JPH02138560A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE:To conduct an exact transmission control by calculating a driving force at the time of throttle full-opening after a speed change, determining its ratio to the running resistance at the time of non-braking, foreseeing the adaption to the speed change intention of a driver to conduct a fuzzy reasoning followed by evaluation. CONSTITUTION:From the driving state of a vehicle detected by a detection means 1, a foreseeing means 3 calculates the driving force at the time of throttle full-opening, determines the ratio to the running resistance when a braking state is not detected, and quantitatively foresees the adaption of the vehicle reaction after the speed change to the speed change intention of the driver estimated from the throttle opening angle. An evaluation means 4 analyzes the speed change motion of the driver with the outputs of the both means 1, 3 as evaluation scales, conducts a fuzzy reasoning by applying a plurality of speed change rules, and evaluates the satisfaction of the speed change rule, and a determination means 5 determines a transmission control value to control a transmission means 6. Hence, an exact transmission control can be carried out.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for an automatic transmission, and more specifically, the present invention relates to a control device for an automatic transmission, and more specifically to an expert operation performed in a conventional manual transmission by applying fuzzy control theory. person's judgment/
The present invention relates to an automatic transmission control device that enables control similar to operation.

(Prior art) Conventionally, manual transmissions have been used for vehicle transmissions.
The driver considers surrounding circumstances, determines when to shift according to driving conditions, and operates the clutch pedal and shift lever to shift gears. However, since such manual transmission is cumbersome, automatic transmissions have been developed and are now installed in the majority of passenger cars sold. In a control device for such an automatic transmission, a shift valve is provided in the hydraulic circuit, and a throttle pressure proportional to the throttle opening is applied to one end of the valve, and a governor pressure proportional to the vehicle speed is applied to the other end. The system automatically switches gears by supplying/cutting off hydraulic pressure to the gear clutch and punch depending on the pressure ratio between the two. Also, with the subsequent shift to electronic control, control devices were configured with microcomputers,
A shift map stored in the memory is searched based on throttle opening and vehicle speed to detect a shift point, and the solenoid valve is energized/de-energized to drive the shift valve to change gears.

Therefore, in conventional automatic transmission control devices, the timing of the shift, which was determined and operated by the driver himself in the case of previous manual transmissions, is determined uniquely from the throttle opening and vehicle speed, which is unavoidable. It was undeniable that a natural shift would occur. For example, if the driver returns the throttle opening to the cruise opening when driving on a flat road, the driver may shift up depending on the speed of the vehicle, and as a result, there is insufficient driving force and the driver must press the accelerator pedal again. This results in a downshift, resulting in repeated downshifts and upshifts, which is inconvenient and gives the driver a feeling of being busy. Such inconveniences also occur when towing a camper or the like, when the weight of the vehicle increases due to loading, or when driving at high altitudes where engine charging efficiency deteriorates.

If we consider why the driver depresses the accelerator pedal and opens the throttle valve, it is because he expects the vehicle to follow the driver's request for acceleration by opening the throttle valve. None other than that. In other words, the above-mentioned inconvenience occurs because the control device issues a shift command even though the margin driving force is reduced and the controllability of the vehicle is not sufficiently ensured. Therefore, in order to do this, it is necessary to accurately grasp the driving force and running resistance in the control device, confirm that the driving force exceeds the running resistance and there is a margin of driving force, and then shift up. This is due to the fact that this is not done.

In view of this, a technique described in Japanese Patent Application Laid-Open No. 60-143133 has recently been proposed. In this technique, the torque required by the driver is determined from the amount of accelerator pedal depression, and the separately calculated climbing resistance is subtracted. The required acceleration is calculated using

Furthermore, a shift diagram corresponding to the detected climbing resistance is selected from among a plurality of best fuel efficiency shift diagrams, and the throttle opening is adjusted to achieve the required acceleration based on the constant acceleration travel locus data on the shift diagram. The system is configured to control the vehicle and then search a shift diagram based on the changed throttle opening and vehicle speed to make a shift decision and maintain the acceleration before the change.

(Problem to be Solved by the Invention) However, in the above-mentioned conventional technology, although a shift decision is made taking into consideration the torque requested by the driver, the shift decision is made only based on a preset shift diagram. It is different from the previous method mentioned above in that it can only respond to certain situations based on the settings, and in any case, the timing of the shift is uniquely determined from the throttle opening and vehicle speed. It was difficult to escape the same criticism as technology.

If this is a manual transmission vehicle, the driver would recognize that the vehicle is in the process of driving and would avoid inadvertently shifting up. In other words, in a vehicle with a manual transmission, the driver grasps the driving condition of the vehicle including the surrounding conditions, recognizes the driving force that the vehicle is outputting, and also foresees and masters the increase or decrease in the driving force when shifting. The timing of the shift should have been determined by selecting various empirical rules. That is, the above-mentioned disadvantages are due to the fact that in conventional control, human judgment and actions are ignored and are not reflected in control. In other words, in conventional automatic shift control technology, the timing of shifting is basically determined mechanically based on the throttle opening and vehicle speed, and the timing of shifting is not determined based on multiple variables of the vehicle driving condition. Therefore, the occurrence of the above-mentioned inconvenience was unavoidable.

Therefore, an object of the present invention is to eliminate the above-mentioned drawbacks in the prior art, and to incorporate the shift operation, which was judged and operated by the driver in a manual transmission vehicle, into automatic shift control by applying fuzzy control theory. Therefore, it is an object of the present invention to provide a control device for an automatic transmission that enables gear change decisions similar to those made by humans.

Furthermore, in such a control device, the operability of the vehicle is predicted based on the ratio of the driving force after shifting to the driving force after shifting, and the gear shifting decision is made further, and when depression of the brake is detected, the predicted value or acid ratio is It is an object of the present invention to provide a control device for an automatic transmission that enables more accurate gear change judgment by setting the speed change to a predetermined value.

(Means and operations for solving the problem) In order to achieve the above object, the automatic transmission control device according to the present invention has at least the throttle opening, the amount of change thereof,
Vehicle operating state detection means 1 for detecting vehicle operating state including engine speed, brake operation, and vehicle running acceleration
, a running resistance calculating means 2 which inputs the output of the vehicle driving state detecting means and calculates the running resistance applied to the vehicle based on the input value, and inputs the outputs of the running resistance calculating means and the vehicle driving state detecting means. Then, from the detected value, calculate the driving force when the throttle is fully open after shifting, find the ratio with the running resistance input when no brake operation is detected, and calculate the driver's driving force estimated from at least the throttle opening from the acid ratio. A vehicle reaction suitability prediction means 3 for quantitatively predicting the suitability of the vehicle's reaction after a shift to the speed change intention, inputting the outputs of the vehicle reaction suitability prediction means and the vehicle driving state detection means as an evaluation scale; A shift rule that performs fuzzy inference by applying multiple shift rules consisting of linguistic expressions set based on judgments and operations derived by analyzing the driver's shift actions, and evaluates the degree of satisfaction of the shift rules. evaluation means 4, a shift control value determining means 5 for inputting the output of the shift rule evaluation means, selecting one of the shift rules based on the evaluation value, and determining a shift control value based on the evaluation value; It is configured to include a transmission means 6 which inputs the output of the value determining means and drives the transmission mechanism.

(Example) Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

FIG. 2 is a schematic diagram showing the entire automatic transmission control device according to the present invention.
indicates the main body of the internal combustion engine. The engine body 10 has an intake passage 12
is connected, and an air cleaner 14 is attached to the tip side thereof. The intake air introduced from the air cleaner 14 reaches the engine main body after its flow rate is adjusted through a throttle valve 16 that operates in conjunction with an accelerator pedal (not shown) on the floor of the driver's seat of the vehicle. A fuel injection valve (not shown) is provided at an appropriate position near the combustion chamber (not shown) in the intake passage 12 to supply fuel, and the intake air is mixed with fuel and enters the combustion chamber and reaches the piston. After being compressed by a spark plug (not shown), it is ignited and exploded, driving a piston. The piston driving force is converted into rotational motion and extracted from the engine output shaft 18.

A transmission 20 is connected to the rear stage of the engine body IO, and the engine output shaft 18 is connected there to a torque converter 22 and a pump impeller 22a thereof. A turbine runner 22b of the torque converter 22 is connected to a main shaft (mission input shaft) 24.

A counter shaft (mission output shaft) 26 is juxtaposed to the main shaft 24, and between the two shafts are a first gear C1, a second gear G2, a third gear G3, and a fourth gear C.
4 and reverse gear GR, and each gear is equipped with a multi-plate hydraulic clutch CLI, Cl3.
．． Cl3. Cl3 (the reverse gear clutch has been omitted for simplicity of illustration) is correspondingly provided. Further, a one-way clutch 28 is attached to the first gear G1. These hydraulic clutches have a hydraulic source (not shown).
and a tank (not shown) are connected to each other, and 82 shift pulps 32, 34 are inserted in the middle, and the shift valves are connected to two electromagnetic solenoids 36, 34. The position is changed depending on the energized/de-energized state of 38,
It controls the supply/discharge of pressure oil to the clutch group described above.

The torque converter 22 includes a lock-up mechanism 40, which directly connects the turbine runner 22b and the engine output shaft 18 in response to a command from a control unit, which will be described later. Therefore, the countershaft 26 is connected to the differential device 42.
It is connected to a rear axle 44 via, and rear wheels 46 are attached to both ends thereof. The engine body 1o, the transmission 20, and the differential device 42 are attached to a chassis (not shown), and a frame (not shown) is attached to the chassis to form a vehicle.

A throttle sensor 50 consisting of a potentiometer or the like for detecting the opening degree of the throttle valve 16 is provided in the vicinity of the throttle valve 16 in the intake passage 12, and a rotating part such as a distributor (not shown) near the engine body 10 is provided. A crank angle sensor 52 consisting of an electromagnetic big amplifier or the like is provided to detect the crank angle position of the piston and output a signal at every predetermined crank angle. Further, a brake switch 54 for detecting depression of the brake pedal is provided near a brake pedal (not shown) installed on the floor of the driver's seat of the vehicle, and a reed switch or the like is installed at an appropriate position on the transmission 20 to detect vehicle speed. A sensor 56 is provided to detect the traveling speed of the vehicle. These sensors 50.5
The outputs of 2.54.56 are sent to the shift control unit 60. Furthermore, outputs from a range selector switch 62 that detects the selected position of the range selector and a shift position switch 64 that detects the shift position (gear stage) are also sent to the control unit.

FIG. 3 is a block diagram showing details of the speed change control unit 60. As shown in the figure, the output of the throttle sensor 50 is input to the control unit 60, and then first input to a level conversion circuit 68 to adjust the level accordingly. The signal is amplified and input to the microcomputer 70. The microcomputer 70 has an input port 0a and an A/D conversion circuit 70b.
, CPU 70c, ROM 70d and RAM 70e and output capo) 70f, and - group registers and counters (
(both not shown), and the level conversion circuit 68
The output is input to the A/D conversion circuit 70b, converted into a digital value, and temporarily stored in the RAM 70e. Similarly, the outputs of the crank angle sensor 52, etc. are waveform-shaped by the waveform shaping circuit 72 in the control unit, and then output to the input port.
The data is input into the microcomputer via the t-70a and temporarily stored in the RAM 70e. The CPU 70 c determines the shift command value (as described later) based on the actual measured values and various calculated values calculated from the measured values and the like, and outputs the transmission from the output port door 0f to the first output circuit 74 and/or the second output circuit. 76
and energizes/de-energizes the electromagnetic solenoids 36 and 38 to change gears or hold the current gear.

Incidentally, the gear stage is switched such that, for example, when both solenoids are de-energized (off), the fourth gear is engaged, but such a gear shift operation itself via an electromagnetic solenoid is not known. Yes, and it is not a feature of the present application, so
Detailed explanation will be omitted.

Next, the operation of the present control device will be explained with reference to the flow charts shown in FIG. 4 and subsequent figures.

Here, before going into a specific explanation, the characteristics of the present control device will be briefly explained.The characteristics of the control device according to the present invention are to apply fuzzy control theory to determine the shift point in a manner similar to human decision-making. The point is that it is structured in such a way that it is determined. That is, the feature of the control device according to the present invention lies not in the configuration of the device itself, but in the operation of the control device, that is, the control method. Fuzzy control theory itself has recently been applied in various fields, so a detailed explanation of it will be omitted, but simply put, it is used to vaguely grasp the state recognition of a controlled object, and to The control rules (referred to as "production rules") that determine control values are also expressed in language in the form of "if...then...", and the production rules include the criteria for determining the situation or the content of the operation. is treated as an ambiguous quantity and is quantified by a membership function. In other words, although it uses ambiguous information that humans perform, flexible and highly adaptable control actions are modeled using fuzzy theory, and control values are calculated using fuzzy inference. Since it is easy to express the knowledge possessed by humans, it is easy to adapt to so-called expert systems that incorporate the knowledge and judgment of experts into a computer system. This control device is based on such a theory.

Therefore, even with this control device, work such as creating fuzzy production rules necessary for introducing fuzzy control theory is done when designing the control system for automatic transmissions, and control values are calculated based on the control algorithm during actual driving. Specifically, it is determined as follows.

(1) Creation of production rules As mentioned below, “
Create an appropriate number of rules expressed in language, such as "When the engine speed reaches extremely high speeds, shift up to 1st gear to protect the engine."

When creating these rules, the judgments and operations of experienced drivers in manual transmission vehicles are analyzed, and the rules of thumb that are derived from the analysis are selected.

(2) Determination of parameters and mempage function At the same time, determine what parameters will be used to recognize the state of the controlled object, and select parameters (variables) to be used for each of the production rules,
Furthermore, a membership function of the parameters is defined to determine evaluation criteria (the state expressed by such a membership function is called a fuzzy label). As this parameter, this control device uses a physical quantity consisting of an actual value detected through a sensor and a calculated value (including estimated value and predicted value) obtained by differentiating the actual value. Specifically, engine speed, throttle opening, vehicle speed, throttle variation, acceleration, etc. are used as parameters, and these parameters are plotted on the horizontal axis (hereinafter referred to as the "defined area") on the coordinates as shown in Figure 25. An appropriate waveform (the membership function) is given, and the vertical axis ranges from "0°" to "1." Values up to O” (
(referred to as "membership value (grade)").

The above is the preparatory work during vehicle design. In addition, in the preparation stage, the selection of sensors for detecting the determined parameters, storage of control rules, etc. in the memory of the microcomputer of the control unit, or storage of instructions for calculation procedures, etc. are performed. .

(3) During control running during actual running, the microcomputer controls the CP
U70c detects (calculates) parameters, refers to control rules, performs fuzzy inference, selects one of the control rules, determines a control result, for example, 1st gear up, based on the control rule, and then activates a predetermined electromagnetic solenoid. 36 and 38 are energized/de-energized to engage the first gear. still,
In this fuzzy inference, membership values are calculated for parameters related to each control rule, the minimum value is taken as the evaluation value of that control rule, and the control rule with the highest evaluation value is selected among all control rules. do. Such mini-max operations themselves are often used in fuzzy inference.

Next, the operation of this control device will be explained with reference to the flow chart in FIG. In addition, this program is, for example, 10
It is activated at an appropriate timing from ffis to 40@s.

FIG. 4 is a flow chart showing the main routine of speed change control. First, in step 310, the values detected by the sensor group at the time of starting the program this time are read and temporarily stored in the RAM. The detected value is engine speed Ne
(rpm) (calculated by integrating the output of the crank angle sensor 52 described above for a predetermined time), vehicle speed V (km/h),
Throttle opening degree θTH (degrees), current shift position (current gear stage) signal Sδ (ratio of transmission input shaft rotation speed to output shaft rotation speed, or engine rotation speed, throttle opening degree,
(calculated from vehicle speed, etc.), elapsed time after shift tSFT (s
) (This is determined by measuring the time with the microcomputer's timer counter, not the sensor output. Specifically, when a shift command is issued in the microcomputer, a bit in the flag register is turned on as appropriate. ) and the brake switch 54 on/off signal B Ke -0N
10FF and a range position signal P RANGE are used.

Subsequently, in S12, it is confirmed that the range selector is in the D range, and then in S14, it is determined whether or not a gear shift operation is currently being performed. This judgment work is performed with reference to the shift command flag mentioned above. If it is confirmed in S14 that the shift is not in progress, the process proceeds to S16 and a shift command value is determined. This will be discussed later. In addition, 312.
If the answer is negative or affirmative in S14, the program is immediately terminated.

FIG. 5 is a flow chart showing a subroutine for determining a shift command value. To explain according to the diagram, first 5
At step 100, the vehicle speed ■ and throttle opening θTH are read out from the sensor output values detected when the program was started last time, and the acceleration α (km/h/s) (vehicle speed deviation) and the throttle change amount ΔθTH (degrees/S) are calculated. do. That is, as shown in FIG. 6, when the program starts this time (time n
The deviation (first-order differential value divided by unit time n-(n-1)) is calculated between the value at the time of the previous program startup (time n-1). In the actual calculation, the acceleration is calculated as "km/h 10.1 s" and the throttle change amount is calculated as "degree 10.1 s".

Subsequently, in S102, the output desired by the driver is estimated from the throttle opening θTH at the current time n, and the ratio between it and the force actually output by the vehicle (hereinafter referred to as rPS ratio) is calculated. Note that the units of this PS ratio and the calculation parameters described below are horsepower (PS) and driving force (kg
f), etc., but torque (kgf-m) and acceleration (km/h/s) may also be used.

7 to 9 are subroutine flow charts showing the calculation of this PS ratio. To explain according to the diagram, first, at 5200, the throttle opening θT at the current time is calculated.
The table value stored in the ROM 70d is searched from l(n, and the horsepower utilization level desired by the driver (hereinafter referred to as "28
%). FIG. 8 is an explanatory diagram showing this table value, and as shown in the figure, the output characteristic proportional to the throttle opening θTH shown on the horizontal axis has been determined and stored in advance through experiments, and from this characteristic diagram, for example, If the throttle is opened to 10T, the driver wants the maximum horsepower that the engine can generate at that point, and if the throttle opening is θTH-α, then the driver wants a horsepower that is α% of the engine's maximum horsepower. You can understand that they want to use it.

Subsequently, at 5202, the throttle opening degree θ at the current time is determined.
The map in the ROM 70d is searched from Tfln and the engine speed Ne to calculate the horsepower PSD actually output by the vehicle. FIG. 9 is an explanatory diagram showing this output stored in the ROM.

Needless to say, this must also be determined in advance through experiments.

Next, in 5204, multiply the 28% obtained in 3200 by the maximum horsepower (the maximum horsepower that the vehicle can output), and divide the actual generated horsepower PSD obtained in the previous step by that product to obtain the PS ratio described above. demand. In other words, PS ratio = Actual horsepower retrieved from the map / Horsepower desired by the driver, and from now on, it is possible to understand the ratio of the horsepower the vehicle is actually outputting to the horsepower desired by the driver. I can do it. Therefore, if the PS ratio is close to or larger than 1°, the horsepower desired by the driver is sufficiently satisfied, and in other words, the driver can shift up to reduce the horsepower. If the PS ratio is less than 1, it can be considered that the driver's motivation to shift up is high. It can be determined that the PS ratio is low. Therefore, this PS ratio can be used as an index for upshifting.

Returning to FIG. 5 again, in 5104, the horsepower change expected by the driver is determined from the throttle change amount ΔθTH, and the ratio of this to the horsepower change actually output by the vehicle (hereinafter referred to as "expected PS ratio") is calculated. As described below, this expected PS ratio determines the downshift motivation.

FIG. 10 is a subroutine flow chart showing the procedure for calculating the expected PS ratio. To explain according to the diagram, first, at 5300, it is determined whether or not the throttle change amount ΔθTH is a negative value. Since this means that the throttle valve has been returned, the process advances to 5302 and the expected PS ratio is set to zero. In other words, this expected PS ratio determines whether or not to downshift (as described later), so when the throttle opening is decreasing, the driver's acceleration request (
This is because there is no apparent intention to downshift.

If it is confirmed in 5300 that the throttle valve has not returned, the process moves to 5304, where the throttle opening θTHn-1 at the previous detection (time n-1) and the throttle opening between the previous detection and the current detection are determined. A map stored in the ROM is searched based on the amount of change ΔθTH, and the amount of horsepower change expected by the driver (hereinafter "expected amount of PS change DEPS
J) is calculated. FIG. 11 is an explanatory diagram for explaining such a map, and it goes without saying that this map is also obtained through experiments and stored in advance.

Subsequently, in 5306, the actual horsepower change amount (hereinafter referred to as "actual PS change amount DLTPSD J") is calculated as follows.

Actual PS change amount = Actual horsepower retrieved from the map (at time n) - Actual horsepower retrieved from the map (at time n-1) The actual horsepower retrieved from this map is determined from the output power shown in Figure 9 when the throttle is Therefore, in the above equation, the value retrieved from θTtln and Ne at time n, and the value retrieved from 878 mouths and Ne at time n-1. The difference is determined, and thereby the actual change in horsepower per unit time between times n-1 and n can be determined. Next, in step 5308, a correction coefficient kPS is determined by searching the table in FIG. 12 (stored in the ROM) from the actual horsepower change amount determined in the previous step and the constant CARD (set as appropriate).

Subsequently, in step 310, the expected PS ratio EPSRT
Find O as follows.

Expected PS ratio = (kps x expected horsepower change) / (actual horsepower change + CARD) In the above formula, kps and CARD are provided for calculation convenience, and the horsepower change is zero in the low rotation range. This is used to eliminate such inconveniences.

As mentioned above, this expected PS ratio indicates the ratio of the change in horsepower expected by the driver to the change in horsepower actually output by the vehicle, and it is possible to judge the driver's motivation for downshifting from this value. is possible. That is, expected PS ratio<1. ,, Expected PS ratio where downshift motivation is low ≧1... It is determined that downshift motivation is high. In other words, if it is greater than 1, the driver's expectations are greater and the vehicle cannot meet them.
This is because it is necessary to downshift to increase the driving force, and if it is less than 1, expectations can be met and there is no need to downshift. The reason why we introduced a new concept of expected PS ratio and used it as a down-judgment index instead of using the PS ratio, which is the aforementioned shift-up determination index, for down-shift determination is because the PS ratio can be determined from the throttle opening. On the other hand, the expected PS ratio is calculated from the amount of throttle change. That is, the throttle change amount is considered to be more appropriate for estimating the motivation for a downshift intended to increase output.

Returning to FIG. 5 again, in 5106, the engine speed after shifting for all shift positions (gears) that can be increased or decreased from the current shift position (hereinafter referred to as "post-shift rotation speed") seek.

FIG. 13 shows the calculation procedure, and will be explained according to the figure. First, at 5400, the value of a counter S FTI that sequentially indicates shift positions that can be changed is initialized (initial value "1''). That is, This post-shift rotation speed is not for a specific gear, but for all gears other than the current shift position Sδ, specifically for the 4th forward gear, so it is calculated separately for the remaining 3rd gear. Therefore, since this counter is used to display the gear stage being calculated,
In this step, the count value is initialized to 5FT1=1 (
In other words, the speed change light is set to the first speed without success).

Subsequently, at 5402, the first speed (counter value S FT
I) and the current shift position Sδ to calculate the maximum number of gears CHMIN that can be downshifted. This is as shown in the calculation example in FIG. 14 (for example, if the vehicle is currently in third gear, the number of gears that can be lowered by two gears is the number of gears that can be lowered).

Next, in 5404, it is determined whether the current gear is in the first gear, and if it is not in the first gear, the process proceeds to 5406 to calculate the post-shift rotation speed in the first gear, assuming that the gear has been shifted to the first gear. This is calculated as follows: total reduction ratio GR of 1st speed post-shift rotation speed=(rpll,) total reduction ratio GR of current gear. Incidentally, such total reduction ratio is stored in advance in the ROM as data for each gear stage.

Subsequently, in 3408, the difference between the first speed (counter value) and the current gear is calculated to calculate the number of gears, and the post-shift rotation speed calculated in 5410 is stored in the column of the gear in the RAM. In this case, as shown in FIG. 14, the value of the down gear is stored as CnDNE, and that of the up gear is stored as CnUNE (n: gear. Therefore,
In this case n=1).

Subsequently, at 5412, the counter value S FTI becomes "4".
”, that is, it is determined whether the fourth gear has been reached.

In the case of the first startup, it is calculated from 1st gear, so naturally it will not reach it, so even if the counter value is incremented at 5414 and it reaches 2nd gear or higher, the same procedure will be followed unless it matches the current gear. Calculate the rotation speed after shifting, and after confirming that the 4th gear has been reached, calculate the difference between the 4th gear and the current gear in the final step 3416 to determine the maximum number of gears that can be increased.
It ends in search of MAX.

Returning to the flow chart in Figure 5 again, 3108
The ratio between the horsepower change expected by the driver and the expected horsepower change of the actual vehicle after downshifting (hereinafter referred to as "post-shift expected PS ratio CnDPSRJ") is calculated. estimates the horsepower change expected by the driver from the driver's throttle operation, and compares it with the horsepower change actually output by the vehicle to determine whether the driver's expected change has been achieved. It determines whether or not to downshift depending on whether the vehicle is present or not.
This comparison corresponds to the expected PS ratio described above. As a result, when it is determined that it is necessary to downshift, the expected post-shift PS ratio calculated from now on is used as an index to determine which gear (shift position) to downshift to. This expected post-shift PS ratio indicates which gear should be shifted down to achieve the horsepower change expected by the driver.

By the way, regarding upshifting, the horsepower expected by the driver is estimated from the current throttle opening, and the upshifting is determined by comparing it with the horsepower output by the actual vehicle (the PS ratio mentioned above). At the same time, this was confirmed through the concept of control toughness, which was established as a coefficient that indicates the appropriateness of the vehicle's response to throttle changes, in order to avoid excessively reducing surplus horsepower and losing vehicle maneuverability due to forced upshifts. It is something to do.

This control toughness will be described later.

In this control device, various indicators such as these are included in the parameters, and the degree of satisfaction of the fuzzy production rule is determined through fuzzy inference to determine the control command value.

The expected post-shift PS ratio will be explained with reference to FIG. 15.

First, at 5500, it is confirmed that the throttle valve is not in the valve closing direction as in the expected PS ratio described above, and therefore, at least the driver is not in a state where there is no intention to downshift. - Initialize the value of the counter that displays the number of gears 5TEP obtained at 8408 on the chart (initial value "-1"). This initial value means the case where it is assumed that the gear is down by one speed.

Next, in 3504, it is determined whether the initial value, ie, the first speed, exceeds the maximum number of shift stages CIIMIN that can be downshifted, which was similarly determined in 3402 of the previous flow chart. For example, if the current gear is 1st gear and it is not possible to lower the gear by one gear, the calculation will end immediately, and if it is possible to lower the gear without exceeding the gear, proceed to 8506 and calculate the post-shift rotation speed and the current speed. The PS map shown in FIG. 9 is detected from the throttle opening of , and the horsepower cps that the vehicle outputs when it is assumed that the vehicle is down by one gear is calculated. In this case, the rotational speed after shifting is one of the down side values in the data stored at 8410 in the flow chart of FIG.
The speed minute down value CIDNE is used.

Subsequently, at 8508, the current horsepower PSD (calculated according to the flow chart in FIG. 7) is subtracted from the expected high power CPS to calculate the horsepower increment CDELTA due to the shift, and then at 5510, the expected post-shift PS ratio CnDPS is calculated.
R (n: the number of downs) is calculated as follows.

Expected PS ratio after shift = expected PS change amount / (horsepower increase factor due to shift CARD) Here, the expected PS change amount is the change amount D calculated in Fig. 10.
Use EPS. Further, CARD is a constant to prevent division by zero.

Subsequently, the value of the gear stage number counter is decremented at 5512, and the above operations are repeated until it is determined at 5504 that the maximum value that can be lowered has been reached. In addition, 5
When it is determined in 500 that the valve is closed, the expected post-shift PS ratio is set to zero in 5514 and the process ends.

Returning to the flow chart in Figure 5 again, 5110
The control toughness described above is calculated. FIG. 16 is a flow chart showing this calculation subroutine.

Before going into the specific explanation of the flow chart,
To briefly explain control toughness with reference to FIG. 17, it is a term coined by the inventors, and refers to a "coefficient expressing the appropriateness of the vehicle's response to changes in throttle opening." Use as meaning. This concept was devised as one of the purposes of the present application, as described above, to eliminate the busy schedule caused by frequent shifts such as when pitching or towing a camper. In other words, the above-mentioned inconvenience arises from not securing sufficient margin driving force, which is obtained by subtracting running resistance, which is an extrinsic load of the vehicle, from the driving force. This becomes noticeable during upshifts when the amount decreases. This point will be explained with reference to FIG. 17. Assuming that the engine speed is currently Neo and the vehicle is running, the amount equivalent to the surplus horsepower shown as the difference from the full-open driving force is shown as shown in the figure. In this case, running resistance increases when running on a flat road compared to when running on a flat road due to the addition of gradient resistance. In this state, when the throttle opening is returned to the cruise opening, conventional control devices automatically shift up because the shift point is uniquely determined from the vehicle speed and the throttle opening. Therefore, the engine speed decreases to Nel, and the full-throttle driving force (after shifting)
Since the value also decreases, the amount corresponding to the surplus horsepower after the shift also decreases as shown in the figure, and as a result, downshifting is performed again. In other words, in this case, the vehicle is unable to respond appropriately to the driver's request because the running resistance is large enough to correspond to the surplus horsepower after the shift.
If such a state can be taken into consideration when making a shift decision, it should be possible to avoid meaningless upshifts. Therefore, in this control system, the appropriateness of the vehicle's response is expressed by the concept of control toughness, which is determined by the current running resistance against the driving force after the shift, and this concept is taken into account when making upshift decisions. I decided to make a decision. More precisely, as mentioned above, when making a shift-up decision, the driver's expected horsepower and actual horsepower are compared based on the PS ratio to determine when it is time to shift up, and at the same time, the control toughness is used to determine the vehicle's operability when shifting up. The final decision will be made as to whether or not to upload it. The calculation of this control toughness will be explained below.

First, at 5600, the current torque TE is calculated as follows.

Current torque = (716, 2X actual horsepower) / engine speed
(kgim) As is well known, 716.2 is a constant for horsepower-torque conversion.

Subsequently, in 5602, the torque ratio map is searched to calculate the torque ratio TR. That is, in the automatic transmission, the mission input torque is amplified via the torque converter 22, so the degree of amplification is calculated to correct the torque. FIG. 18 is an explanatory diagram showing this torque ratio map (stored in ROM), where the horizontal axis shows the speed ratio and the vertical axis shows the corresponding torque ratio. The speed ratio is the rotation ratio between the main shaft 24 and the countershaft 26 of the transmission, and these are specifically substituted by the engine rotational speed and the vehicle speed. The calculated torque ratio TR is then 560
In step 4, the torque TE calculated in step 5600 is multiplied to obtain the corrected torque TO.

Subsequently, in 8606, the corrected torque values calculated in this manner are averaged by going back an appropriate period. In other words, since there is a slight time delay before throttle changes are reflected in the engine output, it is possible to calculate the engine output more accurately by understanding the impulse over a predetermined period and averaging it. It is.

Fig. 19 is an explanatory diagram showing this averaging work, in which the torques are summed up from the current time n (current control cycle) to a predetermined cycle interval n-M, and then the torque is summed up by the total number of cycles. Calculate the average value.

Next, at 3608, after confirming from the detection signal of the brake switch 54 that the brake is not depressed,
At 5610, the brake timer is decremented.

This is the same as applying a load or running resistance to the vehicle when the brakes are in operation.
This is because the control toughness is calculated from the ratio of driving force and running resistance, so it is difficult to ensure accurate calculation of running resistance. Therefore, when it is determined that the brake is in operation, 56
In 12, control toughness R1/mouth 1 is 1.0
As a result, the rules are configured so that the upshift command is not issued in the fuzzy inference.

In this case, R1 means the current running resistance, and Ql means the full-open driving force at that gear when it is assumed that the gear has been shifted. (In addition, since the running resistance does not change before and after the shift, It can also be called the running resistance of or,
In this flow chart, calculation of control toughness is avoided not only during the braking operation, but also for a certain period after the braking operation is completed and the brake is returned, in order to further improve the accuracy of the calculation. For that purpose, 5608
56 if it is determined that the brake pedal has been depressed.
At 14, the brake timer (built in the microcomputer) is raster-started, and each time the end of the brake operation is confirmed at 3608, the count value is decremented at 3610, and during that time, at 8608, the brake is operated again. If detected, the count value is reset at 5614.

If it is confirmed in 5616 that the brake timer value has reached zero, then in 8618 it is determined whether the vehicle speed (2) exceeds a predetermined lower limit value VMINCT, for example 2 kTII/h. This is because, in the case of such a low vehicle speed, no shift operation is required in any case, and in this case, the control toughness is set to 1.0 in 3620 and the program is terminated.

If it is determined in 3618 that the vehicle speed is above a predetermined value, then in 5622 it is determined whether the throttle change amount ΔθTO exceeds a predetermined valve opening speed ΔθTH-OPEN as shown in FIG. At 5624, it is similarly determined whether or not the predetermined valve closing speed ΔθTH-CLOSE is exceeded. In other words, such sudden changes in the throttle indicate a sudden transient state, but in a sudden transient state, especially when accelerating rapidly, the fuel increased by opening the throttle is distributed to each cylinder via the intake manifold as described above, and the engine Since there is a predetermined time delay before the output increases, the calculation of running resistance RO is stopped when such a sudden throttle change occurs, and the calculation is also stopped for the following predetermined time.

Specifically, when a sudden change in the throttle is detected in 5622 or 5624, the process moves to 5626 to reset/start the throttle timer, and each time it is detected in 5624 that the sudden change in the throttle operation has ended,
The timer value is decremented at 628.

Subsequently, after it is confirmed in 5630 that the timer value has reached zero, the current running resistance RO is calculated in 5632 as follows.

Running resistance RO = ((average torque 1'ROX transmission efficiency η×
Current gear total reduction ratio GR) / (tire effective radius r))
−(N+equivalent immersion coefficient)×(vehicle weight M×acceleration α) (kgf)...(
1) In addition, the transmission efficiency η, total reduction ratio GR, tire effective radius r, equivalent mass coefficient, and vehicle weight M (ideal value) are calculated in advance by obtaining data R.
In addition to storing it in the OM, the torque TRQ is
The value calculated in step 06 is used as the acceleration α, and the value calculated in step 3100 of the flow chart in FIG. 5 is used as the acceleration α.

Here, to explain why the running resistance is calculated as in the above formula, the power performance of the vehicle is determined from the equation of motion as follows: Driving force F - Running resistance R = Vehicle weight M x Acceleration α [kgf]
・・(2) ', 'F = () Luk TR x Gear ratio GRX efficiency η) / Tire effective radius r (kgf) R = (Rolling resistance μO + slope sin θ) x Vehicle weight Wr
+ Air resistance (μAXV”) (kgf) In the above equation, the things that change depending on the driving condition are the vehicle weight Wr, which changes depending on the number of passengers and the amount of cargo loaded, and the slope sin θ, which changes depending on the driving road surface. This is included in the resistance R. Therefore, by transforming the above equation (2), it is possible to set the running resistance R = driving force F - (vehicle weight M x acceleration α) (kgf). (1) The formula is based on this.It goes without saying that torque may be directly detected by providing a torque sensor.

Next, after confirming that the acceleration α is not a negative value in 5633, the acceleration guarantee rate map (h map) is searched in 5634 to calculate the acceleration guarantee rate, and in 5636, the aforementioned running resistance RO is calculated as shown below. is corrected to calculate the corrected resistance R1. In the flow chart of FIG. 16, when it is determined that the throttle is suddenly changing, the previously calculated value ROn-1 is used as the value of the running resistance RO (363B). Further, if the acceleration is in the negative direction, no correction is made (S633).

Corrected running resistance R1 = RO+ (acceleration guarantee rate h x vehicle weight M
X acceleration α)
For example, the guarantee rate (correction coefficient) shown on the vertical axis is set to decrease as the acceleration increases. To explain this point with reference to FIG. 22, it is assumed that when the vehicle speed {circle around (2)} is in the state shown in the figure, a shift-up decision is made at time tn. Now, let's assume that the control toughness in the upshift judgment is given by RO/mouth 1. In this case, the RO lacks the driving force necessary to maintain the acceleration state, so the control toughness index represents the surplus horsepower when it is sufficient to maintain the current vehicle speed. Therefore, it is not suitable as an indicator. On the other hand, if we add the entire driving force required to maintain acceleration during ROO to RO and set it to R1, and consider control toughness by R1/Ql, the gear ratio or engine speed decreases due to upshifting. Considering that a decrease in driving force always occurs, R1>Ql during sudden acceleration.
As a result, there is almost no upshifting, which also does not match our senses. Naturally, people expect that acceleration will be impaired by upshifting, and it is necessary to express that person's expectations in some way and make corrections. Therefore, with such a configuration, even when accelerating, upshifting is performed effectively as long as the acceleration before shifting can be maintained, and smooth driving is ensured, and at the same time, the acceleration suddenly changes after upshifting, making the driver feel uncomfortable. There is no inconvenience like remembering.

Subsequently, in 5640, the value of the gear stage number counter is initialized, and in 5644 and thereafter, the post-shift full-open driving force Q1 is calculated for each possible gear stage until it is determined that the upper limit number of upshift stages has been reached in 5642. To explain below, first, at 5644, the counter value 5TEP=1, that is, 1
Search for the maximum horsepower CPSMAX at that gear, assuming that the speed has been shifted up. This is calculated by searching the output output shown in FIG. 9 from the post-shift rotational speed C1tlNE calculated using the flowchart in FIG. 13 and the fully open throttle opening value.

Subsequently, in step 5646, horsepower-driving force conversion is performed to calculate the full-open driving force Q1 as follows.

Full-open driving force Q1 = (716, Full-open horsepower CP after 2X shift
SMAX Control toughness Cl when up
0CT is calculated, then the counter value is incremented at 5650, and the control toughness C of 2nd gear up and 3rd gear up is increased until it is determined that the upper limit value has been reached at 5642.
Calculate 2UCT and C3UCT. As mentioned above, control toughness indicates the proportion of running resistance to the maximum driving force that can be obtained assuming a shift of n speeds. Therefore, in this sense, it can also be regarded as a coefficient that indicates how appropriately the vehicle can react to the driver's intention to shift gears as indicated by throttle changes.

FIG. 23 is an explanatory diagram showing a case where such control toughness is defined by a membership function. That is, R1/
When Ω1 is close to 1 or larger than 1, there is no extra driving force, and therefore, if the engine is shifted up, the horsepower will be insufficient, and the evaluation value (grade) μ will also be low. On the other hand, when the value is negative, Mα is large, which means that the vehicle is in a dismounted state, and similarly, the controllability of the vehicle is low, so the evaluation value is also low. Therefore, in the case of the example, even if the gear is shifted up within a predetermined range of about 0.2 to 0.5, there is still some margin in the driving force. As will be described later, in this control device, a shift command value is determined by evaluating the suitability of a shift rule, for example, if the control toughness is good, shift up by one gear, etc., through fuzzy reasoning based on the control toughness.

Returning to FIG. 5 again, after calculating the control toughness at 5110, the shift position is determined using fuzzy production rules at 5112.

FIG. 24 is a flow chart showing the main routine of this rule search.
The rules used in this control device will be briefly explained with reference to the drawings. It should be noted that, as described above, this rule and the parameters to be used or their fuzzy labels are set when designing the control system of the vehicle. In this embodiment, 20 rules are used as shown in the figure.

Rule 1 Parameters used: Engine speed Ne [rpm. The same applies hereafter] Conclusion: 1st gear up rule implication 10. [When the engine speed reaches extremely high speed, increase the speed by 1 to protect the engine.'' This is a rule for engine protection, and when the engine speed reaches 600
This means that when the vehicle enters or is in danger of entering the red zone exceeding the Orpm, it shifts up and lowers the rotation speed to protect itself. In addition, in this rule, "1st gear up"
means to shift up by one gear, for example, to shift up to third gear if it is second gear, but does not mean to shift up to first gear.

Rule 2 Parameters used 8. Current shift position 36 Vehicle speed V [k
m/h. The same applies below] Throttle opening θTH [WOT 78 degrees. same as below.

Shangxiong 0T = 84 degrees] Conclusion 000018. Implications of the downshift rule for first gear 1. "If the vehicle is fully closed and the vehicle speed is extremely low, if the current shift position is 4th gear, shift down to 1st gear. From this rule to Rule 4, when the throttle is fully closed and the vehicle speed is extremely low, shift down to 1st gear. This rule defines the initial shift operation that commands the shift position, and this rule is scheduled when the current shift position is in 4th gear, when rule 3 is in 3rd gear, and when rule 4 is in 2nd gear. are doing.

The evaluation of such rules by fuzzy inference will be explained in detail with reference to Fig. 24, but to briefly explain here, the current shift position is 2nd gear and the vehicle speed is l0Ial.
Assuming that I/h and throttle opening are 1/8, the grade of each fuzzy label in Rule 2 is current shift position - 0 (score is 0 because it does not intersect with the waveform),
Vehicle speed = 0.95, throttle opening = 0.95. In this case, three fuzzy labels are involved, and each has a different score, but since the minimum evaluation value satisfies all related matters at least within its range, the minimum evaluation value, In this example, the evaluation value O of the shift position is the evaluation value of rule 2. Such evaluation is performed sequentially for the 20 rules, and the rule with the highest evaluation value is selected because it has the highest degree of satisfaction, and the shift command value is determined based on that rule. To give an example, when evaluating according to rule 3, the grade is: current shift position = 0, vehicle speed = 0.95, throttle opening = 0.95, and the evaluation value for rule 2 is also 0. Become. Similarly, regarding rule 4, current shift position = 0.95, vehicle speed = 0.9
5. Throttle opening = 0.95, and 0.95 is the evaluation value. Therefore, if the existence of other rules is ignored, the vehicle will shift from second gear to first gear according to rule 4. In this case, it goes without saying that Rule 4 was selected among the similar rules 2 to 4 (because the current driving condition is closest to the downshift from 2nd gear to 1st gear scheduled by Rule 4). This is because the maximum value of the membership function is different depending on the rule in this embodiment. That is, the maximum value of the rule is 1.0, and the maximum value of the membership function is 1.0, and the maximum value of the membership function is 1.0.
The maximum value is 0.95, and the maximum value after Rule 7 is 0.9. The reason for this will be explained later.

Continuing the explanation of the rules below, Rule 5 Use parameter 01. Current shift position Sδ Vehicle speed ■ Throttle opening θTH Conclusion 1010100. Implications of the downshift rule for second gear 09. ``If the vehicle is fully closed and the vehicle speed is low, shift down to 2nd gear if the current shift position is 4th gear.'' This is a rule similar to rules 2 to 4, even if the vehicle speed is not that low. It is also specified that the vehicle should be shifted to second speed when the speed is low.

Note that Rule 6 is also the same except that the current shift position is scheduled for third gear.

Rule 7 Parameter used: 090 Engine speed Ne Acceleration α [km/h10.1s].

The same applies below] Throttle change amount ΔθTH [degrees 10.1 s. Same co-control toughness R1 /QI PS ratio conclusion below, Implications of i-speed up rule 20. [Upshifting with a constant throttle during acceleration is performed if the PS ratio approaches 1 and control toughness is good.'' This rule indicates upshifting during acceleration. That is, if the engine is accelerating, the engine speed should be relatively high, the acceleration should be increasing, and the throttle should be opened (not returned). As mentioned above (upshift is PS
Judging from the ratio and control toughness, it is possible to shift up to 1st gear even during acceleration as long as these are in a satisfactory state.

4-8 Parameters used 11. Current shift position Sδ Expected PS ratio Conclusion: Implications of the no-shift rule 19. [Hold the shift when the throttle suddenly returns to full closure.] This means that while driving in 4th gear, if the expected PS ratio (a measure of motivation to downshift) is small, the gear will not shift.

Rule 9 Parameters used 30. Acceleration α Throttle variation ΔθTl+ Control toughness R1 /Q1 Engine speed Ne Conclusion: Implications of 1st gear up rule 09. ``Upshifting during gentle acceleration should be done if the engine speed is not low and the control toughness is good.'' In the case of slow acceleration, acceleration α cannot be used as an indicator, and therefore the engine speed is relatively low. Upshifting will be determined based on the requirement that it be high. Since it is an upshift, it is of course necessary to have good control toughness. Note that the reason why the PS ratio is not judged is because it is considered appropriate that the PS ratio can be used as an index only when the vehicle acceleration is above a certain level.

Rule 10 Use parameter 01. Elapsed time after shift [S] Throttle change amount ΔθTH Conclusion 1403.11. Implications of the no-shift rule 39. ``If the throttle does not move immediately after the shift change, the gear will not shift.'' This means that if the throttle valve is not pressed heavily immediately after the shift, it is assumed that the driver has no intention of shifting, and the driver waits for a predetermined period of time, for example 1. A dead zone of about 6 to 2.5 seconds is provided.

Rule 11 Parameter used 400 Expected PS ratio Throttle change amount ΔθTH Conclusion, ・08807. Implications of the no-shift rule 91. ``Even if the throttle is depressed, if the expected PS ratio is small (when the car follows the throttle movement), the gears will not be changed, and when downshifting, the expected PS ratio will be used to motivate downshifting, and the The destination stage is determined from the PS ratio, but a small expected PS ratio means that the change in the actual vehicle's horsepower is greater than the change in horsepower expected by the driver, so it is necessary to reduce the horsepower and increase the horsepower. There is no need for gear shifting.

Rule 12 Parameters used 30. Control toughness Rotation speed after shifting [rpm o and below] PS ratio throttle change amount ΔθTH Conclusion, Implications of 3rd gear up rule 91. ``If the throttle is returned and the intention is to cruise, increase the speed by 3rd gear considering both control toughness and fuel efficiency.'' If the throttle is on the return side, the intention to cruise can be read. Also, if it is expected that the rotational speed will decrease by shifting, it is a good idea from the viewpoint of fuel efficiency. Therefore, if the PS ratio, which is the ratio between the actual horsepower and the horsepower desired by the driver, is close to 1 or greater than 1, it can be seen that the driver is highly motivated to shift up, so the control toughness after the shift is I'll upload it if I'm satisfied with it. In addition, Rule 13 ~ Technique 4
Also, from the same point of view, it is intended to increase from 2nd speed to 1st speed.

Rules 15 to 17 Used parameters 080 Expected PS ratio Expected PS ratio after shift (I speed to 3rd speed down value) Revolution speed after shifting (1st speed to 3rd speed down value) Conclusion, 3rd speed (2nd speed) Speed, 1st speed) Implications of the down rule 00. ``If the car does not follow the throttle movement even when the throttle is depressed, it will shift down to 3rd gear (2nd gear, 1st gear) so that the expected PS ratio after shifting is 1.

Rules 15 to 17 are kickdown rules. Since the expected PS ratio, which is the ratio between the horsepower change expected by the driver and the actual vehicle horsepower change, is large, it is determined that a downshift is necessary. Therefore, for 1st to 3rd gear down, the change in horsepower of the actual vehicle (expected PS ratio after shift) with respect to the change in horsepower expected by the driver after shifting is evaluated.

Rule 18 Parameters used 1. Only the vehicle speed is 900,000. Implications of the shift hold rule: ``When the vehicle speed is extremely low or the vehicle is stationary, wait at the current shift (1st gear)'' This means that if there is no rule that is adopted when the vehicle is stopped, other rules will be adopted with a low grade value. This is a rule to prevent this from happening.

Rule 1920 Use parameter 0. Control toughness (when increasing 1st gear) Conclusion 100160. Including shift hold rules! ,,If it is predicted that the control toughness will not be achieved as a result of increasing the rl speed, do not shift.'' This compensates for the shift door rule, which states that when the control toughness is good, the shift will shift up. Therefore, even if the control toughness is not good, if the satisfaction level of other rules is low, the shift door rule will be adopted as a result, and one of the purposes of the present application, which is to avoid busy shifts, will not be achieved. Next, rule search will be explained with reference to the flow chart of FIG. In the same figure, first 5700
Calculate the grade value of the membership function in .

This is done according to the subroutine shown in FIG. To explain with reference to the same figure, first, data is set for each physical quantity (parameter) No. at 5800, and at 580
At step 2, the address code NO of the address register is initialized (initial value=1), and at step 5804, the membership value (grade) (DAT) of the CN number value is read.

To explain the above with reference to FIGS. 27 to 29, the ROM of the microcomputer contains the 27th
Data as shown in the figure is stored. The data is set for each parameter such as vehicle speed, and the corresponding membership function is defined and stored in a table format with the relevant physical quantity attached to the domain (horizontal axis), and each of them is stored individually. physical quantity NO and address (code NO.
) is attached. The membership function of this physical quantity (parameter) has been explained with reference to the rules shown in FIG. Note that if different membership functions (waveforms) are defined for one physical quantity, special addresses are given. Further, FIG. 28 shows a calculation table prepared in the RAM, and is set to write actually measured or calculated values for each physical quantity. FIG. 29 is an arithmetic table in which the results of calculating the membership value (grade) for each code NO by applying the data in FIG. 28 to FIG. 27 are written, and is similarly provided in the RAM.

Therefore, in the flow chart of FIG. 26, 8800 means writing the measured or calculated data into the calculation table of FIG. 28, and 5802 initializes the value of the address register specifying the address code of FIG. 5804 is the 28th work that sets the value to 1 (indicates the first column).
Using the calculation table shown in the figure, apply the actual measured values to the membership function table shown in Figure 27 to calculate (read) the Great Speed for each address (code number), that is, actually measure the vehicle speed in the first column. value, for example 120
It means the work of applying a value such as km/h and reading a grade value such as 0.0. The read data is then 5
At 806, the grade value μ(CN) of the code is set, followed by incrementing the code NO at 5808, and repeating until it is confirmed at 5810 that the grade value has been read for all codes.

Returning to FIG. 24 again, a search matrix is then created at 5702. FIG. 30 is a flow chart showing the creation subroutine. That is, the rule group shown in FIG. 25 is actually stored in the ROM as shown in FIG.
The purpose of this subroutine is to search it, apply the grade value obtained earlier, and write it into the calculation matrix stored in the RAM shown in Figure 32. . Below, I will explain:
At 5900, the total number of rules N is read. In this example, the number is 20. Subsequently, in 5902, rule NO.
Initialize the value n of the counter that counts the label NO (n = 1° meaning rule 1), and similarly initialize the value l of the counter that counts the label NO (l = 1° j[D of rule 1) at 5904.
). This label is, for example, rule 2
In other words, the current shift position, vehicle speed, and throttle opening correspond to these, and are labeled 1. Label 2゜Label 3 and N
It will be marked with an o. Subsequently, in 8906, the total number of labels QL is read. According to rule 2, there are 3 pieces. Subsequently, in step 5908 and step 5910, the code number of the corresponding rule is read from the rule matrix shown in FIG.

According to Rule 2, code numbers (shown in the table in FIG. 27) corresponding to the shift position, vehicle speed, and throttle opening are read. Subsequently, in 3912, the previously calculated grade value corresponding to the code number is read, in 5914 it is written in the calculation matrix shown in FIG. 32, and in 5916, the label number is incremented.

When it is confirmed in 8908 that all the labels for the rule have been searched, the process advances to 5918 to update the rule number and perform the same operation for the next rule, and in 5920 all rules are searched. Confirm that the process has been completed and finish.

Figure 24 Returning to the main routine again, the last 370
4, the output is determined based on the subroutine shown in FIG. This subroutine consists of two tasks: finding the degree of conformity of each rule and the label number that determines the degree of conformity from the previously determined membership value, and selecting the rule with the highest degree of conformity to determine the control command value. This shows the so-called mini-max operation.

First, a rule number counter is initialized at 5100O, and the conclusion of the first rule is read at 31002. Third
FIG. 4 shows a rule map stored in the ROM, and the conclusion is read by referring to this map.

For example, the first rule is 1st gear up (+1).

Next, in 81004.1006, it is determined whether the conclusion is executable (for example, if the current shift position is 3rd gear, it is possible to move up to 1st gear) regarding upshifts and downshifts, and then 31008 initializes the starting membership value for comparison (initial value = 1.0), 31010
reads the total number of labels of the first rule, initializes the label number counter at 51012, and returns to 51 through 31014.
At 016, compare the grade value obtained earlier on the first label with the starting value of 1.0, and if the grade value is smaller, set it to 3.
At 1018, replace the starting value, then at 31020, set that value as the grade value of the label, and at 3102
2, the label number is incremented and the same operation is repeated, and when it is determined in 51014 that the search for all labels of the rule has been completed, the process proceeds to 31024, where the searched minimum value is set as the representative value of the rule, and 31026 to proceed to searching for the next rule. Note that if the result of 31004.1006 is negative, the rule representative value is set to O (S1028).

After initializing the rule number counter at 51030, the second starting value for comparison is initialized at 51032 (initial value = 0), and then the representative value (minimum value) is calculated from the first rule at 51034. Compare the second starting value, and if the representative value is larger, proceed to 51036 and replace it with the starting value,
Next, in step 31038, that rule is set as the rule having the maximum matching value without scattering, and in step 51040, the rule is incremented and all rules are searched in the same way.

When it is confirmed in 31042 that the search for all rules has been completed, in 51044 the maximum value among them is set as the final selected rule matching value.

Next, at 31046, the reference value μT is set as the selected value as appropriate.
If it exceeds H, determine the output shift position SA from the current shift position Sδ according to the conclusion of the rule in 5IO4B, and if it does not exceed it, discard the selected rule in 51044. , 3105
0, the previous control value 5An-1 is used as is. In other words, the reason for setting this standard value is that in mini-max calculation, rules are selected relatively, so a rule that cannot be said to be suitable for that driving condition will have a lower score than other rules. Therefore, it may be adopted, and this is to avoid that. FIG. 35 is an explanatory diagram showing a calculation table used in the output determination routine. Incidentally, as described above, in this embodiment, the maximum value of the membership value is made different depending on the rule, but such a configuration is also useful for avoiding selection of an inappropriate rule.

In other words, by assigning the maximum values in order of importance, it is possible to increase the possibility that a rule with a high degree of importance will be selected in the intended driving state, and as a result, inappropriate rules can be avoided. Selection can be prevented.

Finally, returning to FIG. 4 again, in accordance with the determined control command value, the electromagnetic solenoids 36 and 38 are energized/de-energized at 318 to drive or hold the transmission. At the same time, the shift command flag is turned on in the microcomputer.

As described above, in this embodiment, not only the actual measured values such as throttle opening or vehicle speed, but also the output amount of the actual vehicle in relation to the amount expected by the driver are quantitatively measured and set as parameters, and based on these parameters. The system is structured so that a plurality of control laws are derived by analyzing the judgments and operations seen in a manual transmission vehicle by an expert driver, and the optimal control values are selected by evaluating the control laws through fuzzy reasoning. This technology captures and instantaneously processes the vehicle's operating conditions in multiple variables, including surrounding conditions, making it possible to perform automatic gear shift control similar to the judgment and operation of a skilled driver with a manual transmission. In other words, control using the fuzzy method enables more appropriate control similar to manual gear shifting operations performed by humans, and does not require shifting based on setting data or based on throttle opening and vehicle speed, as seen in the prior art. There is no inconvenience such as the point in time being determined temporarily. Furthermore, by further increasing the number of disclosed rules, it is possible to realize shift control that is compatible with emission countermeasures, and furthermore, it is possible to respond more flexibly to shift control characteristics desired by users. In this sense, the present invention is completely different from the prior art in purpose, structure, and effect.

Furthermore, the vehicle's operability is predicted based on the ratio of the running resistance and the driving force after shifting, which helps in gear shifting decisions, and when the brake is depressed, the predicted value or nuclearization is set to a predetermined value, thereby making it easier to shift up. Because it was structured so that no judgment was made,
Shift control can be performed more accurately.

Although the present invention has been explained using a stepped transmission as an example, it is not limited thereto, and the present invention can also be applied to a continuously variable transmission or traction control.

(Effects of the Invention) The automatic transmission control device according to the present invention detects the operating state of the vehicle, including the throttle opening, the amount of change thereof, the engine speed, the brake operation, and the vehicle running acceleration. a state detection means, a running resistance calculation means that inputs the output of the vehicle driving state detection means and calculates running resistance applied to the vehicle based on the input value, an output of the running resistance calculation means and the vehicle driving state detection means; , calculate the driving force when the throttle is fully open after shifting from the detected value, calculate the ratio to the running resistance input when no brake operation is detected, and calculate the driving force estimated from at least the throttle opening from the nucleation. A vehicle reaction suitability prediction means for quantitatively predicting the suitability of the vehicle's reaction after a gear shift with respect to a person's gear shift intention, and outputs of the vehicle reaction suitability prediction means and the vehicle driving state detection means are inputted and used as an evaluation scale. , a shift method that performs fuzzy inference by applying a plurality of shift rules consisting of linguistic expressions set based on judgments and operations derived by analyzing the driver's shift actions, and evaluates the degree of satisfaction of the shift rules. a rule evaluation means, a shift control value determining means for inputting the output of the shift rule evaluation means, selecting one of the shift rules based on the evaluation value, and determining a shift control value based thereon, and the shift control value Since the configuration is made up of a transmission means that inputs the output of the determination means and drives the transmission mechanism, the driving state of the vehicle, including surrounding conditions, can be grasped in multiple variables and instantaneously processed through fuzzy reasoning. Judgments and actions similar to those made by expert drivers can be reproduced during control.

Furthermore, since the shift point is not mechanically determined from the throttle opening and vehicle speed based on a preset shift diagram as seen in the prior art, it is possible to perform shift control that immediately responds to constantly changing driving conditions. By realizing this, it becomes possible to realize a shift control that is compatible with emission countermeasures or a shift control that can individually respond to the shift characteristics desired by each user.

Furthermore, the vehicle response suitability is predicted based on the ratio of the running resistance and the driving force after shifting, and this helps in gear shifting decisions, and when depression of the brake is detected, the predicted value or nucleation is set to a predetermined value. Since the configuration is configured such that the settings can be made, the shift control can be performed more accurately.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to claims of the present invention, FIG. 2 is a schematic diagram showing the overall configuration of an automatic transmission control device according to the present invention, and FIG.
The figure is a block diagram showing the configuration of the control unit therein, FIG. 4 is a main routine flow chart showing the operation of the unit, and FIG. 5 is a flow chart showing the shift command value determination subroutine therein. , FIG. 6 is an explanatory diagram showing the calculation of the acceleration and throttle change amount, FIG. 7 is a flow chart showing the PS ratio calculation subroutine in the flow chart of FIG. 5, and FIG. 9 is an explanatory diagram showing the calculation of the generated horsepower in the flow chart in Figure 7, and Figure 10 is an explanatory diagram showing the calculation of the PS% in the flow chart in Figure 5. A flow chart showing the calculation subroutine, and Fig. 11 shows the expected PS in it.
An explanatory diagram showing the calculation of the amount of change, FIG. 12 is an explanatory diagram showing the calculation of the correction coefficient used in the flow chart in FIG. 10, and FIG. 13 is an explanatory diagram showing the calculation of the correction coefficient used in the flow chart in FIG. 5. A flow chart showing a rotation speed calculation subroutine,
FIG. 14 is an explanatory diagram showing an example of the calculation, FIG. 15 is a flow chart showing the calculation subroutine of the expected PS ratio after shift in the flow chart of FIG. 5, and FIG. 16 is the flow chart of FIG. 5. 17 is a driving force diagram explaining the premise of control toughness, FIG. 18 is an explanatory diagram showing the torque ratio used in the flow chart of FIG. 16, FIG. 19 is an explanatory diagram showing the average torque calculated in the flow chart of FIG. 16, FIG. 20 is an explanatory diagram similarly showing the torque calculation method, and FIG. 21 is an explanatory diagram similarly showing acceleration correction. Figure 22 is an explanatory diagram showing the premise,
Fig. 3 is an explanatory diagram showing the membership function of control toughness, Fig. 24 is a flow chart showing the main routine of fuzzy production rule search, Fig. 25
The figure is an explanatory diagram showing fuzzy production rules.
6 is a flow chart showing the membership value calculation subroutine of the flow chart in FIG. 24, FIG. 27 is an explanatory diagram showing the ROM storage table used in the calculation, and
8 and 29 are explanatory diagrams showing calculation tables used in the calculation, FIG. 30 is a flow chart showing the search matrix creation subroutine in the flow chart in FIG. 24, and FIG. FIG. 32 is an explanatory diagram showing a rule matrix stored in the ROM used, FIG. 32 is an explanatory diagram showing a similar calculation map, and FIG. 33 is a flow chart showing the output determination subroutine of the flow chart in FIG. 24.
The charts, Figures 34 and 35 are the R used there.
FIG. 2 is an explanatory diagram showing tables stored in OM and RAM. 10--Internal combustion engine main body, 16--Throttle valve, 1
8... Engine output shaft, 20... Transmission,
22... Torque converter, 24... Main shaft, 26... Counter shaft, 30... Oil path, 3
2.34...Shift valve, 36.38...Electromagnetic solenoid, 42...Differential device, 46.
... Rear wheel 50 ... Throttle sensor, 52 ... Crank angle sensor, 54 ... Brake switch, 56 ...
・Vehicle speed sensor, 60...speed change control unit, 62...
・Range selector switch, 64...Shift position switch, 80...Microcomputer Figure 4 Figure 5 Figure 1! Figure 12 -0LTPSO+GA#D- Figure 6 8 Figure 10 YH- Figure 13 Figure 14 Figure 7 Figure 9 Figure 15 Figure 17 Figure 18 Figure 19 Figure 20 Figure n size Eave Figure 21 Figure 23 μ Figure 31 Figure 30 Figure 32 Figure 34 Figure 33 Procedural Amendment (Method) Contents of Amendment The amendment shall be made as per the attached sheet. March 29, 1989

Claims (3)

[Claims] (1) a. Vehicle driving state detection means for detecting the driving state of the vehicle, including at least the throttle opening, the amount of change thereof, engine speed, brake operation, and vehicle running acceleration; b. Output of the vehicle driving state detection means. a running resistance calculation means for calculating the running resistance applied to the vehicle based on the input value; c. inputting the outputs of the running resistance calculation means and the vehicle driving state detection means; Calculate the driving force when the throttle is fully open, find the ratio with the running resistance input when no brake operation is detected, and use the ratio to determine the performance of the vehicle after shifting in response to the driver's shifting intention estimated from at least the throttle opening. vehicle reaction suitability prediction means for quantitatively predicting the suitability of a reaction; a shift rule evaluation means that performs fuzzy inference by applying a plurality of shift rules consisting of linguistic expressions set based on judgments and operations induced by the above, and evaluates the degree of satisfaction of the shift rules; e. a shift control value determining means for inputting the output of the rule evaluation means, selecting one of the shift rules based on the evaluation value, and determining a shift control value based thereon; and f, an output of the shift control value determining means; A control device for an automatic transmission, comprising: a transmission means for driving a transmission mechanism by inputting the following information. (2) The running resistance calculation means calculates the driving force output by the vehicle from the detected vehicle driving state value, and then calculates the running resistance by calculating the product of the running acceleration and the vehicle weight and subtracting it from the driving force. Further, the vehicle reaction suitability prediction means fixes the ratio of the running resistance to the full-open driving force to a predetermined value when a brake operation is detected.
A control device for an automatic transmission as described in . (3) The automatic transmission control device according to claim 2, wherein the vehicle reaction suitability prediction means continues to fix the ratio at a predetermined value for a predetermined time even after the brake operation is completed.