JP2959889B2 - Control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle including an automatic transmission, and more specifically, to a method for estimating an internal intention of a driver and determining a control value by including the estimated value in a parameter. Regarding what was done.

[0002]

2. Description of the Related Art In recent years, vehicles have been required to have operability and controllability in response to the driver's sensitivity in addition to the conventional role as a transporter. In the case of controlling an automatic transmission, there is a demand for a device that provides a degree of satisfaction comparable to the operability and controllability of a skilled driver in a manual transmission vehicle even when traveling on a mountain road or the like. For this reason, the present applicant has previously proposed a control device for an automatic transmission to which fuzzy logic is applied in Japanese Patent Application Laid-Open No. 2-3738.

[0003]

In order to achieve the above-described high-quality control that is in tune with the driver's sensibility, the internal intention of the driver is estimated, and the estimated value is included in the parameters. It is desirable to determine the value. For this purpose, the applicant of the present application has previously proposed in Japanese Patent Application No. 2-112816 a device for inferring the driver's intention to decelerate from the engine load and the amount of acceleration / deceleration based on fuzzy logic.

[0004] It is an object of the present invention to provide an improvement thereof,
It is an object of the present invention to provide a control device for an automatic transmission that enables high-quality shift scheduling that better matches the driver's sensitivity by more accurately grasping the intention of deceleration .

[0005]

In order to achieve the above object, the present invention provides, for example, the following:
Configured. It will be described with reference to the description of the embodiment described later.
A control device for an automatic transmission for controlling the speed ratio of a vehicle internal combustion engine in a stepwise or stepless manner, wherein a means for obtaining an operation parameter of the engine (a throttle sensor 50, a crank,
Angle sensor 52, intake pressure sensor 54, brake switch 5
6, vehicle speed sensor 58, range selector switch 62) ,
A first calculation based on fuzzy logic is performed for at least the engine load and the vehicle acceleration / deceleration amount of the obtained operation parameters to determine the driver's intention to decelerate (DEC).
Deceleration intention inference value calculating means for calculating an inference value shown (in FIG. 3
S10, S12), among the determined operating parameter
Depending para menu over data indicating a braking operation and the current gear ratio
Inference value correcting means for correcting the inferred value each (S14 in FIG. 3
And to S200 without in Figure 15 S226), the correction has been inferred values based on fuzzy logic for at least engine load and a vehicle speed of said operating parameters obtained
A shift that determines a gear ratio to be shifted by performing a second operation
Ratio determining means (S16 in FIG. 3), and, S of the driving means (FIG. 3 for driving the speed change mechanism on the basis of the determined gear ratio
20 and 36, 38 in FIG. 1) .
According to a second aspect of the present invention, the inferred value correcting means includes:
An inference value is calculated by the deceleration intention inference value calculation means.
Addition that adds the inference value within the range of 1.0 or less for each
Means (S200 to S208 in FIG. 15);
The brake is not operated from the parameter indicating the key operation.
When it is determined that the brakes are
The engine load is determined to be below a predetermined value
(S214, S226 in FIG. 15), the current gear ratio is
If the value is at a predetermined value, the added inference value is corrected to zero.
15 (S216 and S218 in FIG. 15).
It was configured as such.

[0006]

Since the control value is determined by inferring the driver's intention to decelerate and adding the inferred value to the input parameter, it is possible to realize control that is well responsive to human sensitivity. Matabu <br/> since the manner of correcting the inferred value in response to the rate key operation and gear ratio, even when abandoned intention by the driver is organized once accurately driver captures well the change It is possible to realize control that is in line with intention.

[0007]

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

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

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

A throttle sensor 50 comprising a potentiometer or the like for detecting the opening of the throttle valve 16 is provided near the throttle valve 16 in the intake passage 12, and is connected to a rotating part such as a distributor (not shown) near the engine body 10. Is a crank angle sensor 52 composed of an electromagnetic pickup or the like.
Is provided to detect a crank angle position of the piston and output a signal at every predetermined crank angle. The engine intake passage 12
The intake pressure sensor 5 is located at an appropriate position downstream of the throttle valve 16.
4 is provided to detect the intake pressure as an absolute value. Furthermore, a brake pedal (not shown) installed on the floor of the driver's seat of the vehicle
A brake switch 56 for detecting depression of a brake pedal is provided near the
A vehicle speed sensor 58 composed of a reed switch or the like is provided at an appropriate position of 46 and outputs a signal every predetermined rotation angle of the drive shaft. These outputs are sent to the transmission control unit 60. Further, the output of the range selector switch 62 for detecting the selected position of the range selector is also sent to this control unit.

FIG. 2 is a block diagram showing details of the transmission control unit 60. As shown in the figure, an analog output of the throttle sensor 50 and the like is supplied to a level conversion circuit 6 in the unit.
After being input to 8 and amplified, it is input to the microcomputer 70. The microcomputer 70 includes an input I / O 70a, an A / D conversion circuit 70b, a CPU 70
c, ROM 70d, RAM 70e, and output I / O 70f
And a group of registers and counters (the last two are not shown) and the like. The output of the circuit 68 is input to an A / D conversion circuit 70b and converted into a digital value,
e. The digital output of the crank angle sensor 52 and the like is also shaped by the waveform shaping circuit 72 before the input I
The data is input into the microcomputer via the / O 70a and stored in the RAM 70e. The CPU 70c determines the shift position (speed ratio) as described later based on the input value and the calculated value calculated from the input value, sends the shift position from the output I / O 70f to the first and second output circuits 74 and 76, and outputs the electromagnetic solenoids 36 and 38. To excite and switch or hold the gear.

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

Here, prior to a specific description, the features of the control device of the embodiment will be schematically described with reference to FIG.
In this control device, a first fuzzy inference is performed from the throttle opening and the like to determine a driver's intention to decelerate, and a second fuzzy inference is performed from parameters including the inference value to determine a gear ratio. . 5 to 7 show a group of fuzzy production rules used for the inference. Among them, rules 1 to 6 are rules for general driving conditions (referred to as “base rules”), and rules 7 to 11 are rules for limited driving conditions such as uphill (“extra”). Rules "). Among them, rules 10 to 11 use the deceleration intention as one of the inference parameters. Rules 12 to 15 are rules for inferring the deceleration intention, that is, rules used in the first fuzzy inference. In the fuzzy inference, various operation parameters used in these rule groups are obtained, and an output value is determined by inference using a membership function corresponding to an operation parameter defined in the rule. Since the output (inference) value often includes a decimal part such as "0.8", the shift position (gear position) is specified by converting to an integer, and a limit check is performed so that the maximum position is not exceeded. And outputs it to the electromagnetic solenoid.

Therefore, returning to FIG. 3, first, in S10, input calculation, that is, parameters used in fuzzy inference are detected and calculated. Rules 1 to 11 as fuzzy inference parameters include vehicle speed V [km / h], current shift position (gear position), throttle opening θTH [degrees: 0 to 84 degrees (WO
T)], running resistance [kg], and intention to decelerate. Rules 12 to 15 are based on the vehicle speed VBRK
[Km / h], vehicle acceleration α [m / s ² ], throttle opening θTH, gradient resistance RG [kg], and vehicle speed V. Among these, the vehicle speed V and the like are calculated from the sensor output value, and the current shift position is mainly determined from the excitation pattern of the electromagnetic solenoid, but the running resistance is determined by a special method.

FIG. 8 is a subroutine flowchart showing the calculation of the running resistance. In this embodiment, the running resistance is obtained by calculation without using a torque sensor or the like. That is, the power performance of the vehicle is calculated from the equation of motion as follows: driving force F−running resistance R = (1 + equivalent mass) × (body weight / gravity acceleration G) × acceleration α [k
g]. . . . . . . . . . . . It can be expressed as. The driving force F and the (total) running resistance R
Is the driving force F = (torque T × total reduction ratio G / R × transmission efficiency η) /
Tire effective radius r [kg] Running resistance R = (rolling resistance μ0 + gradient sin θ) × vehicle weight Wr + air resistance (μA × V ² ) [k
g]. . . . . . . . . . . . . . (In the above, the equivalent mass (equivalent mass coefficient) is a constant, and V is the vehicle speed.) In the formula, the vehicle weight W that changes according to the traveling state includes a vehicle weight W that varies according to the number of occupants and the amount of loaded cargo, and a gradient that varies according to the traveling road surface.
sin θ, which is all included in the running resistance. Therefore, by transforming the formula, the running resistance R can be obtained by the following equation: running resistance R = driving force F − ｛(1 + equivalent mass) × body mass M × acceleration α｝ [kg] (where body mass M = body weight W
/ Gravity acceleration G).

The flow chart of FIG. 8 will be described on the premise of the above. First, in S100, the RO shown in FIG.
A map stored in M is searched from the engine speed and the intake pressure to estimate the torque. The characteristics of this map are set separately according to the intake pressure as shown in the figure. Next, in step S102, the torque ratio t is searched by searching the table showing the characteristics in FIG. 10, and the torque is corrected by multiplying the torque T. In this search, the speed ratio e of the torque converter is obtained from the engine speed and the output speed (speed) of the torque converter turbine, and the table shown in FIG. next,
Proceeding to S104, a moving average calculation is performed as shown in FIG. 11 to correct the delay until the intake pressure change becomes the engine output change, and after it is confirmed in S106 that the brake operation is not performed, the process proceeds to S108. The total running resistance R is calculated from the above equation. When it is determined in S106 that the brake is being operated, the braking force is applied and it is difficult to obtain an accurate value.
Proceeding to S110, the previously calculated value is used. Then, S1
Proceeding to 12, the running resistance R / L on a flat road is calculated from the total running resistance R.
Is subtracted to calculate the gradient resistance RG. The running resistance on a flat road is set in advance through an experiment, stored in the ROM, and retrieved from the vehicle speed V. FIG. 12 shows the characteristics.

In S10 of FIG. 3, the above parameters are calculated and detected. As shown in FIG. 13, the vehicle speed VBRK at the time of the brake operation means a decrease in the vehicle speed from the time t0 when the brake is depressed, and is obtained from the vehicle speed while detecting the brake operation and measuring the elapsed time.

Subsequently, the program proceeds to S12, in which a first fuzzy inference is performed to infer the deceleration intention DEC, and the program proceeds to S14 to check the inferred deceleration intention (described later).
6 to determine the shift position by performing the second fuzzy inference from the above-mentioned operation parameters including the deceleration intention DEC. This fuzzy inference itself is based on the technology proposed by the present applicant (Japanese Patent Application No. 2-11816), and the inference method itself is not the gist of the present application.
It will only be briefly described with reference to FIG. First, for each rule, the detection (calculation) parameter is applied to the corresponding membership function in the antecedent part (IF part) to read the value on the vertical axis (membership value), and the minimum value is used as the conformity of the antecedent part. . Then, the consequent part of each rule (conclusion, T
The output value (the position and weight of the center of gravity) of the HEN part is weighted by the degree of conformity of the antecedent part to obtain an average value. That is, fuzzy operation output = {(conformity of each rule) × (position of the center of gravity of output) × (weight)} / {(conformity of each rule) × (weight)}. Note that the output value of the conclusion may be truncated based on the degree of conformity of the antecedent part of each rule using a known method, and then the waveform may be synthesized to determine the center of gravity to determine the fuzzy operation output.

Here, the explanation of the inference rule of the deceleration intention shown in FIG. 7 is supplemented a little. The reason why the internal intention of the driver is inferred in the first place is that in the rule of FIG. , Deceleration, etc., are intended for limited driving situations. Of these, climbing is the driving environment in which the vehicle is located, whereas deceleration is a change in the driving situation caused by the driver's own intention. Often. Therefore, rather than grasping such driving conditions only from physical quantity parameters, it is better to guess the driver's inner intention and comprehensively infer from the parameters including the inner intention, so that control that is more suited to human sensitivity This is because it is considered desirable for realizing the above.

Next, the inference itself will be described with reference to FIG. 14. The intent of the driver can only be estimated through the operating state and operating state of the equipment operated by the driver.
In addition, as for the estimation result, there are only three states of intention to decelerate, intention to decelerate, intention to decelerate, or no intention to decelerate. This figure is a state transition diagram, in which an accelerator pedal (throttle valve) and a brake are selected as operating devices of the driver, and the deceleration DEC and the cruising CR are selected as operating conditions.
When looking at U and the acceleration ACC, various combinations of these parameters can be considered as shown in the figure. Here, for example, (OFF, ON, DEC) indicates that the accelerator is released, the brake is being decelerated, and the asterisk symbol indicates a wild card representing all the states. The driver's internal intention can be known only by the driver himself, but the intention is to decelerate when the accelerator is released and the brake is depressed and the vehicle is decelerating, and decelerate when the accelerator is depressed. Judgment that there is no intention is minimally possible. At the same time, this is the maximum judgment, and unless the brake is depressed, it cannot be declared that there is intention to decelerate, even if the accelerator is released and deceleration, even if the accelerator is released and the brake is depressed It is difficult to conclude that there is no intention to decelerate while cruising or accelerating. In the above, the rules were created as a premise in the earlier application, but in the present embodiment, the driving conditions are classified in more detail by further adding the gradient resistance and the vehicle speed to the parameters on the premise of the above.

That is, in the case of the rule 12, the gradient resistance is a negative value, that is, a downhill is planned. Since the vehicle coasts when descending a slope, it is considered that the driver's intention is to shift down to use the engine brake when the vehicle decelerates a little. Note that the deceleration intention DEC is determined by rules 10 to 11 in FIG.
As shown in FIG. 7, as the value approaches "1.0", a shift is determined in the down direction. Rules 12 and 13 are intended for the case where the gradient resistance is a positive value, that is, traveling on a flat road or an uphill road. Among them, rule 12 sets the membership function of the vehicle speed to be large on the low speed side, that is, at low speed on the flat (uphill) road. The driving state is scheduled, and the rule 13 is set to be large on the high-speed side, and the driving state on the same road surface at high speed is scheduled.
Rule 12 differs from rule 11 in that no coasting on a downhill road is planned, so that the intention of deceleration is not seen unless the vehicle is decelerated to some extent. Furthermore, in Rule 13, it is considered that the driver feels a great deceleration even if the brake is operated a little because the vehicle is traveling at high speed, and it is not necessary to take in the intention of the driver to decelerate unless the vehicle is greatly decelerated.

Returning to S14 of the flowchart of FIG. 3, the check of the deduced deceleration intention DEC will be described with reference to the flowchart of FIG.

First, in S200, the current inference value is added to and updated by the previous cumulative value DECn-m.
Proceeding to S208, a limit check is performed so that the cumulative value is between "1.0" and "0". This is rule 10-1
This is because the membership function with the intention of deceleration is set between 1.0 and 0 in FIG. Then, the program proceeds to S210, in which it is determined whether or not the vehicle speed V is lower than a predetermined value VDEC. Predetermined value VDEC
Is a low vehicle speed value, and it is meaningless to determine a downshift from the intention of deceleration during such low-speed traveling.

Then, the program proceeds to S214, in which it is determined whether or not the brake is operated. If the result in the step S214 is negative, that is, if it is determined that the brake is not applied, the program proceeds to S216, in which the current shift position is set to the fourth speed (the highest gear position). It is determined whether or not the speed is high.
If it is determined in S216 that the vehicle is not in the fourth speed, S220
The program proceeds to S222 to determine whether or not the vehicle is currently in the third speed. If the result is affirmative, the program proceeds to S222 in which the cumulative value of the deceleration intention is set to a predetermined value DEC3R.
D is compared with, for example, 0.5. If it is determined that the value is exceeded, the process proceeds to S224, and the value of the intention of deceleration is set to the predetermined value. If it is determined in step S214 that the brake is being operated, the process proceeds to step S226, where the throttle opening θTH and the predetermined value θTHDE
C is compared, and if it is determined that the value is equal to or more than the predetermined value, the process proceeds to S216 and thereafter. The predetermined value is, for example, a value indicating a relatively large opening degree of about 20 degrees. Incidentally, S226, S220
If the result is negative, the program ends.

Originally, in the present invention, a skilled driver performed a manual transmission vehicle even when traveling on mountainous roads by estimating the driver's intention to decelerate, changing the shift scheduling and utilizing the engine brake, and traveling on mountainous roads. The control is aimed at giving an operation feeling similar to the operation. However, if the correction is not performed, the deceleration will be increased even if the brake is turned off after the intention of deceleration is increased if this correction is not performed. Intent is retained. At that 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 will not be faithful to the driver's intention. On the other hand, if the intention of deceleration increases and a downshift occurs and engine braking occurs, the intention of deceleration is retained even after the brake is released, but this is consistent with the driver's intention to accept the emblem 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, the driver once abandons the intention to decelerate and does not want to apply engine braking. It is necessary to satisfy the demand. Therefore, S in the flow chart of FIG.
In 216 and S218, the intention to decelerate is initialized to zero. For the same reason, when the throttle opening is equal to or larger than the predetermined value in S226, the same processing is performed even during the brake operation. That is, when the throttle opening is higher than the predetermined value, it can be estimated that the driver has abandoned the intention to decelerate.

As described above, it is desirable to change the handling of the value of the intention of deceleration before and after the shift change to the third speed, but if it is described by a rule, it becomes complicated and difficult. On the other hand, as shown in the figure, the purpose can be easily achieved by interposing a correction routine different from the fuzzy calculation. Note that, in the flow chart of FIG.
Changing the correction amount with speed is rooted in the same reason,
The intentions for down from 4th gear to 3rd gear may be different from the intentions for downshifting from 3rd gear to 2nd gear, but since it seems difficult to express it with one deceleration intention, The problem could be easily solved by using a separate routine.

In the flow chart of FIG.
Proceeding to 18, perform integer conversion and limit check, and
Then, the shift position after the check is output. As described above, the integer conversion / limit check work often includes a decimal part because the fuzzy inference value is a weighted average value, and the shift output value often includes a decimal part such as “0.8”. The gear position to be shifted is specified, and when the shift command value exceeds, for example, the fourth speed, the speed is limited to the fourth speed. The details are described in the earlier application, and the gist of the present invention is as follows. That's not the place, so we'll stop at this level of explanation.

As described above, the present embodiment is configured such that the driver's intention to decelerate is fuzzy inferred from the throttle opening and the like, and the shift position is fuzzy inferred from the parameter group by adding the inferred value. High-quality shift scheduling that is well suited can be realized.

Also, the inferred value of the deceleration intention is determined before and after the shift change to the third speed, and after the shift change to the third speed, the inferred value of the deceleration intention is held to some extent regardless of the presence or absence of the brake operation. Downshift and shift hold, and before the shift change, the driver's intention to decelerate is canceled when the driver releases the brakes. Shift-down does not occur at the contrary early timing. Further, since the correction is performed by a routine different from the fuzzy inference, the rule and the amount of fuzzy calculation are not increased. In addition, since the correction amount is changed depending on the shift position in the correction, the driver's intention to decelerate can be more accurately depicted with a simple configuration.

In addition, the rule is created by classifying the driving situation by adding the gradient resistance and the vehicle speed to the parameters in the deceleration intention inference, so that the driver's intention can be more accurately estimated. Furthermore, since the double inference format is used, the antecedent (IF) of each rule can be described in a simpler expression.

In the above embodiment, an example of inferring the deceleration intention has been described. However, the present invention is not limited to this.
It is also possible to infer fuel economy intention and the like. In addition, although the driving situation is classified based on the gradient resistance and the vehicle speed, it is also possible to classify the shift for each shift using the shift position as a parameter. Although the inference method based on the fuzzy production rules is used, inference based on fuzzy relations may be used. Although the engine load is determined from the throttle opening, an accelerator opening (accelerator pedal depression amount) or the like may be used. Although the double inference format is used, the present invention is not limited to this, and the speed ratio may be determined using another control method such as PID control. Further, the example in which the speed ratio of the stepped transmission is controlled stepwise has been described, but the speed ratio of the continuously variable transmission may be steplessly controlled.

[0032]

According to a first aspect of the present invention, there is provided a control device for an automatic transmission for controlling a speed ratio of a vehicle internal combustion engine in a stepwise or stepless manner.
(Throttle sensor 50, crank angle sensor 52, intake air
Pressure sensor 54, brake switch 56, vehicle speed sensor 5
8, the range selector switch 62), indicating at least the engine load and the vehicle running acceleration and deceleration amount and the driver's intention to decelerate by performing a first operation based on fuzzy logic for (DEC) of the determined the operating parameters deceleration intention inference value calculating means for calculating <br/> the inference value (S10 in FIG. 3, S1
2), the brake steering in said determined operating parameters
Inference value correction means (S14 in FIG. 3 and FIG. 15 ) for correcting the inference value according to the parameter indicating the operation and the current gear ratio .
It without S200 S226), the corrected inference value, at least the engine load and the second operation based on fuzzy logic for the vehicle speed of said operating parameters obtained
Ratio determining means for determining the gear ratio to be shifted by performing
(S16 in FIG. 3), and, S20 and driving means (FIG. 3 for driving the speed change mechanism on the basis of the determined gear ratio
Since it is configured to include the components 36 and 38 in FIG. 1, it is possible to realize high-quality shift scheduling that matches the driver's sensibility well and reflects the driver's intention well when traveling on a mountainous road. . Inference value indicating deceleration intention is also corrected from brake operation and current gear ratio.
Therefore, for example, after a shift change, the inferred value is retained regardless of the presence or absence of a brake operation to enable downshifting and shift holding, and before the shift change, the driver again applies the brake. When released, it is possible to correct the intention of deceleration, and when the driver once abandons the planned intention of deceleration, it is possible to realize the control that well captures the change and reflects the intention well.
Become . In addition, since the correction is performed separately from the fuzzy calculation, the object can be easily achieved without increasing the load of the fuzzy calculation.

According to a second aspect of the present invention, the inference value correction means
In the stage, the deduction value is calculated by the deceleration intention deduction value calculation means.
Inferred value is added in the range of 1.0 or less each time it is calculated
Adding means (S200 to S208 in FIG. 15)
The brake is operated from the parameter indicating the brake operation.
When it is determined that the brakes are not
It is determined that the engine load is below a predetermined value.
(S214, S226 in FIG. 15),
When the speed ratio is at a predetermined value, the added inference value is set to zero.
Addition value correction means for correction (S216, S21 in FIG. 15)
Since the configuration including 8) is adopted, even if the driver once releases his / her foot from the brake and operates the brake again, the downshift does not occur at an unintended early timing.

[Brief description of the drawings]

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

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

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

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

FIG. 5 is an explanatory diagram showing rules 1 to 6 in a fuzzy production rule group used in the second fuzzy inference of the flow chart of FIG. 3;

FIG. 6 is an explanatory view showing rules 7 to 11 in a fuzzy production rule group used in the second fuzzy inference of the flow chart of FIG. 3;

FIG. 7 is an explanatory diagram showing a fuzzy production rule group for inferring a deceleration intention used in the first fuzzy inference of the flow chart of FIG. 3;

FIG. 8 is a subroutine flowchart showing the operation of calculating the running resistance in the input calculation of the flowchart of FIG. 3;

FIG. 9 is an explanatory diagram showing characteristics of a map used for torque search in the flow chart of FIG. 8;

FIG. 10 is an explanatory diagram showing characteristics of a table used in a torque ratio search in the flow chart of FIG. 8;

FIG. 11 is an explanatory diagram showing a calculation operation of a corrected torque average value in the flow chart of FIG. 8;

FIG. 12 is an explanatory diagram showing characteristics of a map used for searching for running resistance on a flat road in the flow chart of FIG. 8;

FIG. 13 is an explanatory diagram showing a vehicle speed at the time of a brake operation in the input calculation of the flow chart of FIG. 3;

14 is an explanatory diagram showing a state transition diagram of a deceleration intention, which is a premise for creating a rule in FIG. 7;

FIG. 15 is a subroutine flowchart showing a deceleration intention check operation in the flowchart of FIG. 3;

[Explanation of symbols]

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

──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. ⁶ identification code FI F16H 59:66 (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 61/00 F16H 59:24 F16H 59:44 F16H 59:48 F16H 59:54 F16H 59:66

Claims (2)

(57) [Claims] 1. A control device for an automatic transmission for controlling the speed ratio of a vehicle internal combustion engine stepwise or steplessly, comprising: a. Means for determining the operating parameters of the engine, b. Deceleration computing at least engine load and estimated <br/> theory value for the acceleration or deceleration of the vehicle traveling by performing the first operation based on fuzzy logic showing the deceleration intention of the driver of the determined the operating parameters Intention inference value calculating means; c. Brake operation in said determined operating parameters
Inference value correction means for correcting the inference value according to the parameter indicating the current gear ratio and the current gear ratio , d. The corrected inference value and at least the engine load and the vehicle speed of the obtained operating parameters are fuzzy.
Speed ratio determining means for performing a second operation based on a logic to determine a speed ratio to be shifted , and e. Control device for an automatic transmission characterized by comprising a driving means for driving the transmission mechanism based on the determined transmission ratio. 2. The inferred value correcting means comprises: f . An inference value is calculated by the deceleration intention inference value calculation means.
The inference value is set to 1 . Add in the range of 0 or less
Addition means, g . When it is determined that the brake from the parameter indicating the brake operation is not being operated, or the brake
Determine when the engine load is below a predetermined value but have been manipulated
When it is cross-sectional, the current gear ratio of the added value correction means for correcting the summed inferred value to zero, the automatic transmission according to claim 1, wherein said to include when in a predetermined value Control device.