JP2794747B2 - Automatic transmission control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an automatic transmission control device used for a vehicle or the like, and more particularly, to an unwillingness that frequently occurs during a high-speed running on an uphill road, for example, between 34 speeds. The present invention relates to an automatic transmission control apparatus intended to improve driving feeling while avoiding a so-called busy shift operation.

(Prior Art) The shift operation of an automatic shift control device used for a vehicle or the like is as follows.
According to the vehicle speed and the throttle opening during traveling, a gear ratio according to the traveling state is determined by referring to a preset table-like shift map (so-called shift diagram), and the gear ratio of the automatic transmission is switched. In general, the shift map is set in advance assuming a normal running state. Therefore, if the normal running state is as expected, almost satisfactory shift characteristics can be obtained. When the vehicle is traveling on a road at a relatively high speed, an undesirable shift operation (busy shift) as described below often occurs.

That is, the speed selected at the time of high-speed running is usually the highest speed (for example, 4th speed: overdrive speed). As a result, the next lower gear (for example, 3rd gear, hereinafter, lower gear) of the upper gear
Is selected. Then, since the torque of the lower stage is relatively large, the vehicle speed changes in a gradual increase, and the upper stage is selected again. As a result, the switching of the upper stage and the lower stage is performed in a complicated manner, resulting in a so-called busy shift. In some cases, the driving feeling deteriorated.

As a conventional automatic shift control device for avoiding a busy shift, there is, for example, a device described in Japanese Patent Application Laid-Open No. Sho 62-165052. In this known example, as shown in FIG. Vehicle speed detecting means 1 for detecting that the vehicle is traveling on an uphill road at a constant vehicle speed, and a predetermined gear (for example,
Shift change counting means 2 for counting the number of shifts of the gear ratio performed between the fourth gear) and the next gear (for example, third gear) in which the gear ratio becomes smaller next to the predetermined gear; Prohibiting means 3 for prohibiting an upshift to a predetermined gear when the number of speed ratio changes exceeds a preset number within a predetermined time during climbing a hill;
The occurrence of a busy shift is detected from the number of times the gear ratio is switched, and the gear is fixed to the next gear (for example, third speed).

(Problems to be Solved by the Invention) However, in such a conventional automatic transmission control device, when the actual number of gear ratio switching exceeds a predetermined number, a busy shift is determined and switching is prohibited. Since the gear ratio cannot be fixed until after a certain degree of busy shift has occurred, it cannot be said that the busy shift is strictly avoided. That is, there is a problem that a certain degree of busy shift cannot be avoided until the gear ratio is fixed, and the driving feeling during this time cannot be improved at all.

Accordingly, it is an object of the present invention to avoid a slight occurrence of a busy shift and to further improve the driving feeling during high-speed traveling on an uphill road.

(Means for Solving the Problems) In order to achieve the above object, the automatic transmission control device according to the present invention includes: a) at least a throttle opening detecting means for detecting a throttle opening, which detects various parameters representing a running state of the vehicle. Detecting means; and b) a plurality of preset membership functions including at least one membership function using an average value of the square of the deviation between the throttle opening and the average value of the throttle opening as an input variable; Fuzzy inference including a control law to increase the degree of increase in the selection coefficient of the shift map for high-load running if the movement variance of the throttle opening is small based on the output signal from the vehicle and the running resistance under the current running state Fuzzy calculating means for calculating an evaluation value corresponding to the degree of the size of the image; c) when the calculated evaluation value is larger than a predetermined value, Command means for outputting a command signal for instructing selection of a load traveling shift map; d) map selecting means for selecting a high load traveling shift map instead of the normal traveling shift map when the command signal is output; e) deciding means for deciding the gear position under the current driving condition based on the selected map and the various parameters; f) operating means for operating the automatic transmission to attain the decided gear position; It is characterized by having.

(Operation) According to the present invention, based on a plurality of preset membership functions including at least one membership function using an average value of the square of the deviation of the throttle opening as an input variable, and an output signal from the detection means. Fuzzy inference including a control rule that the degree of increase in the selection coefficient of the high-load travel shift map is increased if the travel variance of the throttle opening is small, and the magnitude of the travel resistance under the current travel state Is calculated, and if the calculated evaluation value is larger than a predetermined value, a command signal for commanding selection of a shift map for high-load traveling is output, so that even a slight occurrence of a busy shift can be avoided. In addition to being able to further improve the driving feeling during high-speed traveling on an uphill road, a membership function relating to the dispersion of the throttle opening degree can be achieved. Can distinguish between high-speed traveling on a flat road and high-speed traveling on an uphill road, and has a unique effect that the function table does not have to be adjusted for each type of vehicle due to the fact that it does not depend on vehicle specifications.

Hereinafter, the present invention will be described with reference to the drawings.

2 to 8 show an embodiment of the automatic transmission control device according to the present invention, which is applied to a vehicle equipped with a forward 4-speed automatic transmission with overdrive (hereinafter abbreviated as A / T). It is an example.

First, the configuration will be described. In FIG. 2, reference numeral 10 denotes a detecting means. The detecting means 10 detects a vehicle speed V by detecting a vehicle speed V.
And a throttle sensor 12 for detecting a throttle opening θ (or a throttle pedal depression amount) θ. 13
Is an A / T controller, and the A / T controller 13 is a shift map for normal running (hereinafter referred to as map M) shown in FIG. 3 (a).
As shown in FIG. 3 (b), a shift map for high-load running (hereinafter referred to as map K) in which the third speed range is expanded is built in. When a command signal CMD is input, the map K The selected map and the signals V, θ from the detection means 10
The gear ratio is determined on the basis of
L is output to a valve mechanism 15 of an automatic transmission (A / T). The A / T controller 13 has a function as a determining means and a selecting means, and the valve mechanism 15 has a function as an operating means. doing.

On the other hand, 14 is a detector, and detector 14 is
Based on the signals V and θ from the detection means 10, the moving average value of the vehicle speed V at time t and the moving average value of the throttle opening θ at time t are obtained according to the following formula, and the throttle opening θ is calculated according to the following formula. Moving dispersion value of
Ask for ▼.

Based on these ▲ ▼, ▲ ▼, and ▲ ▼, it refers to a plurality of membership function tables to determine the degree to which ambiguous rules expressed in words (so-called language control rules) are established. The rules are set as (I) to (III) described below.

I) The first control rule (hereinafter, LRR1) Proposition of the antecedent → “If the moving average of the vehicle speed is large”, Proposition of the consequent → “Increase the degree of increasing the high-speed high-load coefficient”.

II) The second control law (hereinafter, LRR2) Proposition: "if the moving average value of the throttle opening is large", consequent proposition: "increase the degree of increasing the high-speed high-load coefficient".

III) Third control law (hereinafter, LRR3) Consequence proposition → “if the variance of the throttle opening movement is small”, consequent proposition → “increase the degree to which the high-speed high-load coefficient is increased”.

 Here, the LRR1 to LRR3 will be described.

In LRR1, the vehicle speed is used as a signal as an index indicating that the vehicle is traveling at high speed.

In LRR2, the throttle opening is used as an index indicating the load state of the vehicle. The greater the moving average value of the throttle opening, the greater the load on the vehicle.

In LRR3, the variance of the throttle opening is used as an index indicating the high speed and high load of the vehicle. Incidentally, the applicant has confirmed that a large difference appears in the travel variance value of the throttle opening when comparing the travel time on a highway with a small gradient to the travel time on a highway in a mountainous area with a large gradient. That is, highways in mountainous areas (specifically,
For example, it has been confirmed that the travel variance of the throttle opening when traveling on a Hakone turnpike) is about three times as large as the travel variance when traveling on a flat road (for example, Seisho bypass). Note that the above LRR1 and LRR2 need to be changed depending on the vehicle specifications (for example, vehicle weight and power performance) of each vehicle, but LRR3 does not largely depend on the vehicle specifications, It has been confirmed by the present applicant that substantially the same setting may be used even in the above case, and that adjustment for each vehicle is not required.

4 to 6 are membership function tables corresponding to the above LRR1 to LRR3, respectively. FIG. 4 (a) corresponds to the antecedent proposition and FIG. 4 (b) corresponds to the consequent proposition. For example, in FIG. 4 (a), as the value of ▼ becomes larger, the membership value becomes closer to “1”. Therefore, the value of FIG. 4 (b) referred to by this membership value (high-speed high-load coefficient
(A value indicating the degree to which the HPF is increased) changes to the increasing side. Here, FIG. 7 shows an evaluation value corresponding to the degree of the running resistance to be obtained by fuzzy inference, that is, a high-speed high-load coefficient (hereinafter, High Performance Fac).
tor: HPF) and the actual running resistance.
FIG. 4 (b) and FIG.
A membership function table for each of the consequent propositions in FIG. 6B and FIG. 6B is set.

 Next, the operation will be described.

▲, ▲ ▼, ▲ ▼ calculated from V and θ inputted to the detector 14 are used as reference signals on each antecedent side of LRR1 to LRR3 as shown in FIG.
Thereby, the membership value is extracted from each antecedent side, and the function on each consequent side is limited by this membership value. Then, the union of the limited values is obtained, and the area centroid position on the x-axis with respect to the set figure is obtained, and this centroid position becomes the value of the high-speed high load coefficient (HPF). That is, the value of HPF is an evaluation value representing the degree of the running resistance at that time, and indicates that the larger this value is, the higher the possibility of occurrence of the busy shift is. Therefore, for example, when the obtained HPF value exceeds a predetermined threshold value (threshold value), the command signal CMD is output from the detector 14 and the A / T controller 13
In this case, if the map K is selected instead of the map M, the third speed can be held in advance, and the occurrence of a busy shift can be prevented. If the threshold value is set in two stages to provide a so-called hysteresis characteristic, and when the HPF falls below the smaller threshold, the map is returned to the map M, the possibility of a busy shift is reduced. At the same time, it is possible to smoothly return to normal shift characteristics.

As described above, in this embodiment, fuzzy inference is performed based on the vehicle speed, the throttle opening, and the variance of the throttle opening, and a high-speed high-load coefficient (HPF) correlated with the running resistance is obtained. Since the map K is selected instead of the map M when the value exceeds the value, the map K can be immediately selected when the running resistance increases and changes while climbing the hill at high speed, and the occurrence of the busy shift can be prevented. Can be avoided. That is, it is possible to improve the driving feeling when climbing a hill without causing a slight busy shift.

In this embodiment, fuzzy inference is performed based on the vehicle speed, the throttle opening, and the variance of the throttle opening to obtain a high-speed high-load coefficient, but in addition to the variance of the vehicle speed, the throttle opening, and the throttle opening, Alternatively, fuzzy inference may be performed by adding the amount of change in the throttle opening or the variance of the amount of change in the throttle opening. In addition, the fuzzy inference can be performed with two values of the vehicle speed and the variance of the throttle opening, and the fuzzy inference can be performed with two values of the throttle and the variance of the throttle opening. Can be obtained.

(Effect) According to the present invention, even a slight occurrence of a busy shift can be avoided, the driving feeling during high-speed traveling on an uphill road can be further improved, and a function table can be provided for each type of vehicle. The unique effect that it is not necessary to adjust is obtained.

[Brief description of the drawings]

FIG. 1 is a conceptual configuration diagram of the present invention, FIGS. 2 to 8 are diagrams showing an embodiment of an automatic transmission control device according to the present invention, FIG. 2 is a configuration diagram thereof, and FIG. FIG. 4B is a diagram showing a shift map for normal running (Map M) and a shift map for high load running (Map K), respectively. FIGS. 4A and 4B correspond to the first control law (LRR1). 5 (a) and 5 (b) show the membership functions of the antecedent and consequent propositions, respectively. FIGS. 5 (a) and 5 (b) show the antecedent and consequent propositions corresponding to the second control rule (LRR2). FIG. 6A and FIG. 6B show the membership functions of the antecedent proposition and the consequent proposition corresponding to the third control rule (LRR3), respectively. Fig. 7 shows the relationship between the running resistance and the high-speed high-load coefficient, and Fig. 8 shows how to proceed with the fuzzy inference. To figures, FIG. 9 is a concept diagram showing a conventional automatic transmission control device. 10 detection means, 13 A / T controller (map selection means, determination means), 14 detector (fuzzy calculation means, command means), 15 valve mechanism (operation means).

Continuation of front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 61/00

Claims (1)

(57) [Claims] A) detecting means for detecting various parameters indicating a running state of the vehicle, the detecting means including at least a throttle opening detecting means for detecting a throttle opening; and b) detecting a throttle opening and an average value of the throttle opening. If the moving variance of the throttle opening is small based on a plurality of preset membership functions including at least one membership function having an average value of the square of the deviation as an input variable and the output signal from the detecting means, the value is high. Fuzzy calculating means for performing fuzzy inference including a control law of increasing the degree of increasing the selection coefficient of the load traveling shift map and calculating an evaluation value corresponding to the degree of the magnitude of the traveling resistance under the current traveling state; c) command means for outputting a command signal for commanding selection of a shift map for high-load running when the calculated evaluation value is larger than a predetermined value; d) a map selecting means for selecting a high-load traveling shift map instead of the normal traveling shift map when the command signal is output; e) a current traveling condition based on the selected map and the various parameters. And f) operating means for operating the automatic transmission so as to achieve the determined gear position.