JP2666105B2 - Control device for automatic transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle, and more particularly, to a control device for an automatic transmission for a vehicle which includes a kick down switch and determines a gear ratio through fuzzy inference. The present invention relates to an apparatus that optimally balances the gearshift requirements.

[0002]

2. Description of the Related Art In general, a control device for an automatic transmission for a vehicle stores a gear shift diagram in a memory of a microcomputer, and obtains an operation parameter indicating an engine load such as a throttle opening during driving and an operation parameter indicating a vehicle speed. Search and determine the gear ratio. However,
Since the gear shift diagram is created based on a general traveling state, when traveling on an uphill or downhill, the gear ratio is frequently changed, and the gear shift diagram does not always provide good gear shifting characteristics. Therefore, recently, there has been proposed a gear shift control that is more suitable for human sensitivity by determining a gear ratio through fuzzy inference.
The present applicant has previously proposed the same kind of technology in Japanese Patent Application Laid-Open No. Hei 4-8964. Separately, a kick-down switch is often provided in a vehicle equipped with an automatic transmission in order to further improve drivability by reflecting the driver's intention. The kick down switch is described in detail in, for example, Japanese Patent Publication No. 62-13538.

[0003]

As described above, a kick-down switch is provided in a control device for an automatic transmission in which a gear ratio is determined by using fuzzy inference or the like so as to more closely match the driver's intention. In this case, there may be a case where the driver's downshift request indicated through the kickdown switch and the gear ratio determined through fuzzy inference are mutually opposed.

Accordingly, it is an object of the present invention to determine a gear ratio using fuzzy inference and the like, and to provide a control device for an automatic transmission for a vehicle having a kick down switch in which a gear ratio and kick determined through fuzzy inference and the like are determined. It is an object of the present invention to provide a control device for an automatic transmission for a vehicle, which controls a gear ratio so that a driver's shift down request indicated through a down switch is optimally compatible.

[0005]

The present invention to solve the above object means to provide a process as indicated in item 1 example claims, the gear ratio stepwise or steplessly controlled by control of the automatic transmission A device for operating parameters of a vehicle, including vehicle speed,
Vehicle operating parameter detecting means for detecting,
Predetermined based on the driving parameters of the issued vehicle.
Target to determine the target gear ratio according to multiple control rules
Control device for vehicle automatic transmission provided with speed ratio determining means
The kick-down switch operated by the driver
Kick-down switch that detects the operating state of the switch
Detecting means and operating conditions of the vehicle
And the permissible shift in each area
Allowable speed ratio setting means for setting a ratio, and the kick
Kick down by the down switch operation status detection means
When the operation of the switch is detected, the target gear ratio and the allowable
Compare the gear ratio and select the smaller one,
Gear ratio determination to determine gear ratio to be downshifted based on
And a setting means .

[0006]

The transmission ratio is determined through the kick down switch by adding the driver's intention of the kick down switch to the determination of the gear ratio by fuzzy inference or the like.
Decision made through driver downshift requirements and fuzzy inference
It is the a can optimally adjust the gear ratio, thus Rutotomoni can adjust the intended luck <br/>rolling's optimally, it is possible to realize the shift control adapted to a more human sensibilities .

[0007]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic diagram generally showing a control device for an automatic transmission for a vehicle according to the present invention. In the drawing, reference numeral 10 indicates an internal combustion engine. The engine output generated by the internal combustion engine 10 is sent to the transmission 14 through the shaft 12 and transmitted to the main shaft 18 via the pump impeller 16a and the turbine runner 16b of the torque converter 16.
Between the main shaft 18 and the counter shaft 20, there is provided a gear mechanism 22 consisting of four forward steps and one reverse step, and a secondary shaft 24 is arranged in parallel with the counter shaft 20. Hydraulic clutches C1 to C4 are arranged at each gear. Incidentally, the one indicated by the symbol CH is a hydraulic clutch for bypassing the one-way clutch 26. Here, the transmission output is the final gear 2
The drive wheel 34 is sent to the differential device 30 through the drive shaft 8 and drives the drive wheel 34 through the drive shaft 32. still,
The hydraulic clutch C4 is used for forward and reverse travels. When the selector 36 is located to the left in the drawing, the forward fourth speed is established, and when the selector 36 is located to the right, the reverse gear RVS is established via an idle gear (not shown).

An intake passage (not shown) of the internal combustion engine 10 is provided.
A throttle opening sensor 40 for detecting the opening of the throttle valve (not shown) is provided in the vicinity of a throttle valve (not shown) disposed in the vicinity of the engine, and near a crankshaft or a camshaft (both not shown) of the internal combustion engine 10. A crank angle sensor 41 is provided, and outputs a signal every predetermined crank angle. A shaft 2 is provided near the counter shaft 20 of the transmission 14.
A vehicle speed sensor 42 for detecting a vehicle speed from a rotation speed of 0 is provided. Further, a brake switch 44 for detecting the presence or absence of a brake operation is provided near a brake pedal (not shown), and P and P are provided near a range selector (not shown) mounted on the floor of the vehicle driver's seat. R, N, D4, D3
A range selector switch 46 for detecting a range position selected by the driver from among the seven ranges of 2, 1 is provided, and the driver depresses the accelerator pedal by a predetermined amount or more near an accelerator pedal (not shown). Then, a kick down switch 48 which is turned on is provided. Outputs of the throttle opening sensor 40 and the like are sent to an ECU (electronic control unit) 50.

The ECU 50 comprises a CPU 50a, a ROM 50
b, RAM 50c, input circuit 50d, and output circuit 50e
The sensor (switch) output is input into the microcomputer via an input circuit 50d. In the microcomputer, the CPU 50a determines a shift position (gear position) as will be described later, and switches a shift valve (not shown) by energizing / de-energizing the solenoid valves 54 and 56 of the hydraulic control circuit through the output circuit 50e. Release and engage the hydraulic clutch at the gear. still,
The solenoid valves 58 and 60 are connected to the torque converter 16.
Is for control Rokkuabbu Organization of on and off.

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

Here, prior to the detailed description, the features of the present control device will be schematically described with reference to FIG. 3. First, in this control device, first fuzzy inference is performed from the throttle opening and the like. Then, the driver's intention to decelerate is estimated, and a second fuzzy inference is performed from parameters including the inference value to determine the gear ratio. FIG. 4 to FIG. 6 show a fuzzy production rule group used in the inference. Among them, rules 1 to 6 are rules for general driving conditions (referred to as “base rules”), and rules 7
Therefore, the rule 16 is a rule (referred to as “extra rule”) targeting a limited traveling state such as climbing a hill,
Among them, the rules 11 to 12 use the driver's intention to decelerate as one of the inference parameters (the rules 13 to 16 are rules for inferring the driver's intention to decelerate). In fuzzy inference, parameters to be used in these rule groups are first determined, and then inference is performed using a membership function set corresponding to them in the rule group to determine output values. The output value (inferred value) is expressed in a form such as "shift up to 2.8 speed" or the like, and often includes a small number. Then, a final shift position (gear position) is determined by performing a limit check including an adjustment of the output of the kick down switch and the like, such as shifting up to a target shift position. The control value is output to the electromagnetic solenoids 54 and 56 so that the final shift position (gear position) finally determined is reached, and the processing ends.

FIG. 2 is a flowchart showing a main routine of the control value calculation. First, in S10, the parameters just described are detected and calculated. The parameters are vehicle speed [km / h], current shift position (gear position), and throttle opening θTH [degree]. 0 to 84 degrees (WOT)], running resistance R [kg], full throttle closing ratio, driver's intention to decelerate, deceleration vehicle speed change amount VBRK [km / h], vehicle running acceleration α
[M / s ² ], throttle opening θTH, and gradient resistance R
G Use [kg]. Among them, the vehicle speed and the like are obtained from the sensor output value, and the current shift position is obtained from the excitation pattern of the electromagnetic solenoid. The running acceleration α of the vehicle is obtained from the first-order difference value (or differential value) of the vehicle speed per predetermined time. As shown in FIG. 7, the deceleration vehicle speed change amount VBRK is a decrease amount of the vehicle speed when the brake is operated, and the vehicle speed decrease amount (indicated by a negative value) per unit time (20 ms) from the vehicle speed at the time when the brake is depressed. Is calculated and obtained. The throttle fully closed ratio is
In the past 20 throttle opening sensor output data latched every 500 ms, the number of times the throttle opening is closed to a value close to or below the fully closed state ((1/8) × 84 degrees) is counted and obtained. Since the running resistance and the gradient resistance are obtained by a special method, they will be described with reference to FIG.

First, an expected acceleration GGH is obtained as shown in FIG. This is because the characteristic of the expected acceleration expected of the vehicle when the gear is in third speed and traveling on a flat road as shown in FIG.
It is stored in M50b, and is searched for and obtained from the vehicle speed and the throttle opening. Next, similarly to FIG. 9, a correction coefficient set and mapped in advance for each gear position is searched from the vehicle speed and the throttle opening, and the running acceleration α of the vehicle is set to a value equivalent to the third speed equivalent to the expected acceleration. The actual acceleration HDELV is obtained by the correction. Next, the difference PNO (PKU) between the two
, An average value PNOAVE (PKUAVE) is obtained, and then the running resistance is calculated.

Referring to the flow chart of FIG. 10, the expected acceleration GGH and the actual acceleration HDELV are obtained as described above in S100 and S102, and the process proceeds to S104 to obtain the difference PKU and PNO between the two as shown in FIG. Proceeding to S106, the weighted average values PNOAVE and PKUAVE are obtained (the weighting coefficient k is appropriately set), and the flow proceeds to S108 to calculate the running resistance R from the obtained weighted average value. The calculation of the expected acceleration and the like are described in detail in Japanese Patent Application No. 3-26313 by the present applicant, and the description thereof will be omitted here.

FIG. 11 is a subroutine flowchart showing this. In S200, first, the average value PNOAVE in the ascending direction is compared with a first reference value YPNOH. Go ahead and set the average value as the running resistance value. This will be described with reference to FIG. 12. In this control, the running resistance is obtained in accordance with the characteristics set in advance, and as long as the calculated average value does not exceed a certain threshold, the calculated running resistance is regarded as an index indicating the running resistance. It is considered difficult to do so, and the first
The reference value of was set. Therefore, when it is determined in S200 that the average value in the ascending direction exceeds the first reference value, S2
The process proceeds to 02 and the average value is set as the running resistance.

If it is determined in S200 that the average value is less than the first predetermined value, the process proceeds to S204, where the second reference value YPN
OL, and when it is determined that it is more than this, the process proceeds to S206, where the average value PKUAVE in the downhill direction is compared with the first reference value YPKUH in the downhill direction, and the average value in the downhill direction is compared with the first reference value YPKUH. If it exceeds the value, the process proceeds to S208, and the value obtained by subtracting the average value in the downhill direction from 0 is used as the running resistance value. Is set to 0, the traveling resistance in the downhill direction is shown as a negative value, and the running resistance increases in the negative direction as the value increases.) When it is determined in S206 that the average value in the downhill direction is less than the first reference value in the downhill direction, the process proceeds to S210, and the average value in the uphill direction is prioritized. The average value in the direction is defined as the running resistance value. Further, when it is determined in S204 that the average value in the ascending direction is less than the second reference value in the ascending direction, the process proceeds to S212, where the average value in the descending direction is compared with the second reference value in the descending direction. When it is determined that the average value in the downhill direction exceeds the second reference value in the downhill direction, the process proceeds to S214, and the average value in the downhill direction subtracted from 0 is used as the running resistance value. When it is determined, the process proceeds to S216, and the average value in the uphill direction is set as the running resistance value for the same reason as described in S210. The value of the running resistance is from -1.0 to +
Since it is calculated with an anonymous number up to 1.0, it is appropriately converted to a specific numerical value in kg units by a method thereafter.

Returning to the flowchart of FIG. 10 again, the program proceeds to the last step S110, in which the running resistance value of the flat road is calculated from the obtained running resistance value (the characteristics are mapped in advance and the ROM
50b, which is to be retrieved from the vehicle speed), and the gradient resistance RG is obtained.

In S10 of the flow chart of FIG. 2, the above parameters (excluding the intention of deceleration) are obtained. Subsequently, the process proceeds to S12 to perform first fuzzy inference to infer the driver's deceleration intention DEC, and to proceed to S14 to check the inferred driver's deceleration intention (described later).
In step 16, the second fuzzy inference is performed from the above-mentioned driving parameters including the driver's intention to decelerate to determine the target shift. However, the first and second fuzzy inferences themselves are first performed by the present applicant. (Japanese Unexamined Patent Publication No. 4-8964)
Since the inference method itself is not the gist of this application, it will be described only briefly with reference to FIG. First, for each rule, the parameters detected (calculated) in the antecedent part (IF part) are applied to the corresponding membership function, and the value on the vertical axis (membership value) is read. And Then, the consequent part of each rule (conclusion. THEN part)
Are weighted by the fitness of the antecedent part to obtain the average value. That is, fuzzy operation output = {[rule conformity] × [weight of center of gravity] × [rule importance] × [center of gravity position]} / ｛[rule conformity] × [weight of center of gravity] × [rule importance] Degree]｝. Here, the rule importance determines the weight of the rule, and is used for simply modifying the contents of the rule without modifying the rule itself. An appropriate value between 0 and 1 is set for the rule conformance and the weight of the center of gravity.

Here, a supplementary explanation of the inference rules of the driver's deceleration intention shown in FIG. 6 will be given. The reason for inferring such an internal intention of the driver in the first place is as follows. Is intended for limited driving conditions such as climbing, descending, and decelerating.Of these, while climbing is the driving environment in which the vehicle is located, deceleration is a driving situation that occurs due to the driver's own intention. Often change. Therefore, rather than grasping such a driving situation only from physical quantity parameters, the driver's internal intention is estimated,
This is because it is considered that it is desirable to comprehensively grasp from the parameters including the internal intention in order to realize a control more suitable for human sensitivity.

The estimation of the driver's internal intention will be described. After all, it can only be estimated as shown in FIG. 6 through the operating state of the equipment operated by the driver and the operating state of the vehicle. When the rule of FIG. 6 is slightly expanded, in the case of the rule 13, the gradient resistance means a negative value, that is, a descending slope. Since the vehicle coasts when descending a hill, it is considered that the driver's intention is to shift down and use the engine brake when the vehicle decelerates a little. In addition, deceleration intention D
As shown in rules 11 and 12 in FIG. 5, the closer the EC is to 1.0, the more the shift is determined in the down direction. Rules 14 and 15 also have negative gradient resistance,
In the case of traveling on a flat road or a downhill road, rule 14 is to set the membership function of the vehicle speed to be large on the low speed side, that is, to run the vehicle on a flat (downhill) road at low speed, and rule 15 is It is planned to set a large value on the high-speed side and run on the same road at high speed. In rule 14,
Unless the vehicle is decelerated to some extent, the intention of deceleration is not seen. Furthermore, since Rule 15 is for high-speed driving,
He thought that the driver's intention to decelerate should not be taken unless the driver decelerated even if he operated the brakes a little. The intent of this deceleration has been proposed by the present applicant in Japanese Patent Application No. 3-260952, so that the description is limited to the above.

Returning to S14 of the flow chart of FIG. 2 on the premise of the above, the check of the inferred driver's intention to decelerate will be described with reference to the flow chart of FIG.

First, in S300, the current inference value DE
C is added to the previous cumulative value DECn-m and updated,
In steps S302 to S308, a limit check is performed so that the accumulated value is between 1.0 and 0. This is because the deceleration intention is set between 1.0 and 0 by the rule. Next, the routine proceeds to S310, where the vehicle speed V is set to the predetermined value VDEC.
It is determined whether or not the speed is less than the predetermined value. The predetermined value VDEC is a low vehicle speed value,
This is because it is meaningless to determine a downshift from the intention of deceleration during such low-speed traveling.

Next, the routine proceeds to S314, where the flag F. BR
It is determined whether the OK bit is set to 1.
This flag indicates that the brake signal is normal (ie, the brake and the brake switch) when the brake-on signal and the brake-off signal (of the brake switch) continue for a predetermined period of time after the ignition switch is turned on in a subroutine flow chart (not shown). Is normal)
And sets the bit of the flag BRKOK to 1, and if not, the brake signal is abnormal (ie,
It is determined that the brake and / or brake switch is abnormal) and the bit is set to 0. Therefore, when the flag bit is determined to be 0 in S314, it is determined that the brake signal is abnormal, and the process proceeds to S316 to cancel the deceleration intention DEC. Needless to say, this is for fail-safe operation, and is to prevent inadvertent downshifting during high-speed driving or the like.

The process proceeds to S318 when the brake signal in S314 is judged to be normal, where it is determined whether the current shift position (gear position) S 0 is fourth speed, the process proceeds to S320 when the result is affirmative It is determined whether the value of the timer TBRK is 0. This timer is also set when a brake operation is performed in a subroutine flow chart (not shown), and starts when the brake is released. Therefore, the value of this timer means that a predetermined time has elapsed since the brake was released. That is, once the brake is depressed, even if the brake is released, the braking force does not immediately become zero due to the response delay of the mechanism, so that the delay time is set in the timer and measured to correct the delay. I did it. Therefore, when it is determined in S320 that the timer value is not zero, it means a period during which the brake force is depressed or the braking force remains after the brake is released, and when it is determined to be zero, the braking force does not completely remain. Since this means a state, the process proceeds to S316 to cancel the intention to decelerate, and when it is determined in S320 that the timer value is not zero, the program ends and the intention to decelerate is held.

In other words, this control is performed by estimating the driver's intention to decelerate and changing the shift scheduling to utilize the engine brake. Aiming at control that resembles the operation of the person and is more similar to the human feeling, but without such correction, the intention to decelerate will increase cumulatively, and then the intention to decelerate even if the brake operation is stopped Is kept as it is. At this time, if the brake is operated again, there is a possibility that a downshift from, for example, the fourth speed to the third speed may occur at a relatively early timing, and the shift may not always be faithful to the driver's intention. On the other hand, if the intention of deceleration increases and a downshift occurs and an engine brake occurs, the intention of deceleration is maintained even if the brake is released later, but this is consistent with the driver's intention to accept the engine brake shift. I do. However, if the driver's intention to decelerate increases and the driver releases the brakes before the downshift to the third speed occurs, it is presumed that the driver once abandons the intention to decelerate and does not desire engine braking. It is necessary to satisfy the demand. For the above reasons, S320, S
At 316, the intention of deceleration was canceled to zero. In this case, the deceleration intention is set to zero only when the vehicle is in the fourth speed. However, for the above-described reason, it is not necessary to perform the deceleration intention only when the vehicle is in the fourth speed. You may go.

Returning to the flow chart of FIG.
Proceeding to 16, the second fuzzy inference is performed to determine the target shift, such as 2.8-speed upshift, etc. Then, proceeding to S18, the 2.8-speed is shifted to the third-speed according to the same method as described in the previously proposed technology. And the like, and the current shift position (gear position) is converted into a target shift position (gear position) such as 4th speed. Next, the routine proceeds to S20, where a limit check including adjustment with the kick down switch output is performed.

FIG. 14 is a subroutine flow chart showing the operation. In general, an area in which the priority of the kickdown switch output and the fuzzy inference value is determined is obtained from the vehicle speed, and the kickdown switch area is determined in the fuzzy inference priority area. The shift position is determined based on the fuzzy inference value irrespective of the output state of the switch, and in the kick-down switch priority area, the shift position is determined based on the output state of the kick-down switch, and the overrev check is performed. More specifically, the fuzzy inference result is rewritten according to the obtained area, and the final shift position is determined by checking the output of the kick down switch.

To explain, first, from S400 to S42
6, the current vehicle speed V is compared with the six comparison values VF43, VF32, V
F21, VK43, VK32, VK21 are sequentially compared, and 8 division FLs
(= 1, 2, 3, 4) or KL (= 1, 2, 3, 4) (the number given to FL is a shift that can be tolerated by a shift based on fuzzy inference). A limit value in the down direction of the position (gear position), for example, if FL = 3, it means that up to 3rd gear is allowed, and downshifting to 2nd gear and 1st gear is not allowed. Means a permissible gear position in the down direction that is permissible in the shift based on the kick down switch output). And FIG.
As shown in FIG. 5, it is determined which of the seven areas I to VII the current operating state is based on. here,
The comparison values are: VF21 ≤ VK21 ≤ VF32 ≤ VK32 ≤ VF43 ≤
VK43. In each area, I: downshift to 1st speed, fuzzy inference value priority II: ダ ウ ン down by kick down switch on III: downshift to 2nd speed, fuzzy inference value priority IV: 〃 kick Downshift ON with down switch V: When downshifting to 3rd speed, fuzzy inference value priority VI: ダ ウ ン Down with kickdown switch on VII: Suppose that neither fuzzy inference value nor kickdown switch does down.

Next, the process proceeds to S428, where the fuzzy inference value S
FT (target shift position (gear position) based on fuzzy inference) is compared with current shift position (gear position) S0.
If it is determined in step S428 that the fuzzy inference value is less than the current gear, the gear shifts down. In other words, there is a possibility of over-rev. Therefore, the process proceeds to step S430, where the fuzzy inference value and the fuzzy inference allowable gear FL are set. Compare.
Therefore, when it is determined that the fuzzy inference value is less than the allowable gear position, the inference value is lower than the allowable gear position, and there is a possibility of overrev. Similarly, the process proceeds to S432 and the fuzzy inference allowable gear position and the current gear position are determined. Compare with Therefore, when the fuzzy inference allowable gear is lower than the current gear, there is a margin up to the fuzzy inference allowable gear.
Proceeding to S434, the fuzzy inference allowable gear is set as a fuzzy inference value, and if the fuzzy inference allowable gear is equal to or higher than the current gear, the flow advances to S436 to limit the fuzzy inference value to the current gear. If it is determined in step S428 that the fuzzy inference value is equal to or higher than the current gear, there is no danger of over-rev because there is no downshift.
When it is determined in step 30 that the fuzzy inference value is equal to or higher than the fuzzy inference allowable gear, the process skips to S438 because the value is within the allowable range.

Then, the program proceeds to S438, in which it is determined whether or not the fuzzy inference value is the 4th speed.
Going to 0, the vehicle speed V is compared with YVL34 (upshift upper limit vehicle speed from the third to the fourth speed).
Proceeding to 2, the fuzzy inference value is limited to the fuzzy inference allowable gear stage FL searched earlier. The program then proceeds to S444 in which a preset engine speed NEWOT when the throttle is fully opened is searched from the current gear for each gear, and the program proceeds to S446 in which the crank angle sensor 4 described above is retrieved.
The output of 1 is counted and compared with the current engine speed NE obtained. When it is determined that the current engine speed is equal to or higher than the limit engine speed, the process proceeds to S448, where the fuzzy inference value and the fuzzy inference allowable gear are compared again, and if the fuzzy inference value is less than the fuzzy inference allowable gear. BA S442
To limit the fuzzy inference value to the allowable gear. In this manner, S438 to S448 are overrev checks based on the engine speed and the vehicle speed (double check in which the sensor for detecting the engine speed is also failed) when shifting to the third speed or lower. S43 from that meaning
If it is determined in step 8 that the fuzzy inference value is the fourth speed, S442
Is skipped, and when it is determined in S446 that the current engine speed is less than the limit engine speed, and S448
When it is determined that the fuzzy inference value is equal to or higher than the fuzzy inference allowable gear, there is no possibility of overrev.
Skip 442.

Then, the program proceeds to S450, in which it is determined whether or not the kick down switch is on, that is, whether or not the driver has depressed the accelerator pedal. If not, the program proceeds to S454 in which the fuzzy inference value is changed to the final shift position. S
If the result is affirmative, the program proceeds to S452, in which the fuzzy inference value is compared with the gear KL allowed in the down direction of the shift by the kick down switch output. If the allowable gear speed of the kick down switch output is equal to or greater than the fuzzy inference value, the process proceeds to S454, where the fuzzy inference value is set to the final shift position SH, and if the fuzzy inference value is larger than the allowable gear speed, the process proceeds to S456. To shift the allowable gear of the kick down switch output to the final shift position S
H.

The above will be described with a specific example.
(FL = 3, KL = 2) and running at 4th speed (S0 =
4) Suppose that the accelerator pedal is depressed and the fuzzy inference value has decided to shift down to the second speed (SFT =
2). In FIG. 14, the SFT is rewritten from the second speed to the third speed by proceeding to S430, S432, and S434. If the kick down switch has not been turned on yet, S454
And the final shift position SH becomes the third speed. When the kick down switch is turned on, the process proceeds to S452 and S456, and the final shift position is the second speed. As a result, the region IV can be downed to the third speed by the result of the fuzzy inference, but whether or not the downshift to the second speed depends on the output of the kick down switch. In this way, the fuzzy inference value and the kickdown switch output can be adjusted optimally.

Returning to the flow chart of FIG. 2 again, the program proceeds to S22, in which the control values (excitation patterns) are output to the solenoids 54, 56 so as to attain the final target shift SH, and the processing ends.

Since this embodiment is constructed as described above, in a vehicle automatic transmission having a kick down switch and determining a shift position using fuzzy inference, the shift position and the fuzzy inference are determined by the kick down switch output. When the shift position is different from the shift position, it is adjusted optimally, so that inadvertent downshifting does not occur near the full throttle opening, it follows the driver's intention well and further enhances human sensitivity Suitable shift control can be realized.

Although the present invention has been described by taking a stepped transmission as an example, it is needless to say that the present invention is also applicable to a continuously variable transmission, and it is also applicable to traction control and the like.

[0037]

The present invention will be described with reference to an embodiment.
The control device for a vehicular automatic transmission in which the speed ratio is controlled stepwise or steplessly includes a vehicle speed V.
Vehicle operating parameters for detecting vehicle operating parameters
Detecting means (vehicle speed sensor 42, throttle opening sensor 4
0, S10 in FIG. 2, and the operation of the detected vehicle.
Control loops determined in advance based on the
Of the target gear ratio SFT according to the target gear ratio
Vehicle (e.g., S12 to S18 in FIG. 2)
A key operated by the driver in the control device of the transmission.
Kick-down for detecting the operation state of the kick-down switch 48
Switch operation state detecting means (S20 in FIG. 2, FIG. 14)
S450), and the driving state of the vehicle is
Divide into areas and allow acceptable in each area
Allowable gear ratio setting means for setting gear ratio KL (FL) (FIG.
14 from S400 to S426), and
Kick down switch by the switch
When the operation of the switch is detected, the target gear ratio SFT is
Compare the allowable speed ratio KL and select the smaller one,
The gear ratio to be downshifted based on the calculated value
Speed ratio determining means (from S20 in FIG. 2 and S452 in FIG. 14)
S456) and since as configuration provided, the determination of the gear ratio due to the fuzzy inference by applying the operating state of the kick-down switch is the intention of the driver, kick
Driver downshift indicated through down switch
Optimum requirement and transmission ratio determined through fuzzy inference
The it can be adjusted, thus it is possible to realize the optimum compatible with human sensibilities than is possible Rutotomoni be adjusted shift control driver's intention.

According to the second aspect , the allowable speed ratio F
L and KL decrease as the vehicle speed V increases.
Because sea urchin and (S400 from S426 in FIG. 4) as configured set are, as with claim 1, wherein, it is a benzalkonium be optimally adjusted to the driver's intention, the shift control adapted to a more human sensibilities Can be realized.

According to a third aspect of the present invention, the gear ratio is set in a stepwise manner.
Control device for vehicle automatic transmission controlled stepwise or steplessly
And detects driving parameters of the vehicle including the vehicle speed V.
Vehicle operating parameter detecting means (vehicle speed sensor 42, throttle
The throttle opening sensor 40, S10 in FIG. 2, and
Predetermined based on the detected vehicle operating parameters
The target gear ratio SFT according to the specified control rules
Target speed ratio determining means (S12 to S18 in FIG. 2)
In a control device for a vehicle automatic transmission equipped with
Of the kick down switch 48 operated by the
Kick-down switch operation status detection means (Fig.
2 and S450 in FIG. 14) and the driving state of the vehicle.
It is divided into a plurality of areas according to the vehicle speed, and the target gear ratio is excellent.
Area where the kick-down switch is prioritized
Area, and tolerable variation in each area
Permissible speed ratio setting means for setting the speed ratio KL (FL) (FIG. 1)
4 from S400 to S426), and the kick dow
Kick-down switch
When the operation of the switch is detected,
Is in the priority area, the target speed ratio SF
T and the allowable speed ratio KL are compared, and the smaller one is selected.
Determines gear ratio to downshift based on selected value
(S20 in FIG. 2, S452 in FIG. 14)
To S456) are provided.
In the same way as the term, when determining the gear ratio by fuzzy inference, etc.
Check the driver's intention of the kick down switch
Shown through the kick down switch
Driver Downshift Demand and Fuzzy Reasoning
The determined gear ratio can be adjusted optimally.
As a result, it is possible to optimally adjust the driver's intention, and to realize shift control that is more suitable for the sensitivity of the driver .

[0040]

[0041]

[Brief description of the drawings]

FIG. 1 is an explanatory diagram generally showing a control device for an automatic transmission for a vehicle according to the present invention.

FIG. 2 is a main flow chart showing an operation of an ECU (electronic control unit) in FIG.

FIG. 3 is an explanatory block diagram functionally showing features of the control device.

FIG. 4 is an explanatory diagram showing fuzzy production rules 1 to 6 used in fuzzy inference of the flow chart of FIG. 2;

FIG. 5 is an explanatory diagram showing fuzzy production rules 7 to 12 used in fuzzy inference of the flow chart of FIG. 2;

FIG. 6 is an explanatory diagram showing fuzzy production rules 13 to 16 used in fuzzy inference of the flow chart of FIG. 2;

FIG. 7 is an explanatory diagram showing a deceleration vehicle speed change amount among parameters used in fuzzy inference of the flow chart of FIG. 2;

FIG. 8 is an explanatory diagram showing a calculation operation of running resistance and gradient resistance among parameters used in fuzzy inference of the flow chart of FIG. 2;

FIG. 9 is an explanatory diagram showing characteristics of predicted accelerations set in advance and mapped in FIG. 8;

FIG. 10 is a main flowchart showing a calculation operation of running resistance and gradient resistance shown in FIG. 8;

FIG. 11 is a subroutine flowchart showing the operation of calculating the running resistance in the flowchart of FIG. 10;

FIG. 12 is an explanatory diagram illustrating a calculation operation of the flow chart of FIG. 10;

FIG. 13 is a subroutine flowchart showing a check operation of a deceleration intention in the flowchart of FIG. 2;

FIG. 14 is a subroutine flowchart showing a limit check operation in the flowchart of FIG. 2;

FIG. 15 is an explanatory diagram showing area divisions indicating allowable gear positions used in the flow chart of FIG. 14;

[Explanation of symbols]

 Reference Signs List 10 internal combustion engine 14 transmission 40 throttle opening sensor 41 crank angle sensor 42 vehicle speed sensor 44 brake switch 46 range selector switch 48 kick down switch 50 ECU (electronic control unit)

Claims (3)

(57) [Claims] 1. A control device for a vehicular automatic transmission in which a speed ratio is controlled stepwise or steplessly, comprising: a. Vehicle operation that detects vehicle operating parameters including vehicle speed
Conversion parameter detection means ; and b. Based on the detected vehicle operating parameters,
The target gear ratio is determined according to a set of multiple control rules.
A target gear ratio determining means for constant, the control system for an automatic transmission for a vehicle having a, c. A kick-down switch operated by the driver
Kick- down switch that detects the operating state
Steps; d . Divide the driving state of the vehicle into multiple areas according to the vehicle speed
And, setting the allowable gear ratio allowable Te respective regions odor
Setting means for setting an allowable speed ratio, and e . By the kick down switch operating state detecting means
When the operation of the kick down switch is detected,
Compare the target gear ratio with the allowable gear ratio and select the smaller one.
The gear ratio to be downshifted is determined based on the selected value.
Control apparatus for a vehicular automatic transmission, characterized by comprising a speed change ratio determining means for constant, the. 2. The vehicle according to claim 1 , wherein the vehicle speed is increased.
2. The control device for an automatic transmission for a vehicle according to claim 1, wherein the control value is set so as to decrease as the value of the automatic transmission changes. 3. The gear ratio is controlled stepwise or steplessly.
Control apparatus for an automatic transmission for a vehicle, comprising: a. Vehicle operation that detects vehicle operating parameters including vehicle speed
Conversion parameter detection means ; and b. Based on the detected vehicle operating parameters,
The target gear ratio is determined according to a set of multiple control rules.
A target gear ratio determining means for constant, the control system for an automatic transmission for a vehicle having a, c. A kick-down switch operated by the driver
Kick- down switch that detects the operating state
Steps; d . Divide the driving state of the vehicle into multiple areas according to the vehicle speed
And, wherein the kick down and the area where the target gear ratio is preferentially
It is set separately in the area where switch operation has priority ,
Allowable setting of allowable gear ratio in each area
A volume change gear ratio setting means, and e. By the kick down switch operating state detecting means
When the operation of the kick down switch is detected,
Selecting whichever is smaller than the permissible speed ratio and <br/> the target gear ratio when the Tsu the click down switch operation is in the priority area
And a shift to be downshifted based on the selected value.
A control device for an automatic transmission for a vehicle , comprising a speed ratio determining means for determining a ratio .