JP2822537B2 - Automatic transmission for vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic vehicle for setting a predetermined gear by changing a power transmission path via a gear train by engaging and releasing a plurality of frictional engagement means. The present invention relates to a transmission, and more particularly to an automatic transmission having a plurality of combinations of engagement / disengagement patterns of friction engagement means for setting a predetermined gear position.

2. Description of the Related Art Automatic transmissions mounted on vehicles such as automobiles have characteristics such as small size and light weight, easy control for shifting, and low shift shock. It is desired to be able to set a large number of gear stages of the gear ratio. In order to increase the number of shift stages that can be set, the number of planetary gear mechanisms constituting the gear train is increased, or the number of frictional engagement means such as clutches and brakes is increased to constitute the gear train. What is necessary is just to comprise so that the connection relationship and fixed state of a rotating element may be changed variously. As an example, the present applicant has constituted a gear train mainly composed of three sets of planetary gear mechanisms, and has a main shift between the first to fifth forward speeds to the fifth speed and the reverse speed in which the speed ratio is close to a geometric series. An automatic transmission has already been proposed that can set an intermediate speed between the second speed and the third speed and an intermediate speed between the third speed and the fourth speed. In the automatic transmission, since the connection relationship and the fixed state of the elements of the planetary gear mechanism constituting the gear train can be changed in various ways, the number of shift stages that can be set is increased, There are a plurality of types of combinations of engagement / disengagement of the frictional engagement means (i.e., engagement / release patterns) for setting. The engagement / disengagement patterns include those in which the rotation speed of the rotating member does not change, and those in which the rotation speed of any of the rotation members changes, and therefore, the friction engagement means for setting a predetermined gear position. Depending on the selection method, the shift shock, the shift controllability, and the durability of the friction engagement means are greatly affected. Accordingly, the present applicant is a shift control method for an automatic transmission capable of selecting a plurality of engagement / disengagement patterns for setting a predetermined shift speed, wherein the friction control method performs a switching operation to execute a shift. The number of engagement means is two or less,
In addition, engagement and rotation in which the rotating speed of the rotating member is as small as possible
A method of selecting a release pattern and performing gear shifting has already been proposed (Japanese Patent Application No. 1-28095).

Problems to be Solved by the Invention According to the method proposed by the applicant of the present invention, various advantages such as reduction of shift shock, easy shift control, and improvement of durability of friction engagement means are provided. There is.
However, shifting is performed in accordance with various changes in running conditions, so that not only shifting to an adjacent speed, but also so-called jump shifting to a speed two or more steps away, or an intermediate speed at that time There are various modes of shifting, such as temporarily setting gears. Further, the engine output and the number of revolutions at the time of the shift are always different, and therefore, the influence on the behavior of the vehicle caused by the shift is not uniquely determined. As described above, there are various factors related to the shift or the influence of the shift, but the above-described shift control method proposed by the present applicant cannot always satisfy all of the factors or the effects. Further, when the related factors are detected by a sensor and used as input data, there is a problem that the control is synergistically complicated in the conventionally known method.

The present invention has been made in view of the above circumstances,
It is an object of the present invention to provide an automatic transmission that can determine an optimal engagement / disengagement pattern with a simple control procedure.

Means for Solving the Problems In order to achieve the above object, the present invention provides a plurality of friction engagement means and a plurality of friction ratios different from each other depending on the engagement / release state of the friction engagement means. And a gear train set at a shift speed, and engaging / engaging friction engagement means for setting at least one specific shift speed.
In an automatic transmission having a plurality of release combination patterns, the plurality of patterns relating to a plurality of factors related to the engagement / release combination pattern of the friction engagement means for setting the specific gear position are determined by fuzzy inference. A control device for determining the engagement / disengagement pattern of the frictional engagement means for setting the specific shift speed based on the degree and obtaining and determining the engagement / release pattern from the plurality of types of patterns. It is a feature.

In the automatic transmission according to the present invention, there are a plurality of types of engagement / disengagement patterns for setting a predetermined shift speed, and the friction to be switched for each engagement / release pattern selected to set the shift speed. Although the influence on many factors such as the number of engagement means, the load torque of the friction engagement means, and the fluctuating rotation speed of the rotating member is different, the control device counts the degree of these factors and performs each engagement. Calculation of the degree of each factor for each release pattern, and engagement based on the degree
The release pattern is determined by fuzzy inference. As a result, when setting a specific shift speed with a plurality of types of engagement / disengagement patterns of the friction engagement means, when selecting any one of the plurality of patterns, there is a large amount of input data. Even with simple control, an appropriate engagement / disengagement pattern can be determined.

Embodiments Next, the present invention will be described in detail based on embodiments.

In the example shown in FIG. 1, a gear train is mainly composed of three sets of single pinion type planetary gear mechanisms 1, 2, and 3. Each element in each of these planetary gear mechanisms 1, 23 is as follows. It is configured to be connected to. That is, the carrier 1C of the first planetary gear mechanism 1 and the ring gear 3R of the third planetary gear mechanism 3 are connected so as to rotate integrally, and the ring gear 2R of the second planetary gear mechanism 2 and the third planetary gear mechanism 3 And the carrier 3C are connected so as to rotate integrally. The sun gear 1S of the first planetary gear mechanism 1 is connected to the carrier 2C of the second planetary gear mechanism 2 via the second clutch means K2, while the sun gear of the second planetary gear mechanism 2 is connected via the fourth clutch means K4. Connected to 2S and second
The carrier 2C of the planetary gear mechanism 2 is connected to the sun gear 3S of the third planetary gear mechanism 3 via fifth clutch means K5.

In addition, as a connection structure of the above-described components, a connection structure employed in a general automatic transmission such as a hollow shaft, a solid shaft, or an appropriate connecting drum can be employed.

The input shaft 4 is connected to an engine (not shown) via a power transmission means (not shown) such as a torque converter and a fluid coupling, and the input shaft 4 and the ring gear 1R of the first planetary gear mechanism 1 are connected to each other. In between, the first to selectively connect the two
A clutch means K1 is provided, and a third clutch means K3 for selectively connecting the input shaft 4 and the sun gear 1S of the first planetary gear mechanism 1 is provided between the input means 4 and the sun gear 1S.

In addition, in practical use, there is a restriction on the arrangement of each constituent member, so that an appropriate intermediate member such as a connecting drum can be interposed as a connecting member for each clutch means K1, K2, K3, K4, K5. is there.

In addition, the third planetary gear mechanism 3 serves as brake means for preventing rotation of the rotating members in the planetary gear mechanisms 1, 2, and 3 described above.
The first brake means B1 for selectively blocking the rotation of the sun gear 3S, the second brake means B2 for selectively blocking the rotation of the carrier 2C of the second planetary gear mechanism 2, and the sun gear of the second planetary gear mechanism 2 Third brake means B3 for selectively preventing rotation of 2S and fourth brake means B4 for selectively preventing rotation of sun gear 1S of first planetary gear mechanism 1 are provided. In practical use, these brake means B
Of course, an appropriate connecting member can be interposed between 1, B2, B3, B4 and each element to be fixed by these brake means B1, B2, B3, B4 or with the case 6.

An output shaft 5 for transmitting rotation to a propeller shaft and a counter gear (not shown) is connected to a ring gear 2R of the second planetary gear mechanism 2 and a carrier 3C of the third planetary gear mechanism 3 connected to each other. ing.

In the automatic transmission having the configuration shown in FIG.
The first reverse speed is the main shift speed, which includes the second forward speed and the third forward speed.
So-called 2.2th, 2.5th, and 2.7th speeds are added between the first and second speeds, and so-called 3.2th and 3.5th speeds are added between the third and fourth speeds. In principle, it is possible to set 10 speeds and 1 reverse speed.
At other shift speeds except the 2.7th, 3.2th and 3.5th speeds, there are a plurality of combinations of engagement / disengagement of clutch means and brake means (so-called engagement / release patterns) for setting the shift speed. It is the first set if it is shown as an operation table.
It is as shown in the table. In Table 1, a circle indicates that the vehicle is engaged, a blank indicates that the vehicle is released, and an asterisk indicates that the vehicle may be engaged. No change in speed ratio or rotation state even when released, such as a 5-clutch means K5 or a first brake means B1, etc.
The gear ratio does not change when released, as in B1, but the rotation state changes. However, other * -marked means such as the fourth clutch means K4 and the third brake means B3 in the pattern in the column b of the second speed are used. Includes those in which the gear ratio and the rotation state do not change even if released if engaged. In Table 1, a, b, c at the second, third, fourth, fifth and reverse gears
The columns with the reference numerals indicate the engagement / release patterns of the engagement / release patterns for setting the gear stage, in which the rotation speeds of the rotating elements of the planetary gear mechanism are different. .. Represent the types of the engagement / disengagement patterns although the rotation speeds of the rotating elements of the planetary gear mechanism are not different.

Table 2 shows the rotation speed of the rotating element in each engagement / disengagement pattern as a ratio to the rotation speed of the input shaft 4, and Table 3 shows the load torque of each friction engagement means. , For each engagement / disengagement pattern.

Table 1 shows the gear positions that can be set in principle. In practical use, a gear position that is superior in terms of power performance and acceleration performance is selected from these gear positions. Will be set.

As a control device for performing a shift control for setting one of the shift speeds shown in Table 1 and a control such as a determination of an engagement / disengagement pattern for setting the shift speed, the clutch unit and the brake unit A hydraulic control device C that supplies and discharges hydraulic pressure for engaging and disengaging them, and an electronic control unit (ECU) that outputs an electrical instruction signal to the hydraulic control device C based on various input data.
E is provided. The hydraulic control device C is provided with a pressure regulating valve, a shift control valve, an electromagnetic valve for operating the shift control valve, and the like. Is an electromagnetic valve in the hydraulic control device C as an example. The electronic control unit E has an arithmetic function mainly composed of a microcomputer, and an example of the input signal is specifically shown in FIG. 2. , Tire rotation speed, axle driving torque, vehicle acceleration,
There are tire pressure, road surface friction coefficient and the like.

As is apparent from Tables 1 to 3, the rotational speed of the rotating member and the frictional engagement means depend on the gear to be set and the engagement / disengagement pattern of the frictional engagement means for setting the gear. There are many factors related to gear shifting, such as various changes in load torque and the number of friction engagement means to be switched during gear shifting.Therefore, the above-described control device determines the gear position and determines the determined gear position. The engagement / disengagement pattern to be set is determined by fuzzy inference. The control method will be described below.

FIG. 3 is a control flowchart for determining the gear position. In the example shown in FIG. 3, all possible change gear numbers Δ
For N, the degree of satisfaction is determined, and the gear corresponding to ΔN with the highest degree of satisfaction is set as the target gear.
Nsh (= N + ΔN) is set.

 Hereinafter, each step will be described in order.

Step 100: The minimum value ΔNmin and the maximum value ΔNm of the number of change stages ΔN that can be shifted
Calculate ax.

Step 102: Set ΔN to ΔNmin.

Step 104: When the number of shift stages is ΔN (that is, when the target shift stage Nsh is N +
“Degree” γ (Δ
N). In this case, 0 ≦ γ (ΔN) ≦ 1, γ (ΔN) = 0 if not completely satisfied, γ (ΔN) = 1 if completely satisfied, and the others are satisfied. A specific value of 0 <γ (ΔN) <1 is obtained according to the “degree”.

Step 106: If the number of change stages ΔN has reached ΔNmax, the process proceeds to step 110. If not, go to step 108.

Step 108: The number of stages of change ΔN is increased by +1 and Step 104 is repeated.

Step 110: Compare the “degrees” satisfying the control rule for all possible change speeds ΔN, and select the change speed corresponding to the change speed number ΔN indicating the largest “degree” as the target shift speed Nsh.

Step 112: The target gear Nsh is set.

Next, an example of the control rule in step 104 will be described.

Control rule to be satisfied when ΔN = 0 (maintenance of current gear position).

Sub-rule Ax: [Target drive torque TD # can be output] The target drive torque TD # is, as shown in FIG.
With the accelerator opening θ as a parameter,
The degree γ _A that satisfies the sub-rule Ax is determined as shown in FIG. 5 as a function fA (TD 目標) of the target rotation speed TD ゜ (the function representing “degree” is called a membership function).

Sub-rule Bx: [Engine speed Ne is the target speed N
The degree γ _B that satisfies the sub-rule Bx is determined as a function fB (Ne ゜) of the target engine speed Ne ゜ as shown in FIG.

In this embodiment, the target engine rotation speed Ne # is determined by using the target horsepower (proportional to the target drive torque TD # x the vehicle speed V) as a parameter. An example is shown in FIG. Here, for a given target horsepower PS ゜,
Ne ゜ that optimally satisfies these conditions is mapped in consideration of fuel efficiency, engine stable state, knocking, etc.

Sub-rule Cx: [Engine rotation speed Ne is within an allowable range] The degree γ _C satisfying the sub-rule Cx is determined as a function fC (Ne) of the engine rotation speed Ne as shown in FIG.

The sub-rules in the control rules when the number of stages of change ΔN is 0 are determined as described above, and the control rules to be satisfied comprehensively are represented by R = Ax and Bx and Cx.

According to fuzzy engineering, "and" is defined as an algebraic product (normal multiplication) or a minimum operation. Now, if this "and" is defined as an algebraic product, the number of stages of change N = 0 Degree γ (Δ
N = 0) is represented by the following equation.

γ (ΔN = 0) = γ _A × γ _B × γ _C (1) A control rule to be satisfied when ΔN = + 1.

Sub-rule Ax: [Target vehicle drive torque TD # can be output] This sub-rule Ax is the same as the above-described sub-rule Ax.

Sub-rule B'x: [Engine rotation speed Ne is close to target rotation speed Ne ゜] This sub-rule B'x is the same as the above-described sub-rule Bx, and the meaning of the dash is B 'with respect to Bx.
x is shifted when it is closer to the target rotation speed Ne ゜, so that the shift speed is easily maintained (to reduce the frequency of shifting), that is, as long as the gear is shifted, the target rotation speed Ne ゜It is based on the reason that it is necessary to change the speed when approaching.

Sub-rule Cx: [Engine rotation speed Ne is within an allowable range] This sub-rule Cx is the same as the above-described sub-rule Cx.

Sub-rule Dx: [Accelerator is steady] The degree γ _D satisfying the sub-rule Dx at this time is determined as shown in FIG. 9 as a function fD (dθ / dt) of the accelerator depression speed dθ / dt.

Sub-rule Ex: [Long time has elapsed since the previous shift] The degree γ _E satisfied by the sub-rule Ex is determined as shown in FIG. 10 as a function fE (Tbs) of the elapsed time Tbs.

Sub-rule Fx: [Return accelerator] The degree γ _F that satisfies the sub-rule Fx is determined as shown in FIG. 9 as a function fF (dθ / dt) of the accelerator depression speed dθ / dt.

Sub-rule Gx: [Not a curve] The degree γ _G satisfying the sub-rule Gx is determined as a function f _G (θs) of the steering angle θs as shown in FIG.

The control rule R when the number of change stages ΔN is +1 is Ax and
B′x and Cx and {(Dx and Ex) or (Fx and Gx)}. Here, "or"
(OR) is defined as a maximum operation, the degree γ satisfying the control rule when the number of change stages ΔN is +1
(ΔN = + 1) can be expressed as the following equation.

γ (ΔN = + 1) = γ _A × γ _B ′ × γ _C × {max (γ _D × γ _E , γ _F × γ _G )} (2) Satisfies when ΔN = + 2, + 3,. Control rules to be.

Sub-rule Ax: [Target vehicle drive torque T _D゜ can be output] This sub-rule Ax is the same as the above-described sub-rule Ax.

Sub-rule B'x: [Engine rotation speed Ne is close to target rotation speed Ne #] This sub-rule B'x is the above-described sub-rule B '
Same as x.

Sub-rule Cx: [Engine rotation speed Ne is within an allowable range] This sub-rule Cx is the same as the above-described sub-rule Cx.

Sub-rule Fx: [Return accelerator] This sub-rule Fx is the same as the above-described sub-rule Fx.

Sub-rule Gx: [not a curve] This sub-rule Gx is the same as the above-described sub-rule Gx.

ΔN consisting of such subrules is (+ 2, + 3, ...
…)), The control rule R is Ax and B′x and Cx and
If “and” is defined as an algebraic product and Fx and Gx are defined as algebraic products, the degree γ (ΔN = + 2, +3, ＮN) that comprehensively satisfies the control rule when the number of stages of change ΔN is (+2, +3,... ......) is as follows.

γ (ΔN = + 2, + 3,...) = γ _A × γ _B ′ × γ _C × γ _F × γ _G (3) Control rules to be satisfied when ΔN = −1, −2,.

Sub-rule Ax: [Target drive torque TD # can be output] This sub-rule Ax is the same as the above-described sub-rule Ax.

Sub-rule B'x: [Engine rotation speed Ne is close to target rotation speed Ne #] This sub-rule B'x is the above-described sub-rule B '
Same as x.

Sub-rule Cx: [Engine rotation speed Ne is within an allowable range] This sub-rule Cx is the same as the above-described sub-rule Cx.

Sub-rule Dx: [accelerator is normal] This sub-rule Dx is the same as the above-described sub-rule Dx.

Sub-rule Hx: [Step on accelerator] The degree γ _H that satisfies the sub-rule Hx is determined as a function f _H (dθ / dt) of the accelerator depression speed dθ / dt as shown in FIG.

When the number of stages of change ΔN is (−1, −2,...), The control rule R is expressed as Ax and B′x and Cx and (Dx or Hx). (ΔN = −
1, −2,...) Is represented by the following equation.

γ (ΔN = −1, −2,...) = γ _A × γ _B ′ × γ _C × {max (γ _D , γ _H )} (4) , "And"
Was defined as an algebraic product, and "or" was defined as a maxima operation.
Other definitions in "fuzzy engineering" may be used. For example, "and" may be defined as a minimum operation.

Also, as described above, in step 110 of FIG.
(I) Although i, which is the maximum value of (i =... -1,0, + 1,...), Is selected, by the following equation,..., Γ (−1), γ
A method of selecting i closest to the center of gravity of (0), γ (+1),...

j = ΔNmin,..., ΔNmax Thus,..., γ (−1), γ (0), γ (+
The advantages of applying the method of selecting i closest to the center of gravity of 1),... Are as follows.

In the case of the distribution of γ (i) as shown in FIG. 12, according to the method of selecting i having the maximum value of γ (i), the first gear is selected. However,
According to the method of selecting i closest to the center of gravity, the second speed is selected. Although a distribution having two peaks, that is, one valley as shown in FIG. 12 does not generally occur, depending on a subrule, ΔN is more satisfied in the plus direction, and at the same time, a subrule is Depending on the combination of these sub-rules, depending on the combination of these sub-rules, the degree of satisfaction of ΔN in the minus direction may increase.
The distribution may have two peaks. In such a case, according to the method of selecting i that is closest to the center of gravity, an effect of taking a moderate value can be obtained.

In the above description, the input signal (Ne, θs, etc.) or the target value (Ne ゜, TD ゜, etc.) is treated as a specific accurate value. However, since the logical expression is originally ambiguous, it is not always accurate. No need. In extreme cases, ambiguous values may be left. That is, there is no particular problem because the vague engineering is applied. For example, the target vehicle drive torque TD ゜ is “large”, “medium”, “small” ...
..., the steering angle θs may be set to “about 5 °” (see FIG. 13).

Therefore, high-performance detection sensors are not required, and the calculation formula may be rough, so that the cost can be reduced depending on the system.

As described above, when the gear position is determined by the logical operation applying the fuzzy engineering, the specific degree of fuzziness of each sub-rule can be grasped more accurately depending on the determination of the individual sub-rules. As compared with the method in which all the sub-rules are determined to be 1 or 0, a result that matches the driver's request can be obtained.

Note that the membership function in the above embodiment is 0.
Although the value is set to take a continuous value between １1 and 1, the membership function may of course be discontinuous. For example, if it is clear whether the sub-rule is satisfied or not, only 0 or 1 may be taken as the value. As an example, FIG. 14 shows a binarized state in the case of the sub-rule Cx. In this way, while the basic logic operation is based on fuzzy engineering, 2 or 1 or 0
It is completely free to incorporate quantified subrules.

Rather, the example of binarizing all with 0 or 1 is a special example of the embodiment after applying fuzzy engineering (fuzzy inference).

In the automatic transmission provided with the gear train shown in FIG. 1, there are a plurality of types of engagement / disengagement patterns of the friction engagement means for setting the speed stages such as the first speed and the second speed. If the target shift speed Nsh determined by fuzzy inference is a shift speed that can be set with a plurality of types of engagement / disengagement patterns, then the engagement / release pattern for setting the shift speed is determined by fuzzy inference. . Also in this case, similarly to the case of the above-described determination of the shift speed, the control is performed in consideration of the factors affected by the selection of the engagement / disengagement pattern, but those factors are based on an ambiguous concept, These are counted and calculated as the following subrules.

That is, all combinations of engagement and disengagement that can set the target shift speed Nsh (hereinafter simply referred to as combinations) Nz
Is determined, and the combination for achieving the gear position corresponding to Nz with the highest “degree” is output as the target combination NM. The control flowchart is as shown in FIG. Hereinafter, each step will be described in order.

Step 200: For the target gear Nsh determined in the above-described step 112, a combination (a-, a-, a
−,…, B−, b−,…, c,…).

Step 202: The degree β {Nz: a−, a−,..., C} that satisfies the control rule for the possible combination Nz is calculated.

Step 204: The value of the degree β {Nz} calculated in step 202 is compared to find the largest one.

Step 206: The combination that maximizes β {Nz} is output as the target combination NM.

Next, an example of a control rule in step 202 of the above-described steps will be described.

Sub-rule J: [Rotation does not fluctuate while maintaining the gear position] The degree βJ that satisfies the sub-rule J is determined as a function of the input shaft speed as shown in FIG.

・ Sub-rule K: [the load torque during the gear position is small] The degree βK satisfying the sub-rule K is the throttle opening θ
As a function of load torque with
It is determined as shown in FIG.

Sub-rule P: [the relative number of rotations between the rotating members while maintaining the gear position is small] The degree βP satisfying the sub-rule P is the gear ratio ρ of each gear.
Is uniquely determined from Table 2.

Sub-rule L: [the number of frictional engagement means to be switched at the time of gear change for the current gear (combination) is small] The degree βL that satisfies the sub-rule L is determined as shown in FIG. .

Sub-rule M: [There is no shift of clutch-to-clutch (disengage any clutch means and engage other clutch means at the time of shifting)] The degree βM that satisfies this sub-rule M is as shown in FIG. Has been determined.

Sub-rule N: [Rotation fluctuation is small during shifting] The degree βN satisfying the sub-rule N is determined using the vehicle speed V as a parameter as shown in FIG.

From the above sub-rules, the control rule Y is represented by Y = J and K and L and M and N and P, and the degree β satisfying the control rule is β = βJ × βK × βL × βM × βN × βP Is represented by This degree β is obtained for each combination, and β
Is determined as the combination for setting the target shift speed Nsh, and is selected.

In the above example, the control rule Y is defined as an algebraic product, but may be defined as an algebraic sum. Alternatively, a value closest to the center of gravity may be selected instead of taking the maximum value.

On the other hand, in the above-described embodiment, the determination of the shift speed and the determination of the engagement / disengagement pattern are performed by fuzzy inference, but in the present invention, the determination of the engagement / release pattern is performed by fuzzy inference. The shift speed may be determined basically by a method based on the vehicle speed and the throttle opening as generally performed in the related art.

Further, the present invention can be applied not only to the automatic transmission having the gear train shown in FIG. 1 but also to an automatic transmission having a gear train of another configuration.
The present invention can be applied to an automatic transmission having a plurality of types of combination patterns of engagement and disengagement of the friction engagement means for setting a predetermined gear position. As an example, Japanese Patent Application No. 1-185151 already proposed by the present applicant. No., Japanese Patent Application No. 1-185152, Japanese Patent Application No. 1-18
No. 6991, Japanese Patent Application No. 1-1869992, Japanese Patent Application No. 1-205478, Japanese Patent Application No. 1-280957, and the like.

Effects of the Invention As is clear from the above description, in the automatic transmission of the present invention, despite performing control by taking in various and ambiguous data, the counting is performed while including the ambiguous concept, Since the engagement / disengagement pattern of the friction engagement means for a specific gear position is determined based on the degree, the control steps are simplified, and as a result, there are a plurality of types of engagement / release patterns of the friction engagement means. An appropriate engagement / disengagement pattern for setting a certain shift speed can be easily selected and determined.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram schematically showing one embodiment of the present invention, FIG. 2 is a diagram showing a specific example of an input signal to an electronic control unit, and FIG. 3 is a diagram for determining a shift speed based on fuzzy inference. FIG. 4 is a diagram showing a relationship between an accelerator opening and a target drive torque, and FIG.
The figure shows the relationship between the target drive torque and the degree to which the sub-rule Ax is satisfied. FIG. 6 shows the target engine speed and the sub-rule.
FIG. 7 is a graph showing the relationship between the target horsepower and the target engine speed, and FIG. 8 is a graph showing the relationship between the target engine power and the target engine speed. FIG. 9 is a diagram showing the relationship between the accelerator depression speed and the degree of satisfying each of the sub-rules Dx, Fx, Hx, and FIG. 10 is a diagram showing the elapsed time since the previous shift and the sub-rule Ex. FIG. 11 is a diagram showing the relationship between the steering angle and the degree of satisfying the sub-rule Gx, and FIG. 12 is a diagram showing the relationship between the steering angle and the degree of satisfying the sub-rule Gx. FIG. 13 is a diagram for explaining the method, FIG. 13 is a diagram showing the relationship between the steering angle and the degree of establishment when the target steering angle is given at an approximate angle, and FIG. 14 is a diagram showing the degree of satisfaction of the sub-rule Cx by 2 FIG. 15 is a diagram showing the relationship between the engine speed and the degree when the value is converted, and FIG. 15 shows an engagement / disengagement pattern by fuzzy inference. An example of a control flowchart for determination, FIG. 16 is a diagram showing the relationship between the input shaft speed and the degree of satisfying the sub-rule J, and FIG. 17 shows the relationship between load torque and the degree of satisfying the sub-rule K. FIG. 18 is a diagram showing the relationship between the number of switching friction engagement means and the degree of satisfying the sub-rule L. FIG. 19 is a diagram showing the relationship between the presence or absence of clutch-to-clutch shift and the degree of satisfying the sub-rule M. Diagram, No. 20
The figure is a diagram showing the relationship between the rotation fluctuation during shifting and the degree of satisfying the sub-rule N. 1,2,3 ... Planetary gear mechanism, 1S, 2S, 3S ... Sun gear, 1C, 2
C, 3C carrier, 1R, 2R, 3R ring gear, 4 input shaft, 5 output shaft, C hydraulic control unit, E electronic control unit.

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] The present invention has a plurality of friction engagement means and a gear train set to a plurality of shift speeds having different speed ratios depending on the engagement / disengagement state of the friction engagement means. In an automatic transmission having a plurality of types of engagement / disengagement combination patterns of friction engagement means for setting one specific gear, the friction engagement means for setting the specific gear by fuzzy inference. Engagement / release of friction engagement means for determining the degree of each of the plurality of factors relating to the combination pattern of engagement / disengagement and setting the specific shift speed based on the degree. An automatic transmission for a vehicle, comprising a control device for selecting and determining a pattern from the plurality of types of patterns.