JP2959886B2 - Control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art Conventionally, in the control of an automatic transmission, if the speed ratio is controlled stepwise using a stepped transmission, the speed ratio is steplessly controlled using a continuously variable transmission. Regardless of the gear ratio, generally, the gear ratio is determined by searching a preset gear shift diagram map from the vehicle speed and the throttle opening.

[0003]

For this reason, in the prior art, the speed ratio is uniquely determined from the vehicle speed and the throttle opening, which will naturally have an effect on determining the speed ratio. No other operating parameters were taken into account. As a result, the intention of the driver was not sufficiently reflected in the shift scheduling as compared with the shifting operation performed by the skilled driver in the manually-transmitted vehicle.

More specifically, in the prior art, since the gear ratio is uniquely determined solely from the vehicle speed and the throttle opening, it is difficult to determine the gear ratio inherently when climbing up or downhill. Since the operating parameters that would have an effect are not taken into account, the gear ratio is frequently changed when traveling in a mountainous area or the like, resulting in a shift busy, causing the above-described inconvenience. Also, regarding the internal intention of the driver, it is extremely difficult to reflect this in the determination of the gear ratio by the conventional control based on the gear shift diagram map.

Further, recently, fuzzy control is being used for various controls.
Because it is easy to be familiar with an expert system that reflects experience in control, it is also suitable for a control device of an automatic transmission. In view of this, the present applicant has also proposed such a control device first (Japanese Patent Application No. Hei. # 112816). On the other hand, the prior art for determining a gear ratio by searching a preset gear shift diagram map from the vehicle speed and the throttle opening has an advantage in that control technology is almost established.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned disadvantages of the prior art, and to combine the transmission ratio control by searching the conventional gear shift diagram map with the control by fuzzy logic to utilize the advantages of both to realize the speed change. Automatic transmission in which the gear ratio is not uniquely determined only from the vehicle speed and the throttle opening by determining the control value based on various operating parameters which should be considered in consideration of the ratio. The purpose of the present invention is to provide a machine control device.

In addition, when the speed ratio is determined by a conventional gear shift diagram map, and the determined speed ratio is corrected by performing fuzzy inference based on the operating parameters including the running resistance, the vehicle travels in a mountainous area. Another object of the present invention is to provide a control device for an automatic transmission in which the gear ratio is not frequently changed.

Further, a gear ratio is determined by a conventional gear shift diagram map, a driver's internal intention is inferred, and a gear shift determined by fuzzy inference based on operating parameters including the inferred value is determined. It is an object of the present invention to provide an automatic transmission control device that corrects the ratio and reflects the driver's internal intention during control.

[0009]

In order to achieve the above object, the present invention relates to a control apparatus for an automatic transmission for controlling the speed ratio of a vehicle internal combustion engine stepwise or steplessly. there are means for determining the operating parameters of the engine, the gear ratio determining means for determining a varying <br/> speed ratio by searching a preset characteristic of at least a vehicle speed and engine load in the determined operating parameter , The required driving power
Varies via driver-operated equipment in parameters
Performs operation parameters based on fuzzy logic
Acceleration / deceleration that calculates an inference value indicating the driver's intention to accelerate / decelerate
Intention inference value calculating means,
Calculate the running resistance of the vehicle from at least the engine load
Running resistance calculation means, the calculated inference value, and the calculation
A running resistance that is, performs a calculation based on fuzzy logic for at least the vehicle speed and the engine load in said determined operating parameters, the speed ratio correction which calculates a speed ratio correction amount
Amount calculating means, based on the calculated gear ratio correction amount,
Speed ratio correction means for correcting the determined speed ratio, and
The driving mechanism is configured to drive the transmission mechanism based on the corrected transmission ratio.

[0010]

A basic control value (the gear ratio) is determined by searching a gear shift diagram map (the preset characteristic) from the vehicle speed and the engine load, and a calculation based on fuzzy logic from various operating parameters. Is performed to correct the basic control value, so that the parameters that should be considered in determining the gear ratio can be included in the fuzzy inference parameters, and the conventional vehicle speed, engine load and While utilizing the advantages established as a control technology for determining the gear ratio in accordance with the characteristics set in advance, it is possible to adjust the gear ratio steplessly in response to changes in driving conditions. It is not determined uniquely. As a result, for example, it is possible to set the shift characteristics of the gear shift diagram map on the low fuel consumption side and correct the actual running by fuzzy control, thereby increasing the degree of freedom in setting the map characteristics. Further, since the entire operation range can be reliably included by the map, stable control can be realized. It is also easy to mount it on an actual vehicle. Further, since the basic value is determined from the map as compared with the case where the gear ratio is determined only by fuzzy control, the storage capacity can be compared even when the fuzzy calculation amount is reduced and the control device is realized by a microcomputer, for example. It is enough. Furthermore, conventional gear shift diagram
The gear ratio is determined by the
Fuzzy inference based on operating parameters including
Since the determined gear ratio is corrected, when driving in mountainous areas
The gear ratio is not frequently changed. Also,
Gearshift with conventional gearshift diagram map
Determine the ratio and infer the driver's intention to accelerate or decelerate
Fuzzy based on operating parameters, including their inference values.
Since the gear ratio determined by performing inference is corrected,
The driver's internal intention can be reflected well inside.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the accompanying drawings, taking a stepped transmission as an example.

FIG. 1 is a schematic diagram generally showing a control device for an automatic transmission according to the present invention. Referring to FIG. 1, reference numeral 10 indicates a main body of an internal combustion engine. An intake passage 12 is connected to the engine body 10, and an air cleaner 14 is attached to a distal end side of the intake passage 12. The intake air introduced from the air cleaner 14 is interlocked with an accelerator pedal (not shown) on the floor of the vehicle driver's seat. The flow rate is adjusted via the throttle valve 16 which operates in response to the engine body. A fuel injection valve (not shown) is provided at an appropriate position near the combustion chamber (not shown) of the intake passage 12 to supply fuel, and the intake air is mixed with the fuel and enters the combustion chamber to enter a piston (not shown). After being compressed by a spark plug (not shown), it is ignited via a spark plug (not shown), explodes, and drives a piston. The driving force of the piston is converted into a rotational motion and taken out from the engine output shaft 18.

A transmission 20 is connected to a rear stage of the engine body 10, and an engine output shaft 18 is connected to a torque converter 22 thereat and connected to a pump impeller 22a. Turbine runner 22 of torque converter 22
b is connected to a main shaft (transmission input shaft) 24. A counter shaft (transmission output shaft) 26 is juxtaposed on the main shaft 24. First and fourth speed gears G1 to G4 and a reverse gear GR are provided between the two shafts. Hydraulic clutches CL1 to CL4 are provided correspondingly (the reverse gear clutch is not shown). A one-way clutch 28 is mounted on the first speed gear G1. A, A in the middle of the oil passage 30 connecting the hydraulic clutch group and a hydraulic source (not shown).
B2 shift valves 32 and 34 are inserted, and these shift valves change the position by energizing / de-energizing the electromagnetic solenoids 36 and 38 to control the supply and discharge of the pressure oil to and from the clutch group. Reference numeral 40 indicates a lock-up mechanism of the torque converter 22. The counter shaft 26 is connected to a differential device 44 via a propeller shaft 42.
And a differential device 44 is connected to wheels 48 via a drive shaft 46,
The engine output, which has been shifted through these, is transmitted to the wheels 48.

The throttle valve 16 in the intake passage 12
A throttle sensor 50 including a potentiometer or the like for detecting the degree of opening is provided in the vicinity of the engine, and a crank angle sensor 5 including an electromagnetic pickup or the like is provided on a rotating part such as a distributor (not shown) near the engine body 10.
2 for detecting a crank angle position of the piston and outputting a signal at every predetermined crank angle. In addition, engine intake path 1
An intake pressure sensor 54 is provided at an appropriate position downstream of the second throttle valve 16, and detects an intake pressure as an absolute value. Furthermore,
A brake switch 56 for detecting depression of the brake pedal is provided near a brake pedal (not shown) provided on the floor of the driver's seat, and a vehicle speed sensor such as a reed switch is provided at an appropriate position on the drive shaft 46. 58 is provided to output a signal every predetermined rotation of the drive shaft. These outputs are sent to the transmission control unit 60. Further, the output of the range selector switch 62 for detecting the selected position of the range selector is also sent to this control unit.

FIG. 2 is a block diagram showing details of the transmission control unit 60. As shown in the figure, an analog output of the throttle sensor 50 and the like is supplied to a level conversion circuit 6 in the unit.
After being input to 8 and amplified, it is input to the microcomputer 70. The microcomputer 70 includes an input I / O 70a, an A / D conversion circuit 70b, a CPU 70
c, ROM 70d, RAM 70e, and output I / O 70f
And a group of registers and counters (the last two are not shown).
0b, converted to a digital value, and stored in the RAM 70e
Is stored in The digital output of the crank angle sensor 52 and the like is also shaped by the waveform shaping circuit 72 before the input I / O
The data is input into the microcomputer via the O70a and stored in the RAM 70e. The CPU 70c determines a shift position (speed ratio) as described later based on the input value and the calculated value calculated from the input value, and determines the first and second shift positions from the output I / O 70f .
The signals are sent to the second output circuits 74 and 76, and the electromagnetic solenoid 3
The gears are switched or held by exciting the gears 6, 38.

Next, the operation of the control device will be described with reference to the flowcharts shown in FIG.

Here, prior to a specific description, the features of the present control device will be briefly described with reference to FIG. 4. In the present control device, a gear shift is performed based on the conventional vehicle speed V and throttle opening θTH. The shift position (speed ratio) is determined by searching the diagram map, and a fuzzy inferencer is provided to correct the shift position searched by the map from the inference result. The fuzzy inference unit has two stages. The first inference unit infers the driver's internal intention (intention to decelerate), and the second inference unit infers the driver's internal intention (deceleration intention) from the operation parameters including the inference value. Infer the correction amount (ΔSMAP),
The inference value was added to the map search shift position (SMAP) to correct it. Since the inference value may include a decimal part, the control value is finally determined by converting the added value into an integer (hysteresis calculation) and performing a limit check in a subsequent stage. FIG. 5 shows a group of fuzzy production rules used in the second fuzzy inference device. Since the basic control characteristics are set in the map, the rule group shown in FIG. 5 is intended for a limited traveling state such as uphill. FIG. 6 shows a group of fuzzy production rules for deceleration intention inference used in the first fuzzy inference device. In the fuzzy inference, various operation parameters used in these rule groups are obtained, and an output value is determined by inference using a membership function corresponding to an operation parameter defined in the rule.

Therefore, returning to FIG. 3, first, in S10, input calculation, that is, parameters used in map search and fuzzy inference are detected and calculated. Needless to say as map search parameters, vehicle speed V and throttle opening θ
Although TH is used, the fuzzy inference parameters shown in FIG. 5 include running resistance [kg], throttle opening θTH
[Degrees: 0 to 84 degrees (WOT)], vehicle speed V [km / h], actual shift position (gear position), and "deceleration intention" (described later) are used as an example of the driver's internal intention. Further, as the parameters for inferring the deceleration intention shown in FIG. 6, the throttle opening θTH, the vehicle acceleration α [m / s ² ], and the vehicle speed VBRK [km / h] at the time of the brake operation are used. Among these, the throttle opening θTH is detected from the output value of the throttle sensor, and the vehicle speed V is calculated from the output value of the vehicle speed sensor. The actual shift position is obtained by calculation as described later. The acceleration α of the vehicle uses a first-order difference value of the vehicle speed value. However, since the running resistance is obtained by a special method, it will be described below.

FIG. 7 is a flowchart showing the calculation of the running resistance.
It is a subroutine flow chart shown. This embodiment
The running resistance is calculated by using the torque sensor etc.
Ask. Referring to FIG.
Then, the current torque TE is calculated as follows. Current torque = (716.2 × actual horsepower) / engine speed [kg · m] The actual horsepower is calculated from, for example, the engine speed and the intake pressure.
Prepare a free map in ROM beforehand, search it and
Do. "716.2" is a constant for horsepower-torque conversion
It is. Subsequently, in S102, the characteristics as shown in FIG.
A search for a map with the torque converter 22
Is calculated by multiplying the converted torque in S104, and
At 106, the average value of the correction torque is calculated. This is a slot
Slight delay until the change in the throttle opening is reflected in the engine output.
This is to compensate for it. FIG. 9 shows the
It is explanatory drawing which shows an averaging operation. Then, in S108,
After confirming that the rake operation has not been performed, S11
At 0, the running resistance R / L is calculated as follows. Running resistance R / L = [(average torque TRQ × transmission efficiency η × total reduction ratio G / R) / tire effective radius r] − [(1 + equivalent mass) × body mass M × acceleration α][Kg]  Incidentally, the transmission efficiency η, the total reduction ratio G / R, the tire effective radius r,
The equivalent mass (equivalent mass coefficient) and the vehicle mass M (ideal value)
Data is obtained in advance and stored in the ROM.

To supplement the description of the calculation of the running resistance, the power performance of the vehicle is calculated from the equation of motion as follows: driving force F-running resistance R = (1 + equivalent mass) × (body weight W / gravity acceleration G) × acceleration α [ kg]. . . . . . . . Becomes Here, F = (torque (average) TRQ × total reduction ratio G / R × transmission efficiency η) / tire effective radius r [kg] R = (rolling resistance μ0 + gradient sin θ) × vehicle weight Wr + air resistance (μA × V ² ) [kg] In the above equation, what changes depending on the traveling state are the actual vehicle weight Wr that varies according to the number of occupants and the amount of loaded cargo, and the gradient sin θ that varies depending on the traveling road surface. (V indicates the vehicle speed). Therefore,
By transforming the equation, running resistance R = driving force F− (1 + equivalent mass) × body mass M
× acceleration α [kg] (here, body mass M = body weight W / gravity acceleration G). If it is determined in S108 that the brake operation is being performed, the braking force is applied and it is difficult to obtain an accurate value.
Proceed to step 12 to use the previously calculated value.

In S10 of FIG. 3, the above parameters are calculated and detected. As shown in FIG. 10, the vehicle speed VBRK at the time of the brake operation means a decrease in the vehicle speed from the time t0 when the brake is depressed, and is obtained from the vehicle speed while detecting the brake operation and measuring the elapsed time.

In the flow chart of FIG.
Proceeding to 12, the gear shift diagram map is searched to determine the shift position SMAP (basic control value). FIG.
Indicates its characteristics, which are known per se, and are retrieved from the vehicle speed V and the throttle opening θTH as is well known.

Subsequently, the program proceeds to S14, in which a first fuzzy inference is performed to infer a deceleration intention, and subsequently, to S16, a second fuzzy inference is performed from the above-described operating parameters including the deceleration intention to obtain a shift position correction amount. Determine ΔSMAP. This fuzzy inference is based on the technology previously proposed by the present applicant (Japanese Patent Application No.
No. 112816), and the inference method itself is not the gist of the present application, so that it will only be briefly described with reference to FIG. First, for each rule, the detection (calculation) parameter is applied to the corresponding membership function in the antecedent part (premise part, IF part), and the value on the vertical axis (membership value) is read. And Subsequently, the output value (position and weight of the center of gravity) of the consequent part (conclusion, THEN part) of each rule is weighted by the degree of conformity of the antecedent part to obtain an average value. That is, fuzzy operation output = {(conformity of each rule) × (position of the center of gravity of output) × (weight)} / {(conformity of each rule) × (weight)}. More specifically, in the case of FIG.
Assuming 0, fuzzy operation output = 演算 (0.7 × 0.03 × 1.0) + (0.3
× −0.03 × 1.0)｝ / ｛(0.7 × 1.0) + (0.3 × 1.
0)｝ = 0.012. Note that the output value of the conclusion may be truncated based on the degree of conformity of the premise of each rule using a known method, and then the waveform may be synthesized to determine the center of gravity to determine the fuzzy operation output.

Here, the explanation of the inference of the intention of deceleration shown in FIG. 6 is supplemented slightly. The reason why the intent of the driver is inferred in this way is as follows. This is intended for limited driving conditions such as deceleration, where climbing is the driving environment in which the vehicle is located, while deceleration is a change in driving conditions caused by the driver's own intention. There are many. Therefore, rather than grasping such driving conditions only from physical quantity parameters, it is better to guess the driver's inner intention and comprehensively infer from the parameters including the inner intention, so that control that is more suited to human sensitivity This is because it is considered desirable for realizing the above.
In this sense, in the embodiment, only the intention of deceleration is illustrated, but it is also possible to appropriately infer the intention of acceleration, the intention of low fuel consumption, and the like. As described above, the throttle opening θTH, the acceleration α, and the vehicle speed VBRK at the time of the brake operation are used as deceleration intention inference parameters, but the “intention” of the driver is an internal problem of the driver. In the above, there is no other choice but to infer from operating parameters that change through devices such as an accelerator pedal operated by the driver. Therefore, as a result of various studies, if the accelerator pedal is not depressed, the brake pedal is depressed, and the acceleration is in the negative direction, the intention of deceleration increases,
The rule as shown in the figure was created on the assumption that it is almost possible to estimate that the intention to decelerate decreases when the accelerator pedal is depressed.

In the flow chart of FIG.
Proceeding to 18, the map search value and the fuzzy inference value are added to obtain a shift command value DLTSFT.

Then, the program proceeds to S20, in which the number is converted to an integer (calculation of hysteresis) and a limit check for preventing overspeed is performed. Regarding the first hysteresis calculation, the fuzzy inference value is a weighted average value and often includes a decimal part, and the shift command value DLTSFT often includes a decimal part such as “0.8”. The gear to be shifted is specified.

FIG. 12 is a subroutine flowchart showing this operation. First, in S200, the current shift position So is determined. In the present embodiment, a shift position switch is not provided, but is determined by logic.

FIG. 13 is a flow chart of the subroutine. First, in S300, it is determined whether or not SWATP2 indicating the second speed is 1 in the range selector switch.
If affirmative, the program proceeds to S302, in which the current shift position is set to the second speed, and in S304, the timers TSOLMOVE, TSFTMOVE
(Described later) is reset and the program is terminated. If the result is negative, the program proceeds to S306, in which it is determined whether or not SWATNP, PR indicating the N, P, R ranges is 1. If the result is affirmative, the current shift position is set to the fourth speed in S308, and after S304, Quit the program.

If the answer is in the negative, that is, if it is determined that the vehicle is in the D range, the process proceeds to S310, where the electromagnetic solenoid 3
Shift position S shown in 6, 38 solenoid patterns
It is determined whether A and the current shift position So match. Usually, it is determined that they match, and in S312, the shifting flag F
SFTING is also determined to be zero (the gear is not shifting), the timer TSOLMOVE is reset to zero in S314, and TSOLMOVE is determined in S316.
<TOUT (described later) is determined, and the timer TSFTMOVE is determined in S318.
Is reset to zero and the program ends. In this case, the shift position based on the solenoid pattern is set as the current shift position.

When the shift is commanded and the solenoid pattern changes, the determination in S310 is denied, and
In S316, the timer value TSOLMOVE is compared with a predetermined value TOUT. Here, the timer value TSOLMOVE indicates an elapsed time since the change of the solenoid pattern, and TOUT means a time during which a new shift command can be received. TS in S316
If it is determined that OLMOVE ≧ TOUT, it means that the discharge of the hydraulic pressure is ending. Then, the process proceeds to S320, where the timer value TSFTMOVE is compared with the predetermined value TIN. Here, the timer value TSFTMOVE indicates the elapsed time from the start of shifting, and TIN is the time from when the shifting flag bit is set to 1 until resetting, more specifically, when the hydraulic engagement of the next gear ends. It means the time to do it. At first in S320
It is determined that TSFTMOVE <TIN, and the process advances to S322 to set the shifting flag FSFTING to 1. During this time, since the shift gear is engaged toward the next gear, there is no point in calculating the shift command value, and the calculation of the shift command value is stopped. As for the shift position, the next shift position shown in the solenoid pattern is the current shift position (gear). Next, after the lapse of time has been confirmed in S320, S3
The program proceeds to S24, in which the shift flag is reset, and the current shift position So is set as the target shift position OBJSFT. This target shift position OBJSFT will be described later.

Referring back to FIG. 12, it is determined in step S202 whether the shift command value DLTSFT is positive or negative. If the value is zero or a positive value, it means that the current gear is held or upshifted, and the flow chart is lowered to proceed to S204, where the value obtained by subtracting So from OBJSFT is compared with the value ISFT. If ISFT is equal to or greater than the difference, the process proceeds to S206, and the value obtained by adding 0.5 to the hysteresis HIST is set as the threshold value TH. Here, OBJSFT indicates the target shift position after the hysteresis (described later) is calculated, So indicates the current shift position as described above, and value ISFT indicates the integer part of the shift command value DLTSFT. Referring to FIG. 15, it is assumed that the time is tp in FIG. At time tp, the target shift position OBJSFT and the current shift position So are determined by S324 in FIG.
Because they are equal, the difference is zero. If the shift command value DLTSFT is, for example, 0.8, the integer part of the shift command value DLTSFT is 0, so that 0 = 0, and the process proceeds to S206. Thus, in a gear shift, hysteresis is usually provided on the up side and the down side to avoid hunting,
Also in this embodiment, a hysteresis as shown in FIG. 15 is provided. In this figure, this hysteresis is determined to be 0.5 + predetermined value HIST when the first speed is increased from the current position, for example, 0.5 + 0.2 = 0.7 if it is 0.2, and this is necessary for upshifting in S206. Threshold value TH
Becomes

Therefore, in step S210, the threshold value TH is compared with RSFT (the absolute value of the decimal part of the shift command value DLTSFT). In the case of the example, 0.8> 0.7, and the process proceeds to S212, where 1 is added to the integer part ISFT of the DLTSFT, and 0 + 1 = 1. Therefore, in S214, the target shift position OBJSFT (after the hysteresis calculation) is changed to the current shift position So + 1.

Then, the program proceeds to S216, in which the target shift position OB is set.
It is determined whether or not JSFT (after hysteresis calculation) exceeds the fourth speed. If it does, the final command value SFTCOM (target shift position after hysteresis calculation and after such a check) is limited to fourth speed in S218. . If it is determined that the speed is 4th or lower, the process proceeds to S220, where the target shift position OBJSFT is set to 1
It is determined whether the speed is lower than the first speed. If the speed is lower than the first speed, the first speed is set as the final command value SFTCOM in S222.
In step 4, the target shift position OBJSFT is replaced with the final command value SFTCOM, and the program ends once.

Thus, at the time of the next and subsequent program startup,
For example, in FIG. 14, it is assumed that the program is started at time tq, at which time the shift command value decreases in the down direction,
For example, suppose that it becomes 0.3. In this case, the determination in S202 is still 0.3> 0, and the process proceeds to S204, where the right side = 0 and the left side = 1, and the process proceeds to S208, where the threshold value is set to TH = 0.5-0.2. = 0.3. As a result, in S210, 0.3 = 0.3, and in S21
The program exits through steps 4 to 224. That is, as shown in FIG. 14, since the shift command value DLTSFT frequently changes in accordance with the driving conditions, for example, after a command is issued in the up direction of 0.8 and the first speed, it may change to the decreasing direction of 0.3. possible. In this case, if the threshold value is not changed, the shift once determined in the up direction is changed to the hold (or the down direction), which causes hunting, which is not preferable.
Therefore, in this embodiment, the threshold value is once set to 0.5 + HIST and then changed to 0.5-HIST,
Therefore, in FIG. 14, the shift command value DLTSFT is 0.5-HIS
As long as the value does not fall below T, the shift command in the up direction is not changed.

This situation is the same when the shift command value DLTSFT is on the down side (negative value) in the flowchart of FIG. 12. The target shift position OBJSFT is changed in S214 through S226 to 234, and the check is completed. While the final command value SFTCOM is determined, the threshold value is changed in S230. In this case, once the shift is determined in the down direction, the threshold value is changed in the up direction.

Subsequently, a limit check is performed to prevent excessive rotation. Since the details are described in the earlier application, for the sake of simplicity, here, the determined shift position is checked again, and when downshifting to the target shift position, it is apparent that over-rev will be apparent. When the vehicle speed is high, the target shift position is increased by one gear. The target shift position and the current shift position are the same,
If it is considered that overshift occurs due to an increase in the engine speed without shifting, the target shift position is increased by one gear before that.

Returning to the flow chart of FIG.
Proceeding to step S22, the final command value SFTCOM is output and the processing ends.

Since the present embodiment is configured as described above, it is possible to take advantage of the technically established advantage of the map search,
The shift scheduling can be changed steplessly according to the driving conditions such as downhill roads, and the optimal shift position can always be used. For example, on an uphill road, the fuzzy correction amount becomes a negative value and the map search value is corrected in the down direction, so that no shift busy occurs. Further, it is possible to increase the degree of freedom in setting the map characteristics, for example, by setting the map characteristics on the low fuel consumption side and correcting the actual running by fuzzy control. In addition, since the entire operation region is reliably covered in the map, stable control can be realized.

Fuzzy inference is based on fuzzy relations and fuzzy production rules.
Although there are species, in this embodiment, inference based on fuzzy production rules is used, so that it is optimal for so-called forward-looking inference in which a control value is determined by analyzing a current event such as determination of a gear ratio. It is easy to make a base, and it is also possible to create a control law in an interactive manner, so that the skilled driver can easily take in the operational know-how obtained with a manual transmission vehicle, and it is easy to modify the control law. .
However, it goes without saying that inference based on fuzzy relations may be used. Further, since the map search value is corrected by fuzzy inference, the amount of fuzzy operation is small and the memory capacity is small compared to the case where all are determined by fuzzy inference.

Further, since the map search and the fuzzy control are combined, it can be easily mounted on an actual vehicle. Further, since the running resistance is also calculated, the cost of the sensor system can be reduced.

In the above embodiment, a stepped transmission has been described as an example, but the present invention is not limited to this.
It can also be applied to continuously variable transmissions. Although the engine load is determined from the throttle opening, the accelerator opening (accelerator pedal depression amount) or the like may be used.

[0042]

[Effect of the Invention] According to claim 1, wherein the gear ratio determining means for determining at least the vehicle speed and the engine load and the gear ratio by searching a preset characteristics from the determined Me was in operation parameters, the calculated The driver operates the specified operating parameters.
Operating parameters that change through the
Performs calculations based on the Zee logic to indicate the driver's intention to accelerate or decelerate.
Acceleration / deceleration intention inference value calculation means for calculating an inference value;
At least from the engine load in the operating parameters
Running resistance calculating means for calculating the running resistance of the vehicle;
Calculated inference value, the calculated running resistance, and the calculated
At least vehicle speed and engine load among the operating parameters
Performs computation based on fuzzy logic for preparative speed ratio auxiliary
Speed ratio correction amount calculating means for calculating a positive amount;
The determined gear ratio is corrected based on the gear ratio correction amount.
That the gear ratio correcting means, and, since as constituting a driving means for driving the shift mechanism based on the corrected transmission ratio, while utilizing the speed ratio determination technique according to the map search has been established as a control technology, The shift scheduling can be changed steplessly according to the driving situation,
As in the prior art, the inconvenience of uniquely determining the gear ratio from the vehicle and the engine load can be eliminated, and the optimal shift position can be used by appropriately selecting the fuzzy inference operation parameters. As a result, for example, it is possible to correct the actual running with the fuzzy inference value while setting the map characteristics on the low fuel consumption side, and there is an advantage that the degree of freedom in setting the map characteristics is increased. In addition, since the map reliably covers the entire operation range, stable control can be realized. Furthermore, it is easy to mount it on an actual vehicle, and the amount of fuzzy operation is reduced and the storage capacity is reduced when the control device is realized by a microcomputer as compared with the case where the gear ratio is determined by fuzzy inference. It also has advantages.
Furthermore, the conventional gearshift diagram map
To determine the gear ratio and the operating parameters including running resistance.
Shift determined by fuzzy inference based on meter
The gear ratio is corrected, so when driving in mountainous areas, the gear ratio
Does not change frequently. In addition, the conventional gear
When the gear ratio is determined by the shift diagram map
In both cases, the intent of the driver's internal acceleration / deceleration is inferred, and the inferred value
Fuzzy inference based on operating parameters including
Since the determined gear ratio is corrected, the driver cannot
Objective intention can be well reflected.

[0043]

The device according to claim 2 is operated by the driver.
Operating parameters that change through the
Torque, vehicle acceleration, and vehicle speed at the time of brake operation.
With such a configuration, in addition to the effect described in claim 1 , it is possible to well infer the driver's internal acceleration / deceleration intention.
In this case, it can be reflected in the determination of the gear ratio.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an overall control device for an automatic transmission according to the present invention.

FIG. 2 is a block diagram showing a configuration of a shift control unit in FIG.

FIG. 3 is a main flow chart showing the operation of the control device.

FIG. 4 is an explanatory block diagram showing features of the control device.

FIG. 5 is an explanatory diagram showing a fuzzy production rule group for inferring a shift position correction amount used in the second fuzzy inference of the flow chart of FIG. 3;

FIG. 6 is an explanatory diagram showing a group of fuzzy production rules for inferring a deceleration intention used in the first fuzzy inference of the flow chart of FIG. 3;

FIG. 7 is a subroutine flowchart showing an operation of calculating a running resistance in the input calculation of the flowchart of FIG. 3;

FIG. 8 is an explanatory diagram showing characteristics of a torque ratio map in the flow chart of FIG. 7;

FIG. 9 is an explanatory diagram showing a calculation operation of a corrected torque average value in the flowchart of FIG. 7;

FIG. 10 is an explanatory diagram showing a vehicle speed at the time of a brake operation in the flowchart of FIG. 3;

FIG. 11 is an explanatory diagram showing characteristics of a map searched in the flow chart of FIG. 3;

FIG. 12 is a subroutine showing integer conversion (hysteresis calculation) and limit check work in the flow chart of FIG. 3;
It is a flow chart.

FIG. 13 is a subroutine flowchart showing the operation of determining the current shift position in the flowchart of FIG. 12;

14 is an explanatory diagram 12 shows a thresh hold values used in the flow chart.

FIG. 15 is an explanatory diagram showing hysteresis characteristics used in the flow chart of FIG.

[Explanation of symbols]

 Reference Signs List 10 internal combustion engine body 18 engine output shaft 20 transmission 22 torque converter 24 main shaft (mission input shaft) 26 counter shaft (mission output shaft) 36, 38 electromagnetic solenoid 60 shift control unit 70 micro computer

────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code FIF16H 59:54 59:70 (56) References JP-A-3-84254 (JP, A) JP-A-3-125506 (JP, A) JP-A-2-138561 (JP, A) JP-A-5-71621 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 61/00 F16H 59:00 F16H 59 : 24 F16H 59:44 F16H 59:48 F16H 59:54 F16H 59:70

Claims (2)

(57) [Claims] 1. A control device for an automatic transmission for controlling the speed ratio of a vehicle internal combustion engine stepwise or steplessly, comprising: a. Means for determining the operating parameters of the engine, b. Gear ratio determining means for determining a gear ratio by searching a preset characteristic of at least a vehicle speed and engine load during operation parameters the obtained, c. The driver operates the above-mentioned operating parameters.
For operating parameters that change through the device for file
Performs calculations based on the Zee logic to indicate the driver's intention to accelerate or decelerate.
Acceleration / deceleration intention inference value calculation means for calculating an inference value; d . At least one of the determined operating parameters
Running resistance arithmetic hand for calculating a running resistance of the vehicle from Seki load
Steps, e . The calculated inference value and the calculated running resistance
When at least vehicles in said determined operating parameters
Speed ratio correction amount calculation means for calculating a speed ratio correction amount by performing a calculation based on fuzzy logic for the speed and the engine load ; f . The determined value is determined based on the calculated gear ratio correction amount.
Speed change ratio correction means for correcting the gear ratio that has been, and, g. Control device for an automatic transmission characterized by comprising a driving means for driving the transmission mechanism based on the corrected transmission ratio. 2. The change through a device operated by the driver.
Operating parameters are throttle opening, vehicle acceleration
Degrees, and a control system for an automatic transmission according to claim 1 Kouki mounting, which is a vehicle speed when the brake operation.