by said determining means, and

said controlling means is provided with means for reducing a value of an engagement parameter relating to a change-over of said state of engagement of a desired engaging element for achieving said optimal speed range when said vehicle has been determined to be running on said downhill road and also when said detected opening of said throttle valve or said detected amount of depression of said accelerator pedal is not greater than a first predetermined value and said detected rate of change in said opening of said throttle valve or said detected rate of change in said amount of depression of said accelerator pedal is not greater than a second predetermined value.

2. A shift control system according to claim 1, further comprising:

vehicle speed detecting means for detecting a speed of said vehicle, wherein said setting means comprises,

first speed range setting means for setting a first optimal speed range on the basis of said detected opening of said throttle valve or said detected amount of depression of said accelerator pedal and vehicle speed detected by said detecting means and said vehicle speed detecting means, respectively,

second speed range setting means for setting, as a second optimal speed range, said speed range lower than said current speed range when said vehicle has been determined to be running on said downhill road by said determining means, and

speed range determining means for comparing said first optimal speed range set by said first speed range setting means with said second optimal speed range set by said second speed range setting means and choosing said second optimal speed range set by said second speed range setting means only when said second optimal speed range set by said second speed range setting means is lower than said first optimal speed range set by said first speed range setting means.

3. A shift control system according to claim 1, wherein said engaging elements are hydraulic engaging elements selectively actuated by hydraulic pressure;

and said controlling means controls said state of engagement of each of said hydraulic engaging elements by controlling hydraulic pressure to be fed to said hydraulic engaging element.

4. A shift control system according to claim 3, wherein said controlling means is equipped with a first hydraulic pressure feeding pattern for feeding, during a change-over of a speed range, a hydraulic pressure of a predetermined value to the corresponding hydraulic engaging element and a second hydraulic pressure feeding pattern for feeding, during said change-over of said predetermined value to said corresponding hydraulic engaging element;

and when said vehicle has been determined to be running on said downhill road by said determining means and also when no change has been determined in said detected opening of said throttle valve or said detected amount of depression of said accelerator pedal by said engine load sensor, said controlling means controls an engagement force of said desired hydraulic engaging element for achieving said optimal speed range on a second hydraulic pressure feeding pattern.

5. A method for controlling a shift of a vehicle automatic transmission in which desired one of plural speed ranges is achieved by selectively changing over a state of engagement of plural engaging elements, comprising:

(a) detecting an opening of a throttle valve or an amount of depression of an accelerator pedal arranged to control an output of an engine connected to said automatic transmission;

(b) detecting, based on said detected opening of said throttle valve or said detected amount of depression of said accelerator pedal, a rate of change in said opening of said throttle valve or a rate of change in said amount of depression of said accelerator pedal;

(c) determining a state of driving of a vehicle by a fuzzy inference;

(d) setting an optimal speed range from said plural speed ranges on a basis of said determination by said step (c); and

(e) selectively controlling said state of engagement of said plural engaging elements, wherein

said step (d) comprises the substep of

setting as said optimal speed state a speed range lower than a current speed range when said vehicle has been determined to be running on a downhill road in said step (c), and wherein said engagement state control step (e) comprises the substep of

reducing a value of an engagement parameter relating to a change-over of said state of engagement of a desired engaging element for achieving said optimal speed range when said vehicle has been determined to be running on said downhill road and also when said detected opening of said throttle valve or said detected amount of depression of said accelerator pedal is not greater than a first predetermined value and said detected rate of change in said opening of said throttle valve or said detected rate of change in said amount of depression of said accelerator pedal is not greater than a second predetermined value.

6. The shift method according to claim 5, further comprising:

(f) detecting a speed of said vehicle, wherein said step (e) comprises the substeps of

(e1) setting a first optimal speed range on a basis of said load on said engine and vehicle speed detected in said step (a) and in said step (e), respectively,

(e2) setting, as a second optimal speed range, said speed range lower than said current speed range when said vehicle has been determined to be running on said downhill road in said step (c), and

(e3) comparing said first optimal speed range set in said step (e1) with said second optimal speed range set in said step (e2) and choosing said second optimal speed range set in said step (e2) only when said second optimal speed range set in said step (e2) is lower than said first optimal speed range set in said step (e1).

7. The method according to claim 5, wherein said step (e) includes the substep of controlling said state of engagement of each of hydraulic engaging element by controlling hydraulic pressure to be fed to each of said hydraulic engaging element.

8. The method according to claim 7, wherein said step (e) includes the substeps of

(e1) preparing a first hydraulic pressure feeding pattern for feeding, during a change-over of the speed range, hydraulic pressure of a predetermined value to the corresponding hydraulic engaging element,

(e2) preparing a second hydraulic pressure feeding pattern for feeding, during said change-over of the speed range, a hydraulic pressure of a value lower than said predetermined value to the corresponding hydraulic engaging element;

and

(e3) controlling engagement force of said desired hydraulic engaging element for achieving said optimal speed range on a basis of said second hydraulic pressure feeding pattern when said vehicle has been determined to be running on said downhill road in said step (c) and also when no change has been determined in said detected opening of said throttle valve or said detected amount of depression of said accelerator pedal in said step (a).