JP3309662B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle, which is suitable for use in a mechanical automatic transmission.

[0002]

2. Description of the Related Art Conventionally, as a transmission for a vehicle, an automatic transmission that automates a shift operation has been often used. In the case of a small vehicle, such an automatic transmission generally employs a torque converter instead of a clutch.However, in a large vehicle such as a bus or a truck, the transmission amount of the driving torque is large and the torque transmission is large. It is difficult for the converter to sufficiently transmit the driving torque.

[0003] Therefore, a mechanical clutch similar to that of a manual transmission is provided, and an actuator for automatically connecting and disconnecting the clutch is provided so that a gear shift can be performed without depressing a clutch pedal. Transmissions have been developed. In such an automatic transmission,
A clutch actuating / disconnecting clutch and a gear shift unit (mainly a gear shifting actuator) for switching an engagement state of a gear mechanism of a transmission are provided, and an electronic governor in the injection pump is used to adjust the engine speed. To be performed by
The shift operation is performed by controlling the operations of the clutch actuator, the gear shift actuator, and the electronic governor based on a command signal from a control means (controller) of the automatic transmission.

[0004]

However, in such a conventional mechanical automatic transmission, a target gear is set according to the vehicle speed and the accelerator opening. In some cases, the intention is not sufficiently reflected, and the shift is performed against the intention of the driver.

Therefore, for example, in a conventional mechanical automatic transmission, when a change in the opening degree of an accelerator pedal is large negatively, that is, when the driver suddenly turns off the accelerator pedal, carelessness on a curve or the like occurs. Although it is conceivable that the shift operation is prohibited in order to prevent the shift, the determination of the change in the accelerator opening is unambiguous and cannot be said to sufficiently reflect the driver's intention.

On the other hand, in a torque converter type automatic transmission for a passenger car, an automatic transmission capable of performing a shift control according to a driver's driving preference has been put into practical use. In view of this, there is a demand that even with a mechanical automatic transmission, it is desirable to be able to perform a gearshift operation by sufficiently reflecting the driver's intention. Incidentally, JP-A-2-3738 and JP-A-63-2465.
For example, Japanese Patent Application Publication No. 46-46, etc. discloses a technique in which a shift speed is directly determined by a fuzzy rule using signals from various sensors as parameters. However, in the above-described technology, the shift speed is directly determined by the fuzzy rule, so that the shift operation cannot be performed when there is an abnormality in the sensor system or when the fuzzy rule calculation is disabled. It may be impossible to drive. Further, in order to determine the shift speed as described above, there is a problem that the fuzzy rule becomes very complicated.

Japanese Patent Application Laid-Open No. 55-31640 discloses a technique in which a load of a vehicle is calculated, and a shift characteristic of a shift control map is changed based on a load signal of the vehicle and the like. I have. However, in such a technique, since the shift characteristic of the shift control map is directly changed, there is a problem that control software becomes complicated.

Japanese Patent Laid-Open Publication No. 1-255748 discloses a technique in which the shift characteristics of a shift control map are changed by fuzzy rules using detection information from each sensor as a parameter. However, in such a technique, since the shift characteristics of the shift control map are directly changed based on the fuzzy rule, there is a problem that the fuzzy rule is complicated and the control software is also complicated.

Further, Japanese Patent Application Laid-Open Nos. 50-74064 and 55-112453 disclose a road surface inclination,
There is disclosed a technology in which a shift pattern is switched to a direction in which a downshift is easily performed, based on a vehicle speed, a throttle opening, a brake operation state, and the like. However, in such a technique, only a plurality of shift maps are simply switched, and flexible shift control cannot be performed according to the load of the vehicle. Further, in such a configuration, there is a problem that it is not possible to perform a shift reflecting the driver's intention and preference.

Japanese Patent Application Laid-Open No. 55-103141 discloses a technique in which the gear is shifted down when the accelerator is off, the brake is operating, and the vehicle is accelerating. However, with such technology,
The input data is all unambiguous data of ON or OFF, and the shift operation is not performed by reflecting the driver's intention.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has been made so as to sufficiently reflect the driver's intention from the driving state of a vehicle and to perform a gear shift with a relatively simple configuration. It is an object of the present invention to provide a shift control device for an automatic transmission for a vehicle.

[0012]

SUMMARY OF THE INVENTION Accordingly, a shift control device for an automatic transmission for a vehicle according to the present invention is provided in a vehicle.
Control the speed ratio of the automatic transmission based on
Control of an automatic transmission for a vehicle having variable speed control means
In the device, the speed change control means includes a vehicle speed and an engine load.
Target gear ratio setting that sets the target gear ratio based on the information
Means and engine torque information required from the engine information.
First order lag processing to calculate engine torque
Means for calculating engine torque, and calculating the engine torque
The engine torque subjected to first-order lag processing by the means
Vehicle load degree calculating means for calculating vehicle load information by using
And the target gear ratio set by the target gear ratio setting means.
A desired file using at least the vehicle load information as a parameter
Results of fuzzy inference performed based on fuzzy rules and
Means for determining an optimum gear ratio in accordance with
Is characterized in that provided was.

Further, speed change control apparatus for a vehicular automatic transmission of the present invention according to claim 2, in addition to the configuration of claim 1, wherein
In this case, the vehicle load degree calculating means may calculate the engine torque.
Driving force based on the engine torque information obtained in the step
Driving force calculating means for calculating information, and a vehicle based on actual vehicle speed information.
Resistance calculating means for calculating the air resistance information of the
The driving force information calculated by the force calculating means and the air resistance calculation
From the air resistance information calculated by the means,
Calculate vehicle-equivalent acceleration information on a straight flat road vehicle-equivalent acceleration
And calculating means for calculating the acceleration equivalent to the straight flat road empty vehicle.
And the actual acceleration information equivalent to the straight flat road vehicle calculated by
The vehicle load information is obtained from the difference from the acceleration information.
It is characterized by being made .

[0014] Further, an automatic vehicle according to the present invention according to claim 3 is provided.
The shift control device of the transmission is based on driving information about the vehicle.
Transmission control means for controlling the transmission ratio of the automatic transmission.
In the transmission control device for an automatic transmission for a vehicle,
The control means sets a target based on the vehicle speed and the engine load information.
Target speed ratio setting means for setting a speed ratio, and at least a vehicle
Both load information, accelerator information, vehicle speed information and brake information
Of at least one of the
Perform fuzzy inference based on fuzzy rules.
Optimal gear shift according to the target gear ratio and the result of the fuzzy inference
An optimal gear ratio determining means for determining the gear ratio.
The speed ratio determining means is based on the current speed ratio and the target speed ratio setting means.
The set target gear ratio is different and the fuzzy
According to the theory, when traveling uphill, when loading, traveling downhill,
When traveling on a decelerated road, decelerating before getting on a curved road,
When driving after acceleration, when driving again after deceleration, and when
It is estimated that it is one of deceleration driving due to
In this case, determine the current gear ratio as the optimal gear ratio.
It is characterized by. Further, speed change control apparatus for a vehicular automatic transmission of the present invention described in claim 4, the operation information relates to a vehicle
Transmission control means for controlling the transmission ratio of the automatic transmission based on the information
Transmission control device for automatic transmission for vehicles with gear
Thus, the shift control means is configured to determine the speed based on the vehicle speed and the engine load information.
Target speed ratio setting means for setting the target speed ratio based on the
At least vehicle load information, accelerator information, vehicle speed information and
At least one of the rake information is a parameter
Fuzzy inference based on the desired fuzzy rules
No, according to the target gear ratio and the result of the fuzzy inference
Speed ratio determining means for determining the optimum speed ratio by
The optimum gear ratio determining means determines whether the current gear ratio and the target gear ratio
The target speed ratio set by the ratio setting means matches, and
When driving on steep uphill roads, loading vehicles,
When driving on a steep downhill or overtaking
If it is estimated, the optimal gear ratio is calculated from the current gear ratio.
It is characterized in that it is determined as the speed ratio on the lower speed side .

[0015]

[0016]

[0017]

[0018]

[0019]

[0020]

[0021]

[0022]

[0023]

[0024]

[0025]

[0026]

[0027]

[0028]

[0029]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the drawings and will be described speed change control apparatus for a vehicular automatic transmission according to an embodiment of the present invention, FIG. 1 is a schematic block diagram showing the main configuration, FIG. 2 is a schematic configuration diagram showing the entire configuration, FIG. 3 is a control block diagram showing a first-order lag filter (low-pass filter) for calculating engine output torque, and FIG.
6 to 6 are diagrams showing the characteristics of the vehicle load degree as the shift control parameter, FIG. 7 is a diagram showing the shift map, FIG. 8 is a diagram for explaining the fuzzy inference, and FIGS. FIG. 21 is a diagram showing the membership function, FIG. 21 is a diagram showing the fuzzy rule, FIG.
23 is a flowchart for explaining the operation, FIG. 24 is a schematic diagram showing the shift pattern of the shift lever, FIG. 25 is a diagram for explaining the operation characteristics,
FIG. 26 is a diagram for explaining a control mode of the clutch.

First, with reference to FIG. 2, a description will be given of an overall structure of a mechanism which is a premise of an automatic transmission for a vehicle as one embodiment of the present invention. As shown in FIG. 2, speed change of the present invention
The control device includes a diesel engine (hereinafter, simply referred to as engine) rotational driving force of the 11 gear type transmission having a clutch 15 (hereinafter, the transmission mechanism of) a system for automatic transmission with a 17, the engine 11 Is a fuel injection pump (hereinafter simply referred to as an injection pump) 2 provided with an input shaft 19 that rotates at half the rotation speed of the engine output shaft 13.
The electromagnetic actuator 25 is connected to the control rack 23 of the pump 21. Further, a control rack position detection sensor 123 for detecting the position of the control rack 23 is also provided.

The fuel injection pump input shaft 19 is provided with an engine rotation sensor 27 for detecting a rotation speed signal of the output shaft 13 of the engine 11. Clutch 15
Is provided with an air cylinder 33 as a clutch actuator. Further, the clutch 15 is brought into a connected state by pressing the clutch plate 31 against the flywheel 29 by well-known holding means (not shown). When the air cylinder 33 shifts from the non-operating state to the operating state, the holding means operates in the release direction, and the clutch 15 changes from the connected state to the disconnected state. The clutch 15 is provided with a clutch stroke sensor 35 for detecting disconnection and connection information based on a clutch stroke amount.
Note that a clutch touch sensor 37 may be used instead of the clutch stroke sensor 35.

The input shaft 39 of the transmission mechanism 17 is provided with a clutch rotational speed sensor 41 for detecting the rotational speed of the input shaft 39 (hereinafter, referred to as clutch rotational speed). An air passage 43 is connected to the air cylinder 33, and the air cylinder 33 is connected to a pair of air tanks 47 and 49 as an air source via a check valve 45. In the middle of the air passage 43, solenoid valves X1, X2 serving as opening / closing means are duty-controlled to supply working air.
X2, solenoid valves Y1 and Y2 that are duty-controlled to open the air cylinder 33 to the atmosphere,
1, a three-way solenoid valve W provided upstream of X2.

As shown in FIG.
X2 is an electromagnetic valve that is connected in parallel with each other and is normally closed. Also, the solenoid valves Y1 and Y2 are connected in parallel with each other, and are normally closed solenoid valves. The solenoid valve W is controlled so as to connect the air tanks 47 and 49 to the air passage 43 when the air cylinder 33 is on, and when the air cylinder 33 is off.
The air passage 43 is controlled to be open to the atmosphere. The solenoid valves X1 and X2 and Y1 and Y2 are used alternately.
1, X2, Y1, and Y2 can be used for a long time. Further, when one of the solenoid valves X1 and X2 fails, or when one of the solenoid valves Y1 and Y2 fails, the other solenoid valve is used. Thus, the reliability of the entire apparatus is improved.

FIG. 26 shows the solenoid valves X1 when the vehicle is running (when the clutch 15 is engaged), when the clutch 15 is disengaged, when the clutch is slowly disengaged, when the clutch is disengaged slowly and when the clutch is disengaged. , X2, Y
1 and 2 show control modes. Such solenoid valves X1, X
2, Y1 and Y2 control both the connection and disconnection of the clutch 15 and the connection time.

Incidentally, of the pair of air tanks 47, 49, the air tank 49 is an emergency tank. When the air in the main air tank 47 runs out for some reason, the solenoid valve 55 is opened to release the air from the emergency air tank 49. Supply is performed. For this reason, air sensors 57, 59 that output an ON signal when the internal air pressure falls below a specified value are attached to each of the air tanks 47, 49.

The air tank 47 has an air passage 43.
Is connected to an air passage that branches into two systems on the downstream side, and is connected to a pair of solenoid valves MV.
They are connected to a pair of air masters 109, 109 in a braking system (air overhydraulic type) via Q111, 111. These air masters 109 have a strong brake pedal force sensor (hereinafter simply referred to as a BPS sensor).
106 is attached. This BRS sensor 106
Is configured as a diaphragm-type open / close switch that is turned on when receiving strong brake depression force information corresponding to air pressure when a strong braking force exceeding a set value is required.

To change the gear position of the speed change mechanism 17, the driver operates the change lever 61 to a gear position corresponding to a shift pattern as shown in FIG. A gear shift unit 65 is operated as a speed changeover means based on the speed change signal obtained by the changeover, so that the speed is switched to a target speed corresponding to the shift pattern, and the speed is displayed on the indicator 67.

Here, R is the reverse gear, N and N1 are neutral, 1, 2, 3, 4, and 5 are the designated gears, and PW and D
Indicates arbitrary automatic gears from the second gear to the seventh gear. When the PW and D ranges are selected, the second speed to the seventh speed are automatically determined based on the running state of the vehicle by the optimum gear setting process. PW is a powerful automatic gear,
D is an economy automatic shift stage, which has shift maps with different shift characteristics.

When the brake pedal 69 is depressed or when an exhaust brake (not shown) is operated, different shift maps programmed in advance are selected and adopted. In this case, the PW range is used. , And three shift maps are prepared for each of the D range. Reference numerals 120 and 121 in the figure denote on / off switches for switching the exhaust brake and the engine brake auxiliary device between an operation standby state and a non-operation state, respectively, and are disposed near the driver's seat.

The gear shift unit 65 includes a plurality of solenoid valves (only one of which is shown in FIG. 2) 73 operated by an operation signal from a control unit 71 as a shift speed control means, a select fork in the speed change mechanism 17 and It has a pair of power shillings (not shown) for operating a shift fork (both not shown). The power shilling is activated when high-pressure operating air is supplied from the air tanks 47 and 49 via the electromagnetic valve 73.

Each of the power cylinders is operated by an operation signal given to the solenoid valve 73, and select,
The meshing state of the gear type transmission mechanism 17 is changed in the order of the shift. This changes the gear position
However, if the gear is changed here,
That is, the gear ratio is changed. So, the gear
The control means 71 is combined with a speed ratio control means or simply a speed change control means.
Also say. In the following, the term "gear ratio" can be read as "gear ratio".
And it is possible. Further, the gear shift unit 65 includes:
A gear position switch 75 as a gear position sensor for detecting each gear position is provided, and a gear position signal from these gear position switches 75 is output to the control unit 71. The output shaft 77 of the transmission mechanism 17 is provided with a vehicle speed sensor 79 for detecting a vehicle speed signal, and the accelerator pedal 81 is provided with an accelerator sensor 85 for detecting the amount of depression. This accelerator sensor 85
Detects the change in resistance according to the amount of depression of the accelerator pedal 81 as a voltage value, and detects this as A /
The digital signal is output by the D converter 83.

A brake sensor 87 that outputs a high-level brake signal when the brake pedal 69 is depressed is attached to the brake pedal 69. A starter 89 for starting is mounted, and a starter relay 91 is connected to the control unit 71.

Reference numeral 93 in FIG. 2 denotes an engine control unit provided separately from the control unit 71. The engine control unit 71 supplies information from each sensor to the electronic governor 25 in the injection pump 21.
The drive control of the engine 11 is performed in response to an accelerator signal from the engine. That is, the control unit 93
The electronic governor 25 receiving the command signal from the
3 is operated to increase or decrease the fuel, and the engine 11
Of the output shaft 13 is controlled to increase or decrease.

The control unit 71 is configured as a microcomputer dedicated to the automatic transmission, and includes a microprocessor (hereinafter referred to as a CPU) 95, a memory 97, and an interface 99 as an input / output signal processing circuit.
It is composed of The input port (input interface) 101 of the interface 99 is provided with the above-mentioned shift position selection switch 63, brake sensor 87, accelerator sensor 85, engine rotation sensor 27, clutch rotation speed sensor 41, gear position switch 75, vehicle speed sensor 79, and clutch. A touch sensor 37 (used for outputting clutch connection / disconnection information instead of the clutch stroke sensor 35), the clutch stroke sensor 35, and the air sensor 5;
7, 59 and a later-described slope start switch 103, a first-speed start (hereinafter simply referred to as FSS) switch 105, a BRS sensor 106 that outputs strong brake pedal force information, an exhaust brake on / off switch 120, and an engine brake assist device on / off switch 121 And rack position detection sensor 12
3 are connected to each other, and detection information is input from each of these sensors.

The slope start switch 103 is provided with a system (hereinafter referred to as AU) which prevents the vehicle from moving backward when the vehicle starts on an uphill.
S). Here, the AUS is a system that starts the vehicle while controlling the supply of air to the air masters 109, 109 of the plurality of wheel brakes 107, 107 through a pair of solenoid valves MVQ111, 111. The solenoid valve MVQ111 is controlled by the control unit 71.

The FSS switch 105 starts the first speed in the PW range or the D range. When the FSS switch 105 is turned on, the first speed is started in the automatic shift range. In a large vehicle such as a normal bus or truck, the starting is performed in the second speed, and the first gear is lower than the normal gear ratio for starting. The shift stage is used when a large starting torque is required, such as when the occupants of the bus (or the load capacity of the truck) increase and the total weight of the vehicle becomes heavy, such as when the vehicle starts or starts on a slope.

On the other hand, the output port (output interface) 113 is connected to the engine control unit 93, the starter relay 91, and the solenoid valves X1, X2, Y
1, Y2, W, 73 and 111 are connected respectively. Note that reference numeral 115 in the figure denotes the air tanks 47 and 49.
If the air pressure does not reach the set value, the air sensor 5
Reference numeral 117 denotes a clutch warning lamp which is turned on in response to a detection signal when the amount of wear of the clutch 15 exceeds a specified value. Reference numeral 116 denotes a brake pedal of the brake pedal 69. A stop lamp switch which is turned on by depressing is shown.

The memory 97 is composed of a read-only ROM in which a flowchart (not shown) is written as a program and data, and a write-only RAM. Here, the duty ratios of the solenoid valves X1, X2, Y1, and Y2 corresponding to the accelerator signal are stored in advance in the ROM as a map as shown in FIG. 25, and an appropriate value is read from the map as appropriate. ing.

The above-mentioned shift position selection switch 63 outputs a select signal and a shift signal as shift signals. The shift position corresponding to a paired combination of the two signals is stored in advance as a data map, and the shift position is selected. When a signal and a shift signal are received, an output signal is calculated from this map, and this output is given to each solenoid valve 73 of the gear shift unit 65. In this case, the gear is adjusted to a target shift speed corresponding to the shift signal. ing. The gear position signal from the gear position switch 75 is output upon completion of the shift,
It is used to determine whether all gear position signals corresponding to the select signal and the shift signal have been output and to issue a signal indicating whether the meshing is normal. Further, when the target gear in the PW range or the D range exists in the ROM, the vehicle speed,
A shift map for determining an optimum shift speed based on the values of the accelerator and the engine speed is also stored and processed.

Here, when the control unit 71 is functionally viewed, it functions as a control means, and the gear position information based on the output from the gear shift unit 65 is in the reverse gear R or the forward gear, and the operating vehicle speed sensor The vehicle speed value based on the output from the motor 79 is in the vehicle stop area, and the BRS sensor 1
When strong brake pedal force information is input from 06, a pair of solenoid valves MVQ111, 111, which are actuators for operating the wheel brakes, are turned on.

The basic operation of the above-mentioned automatic transmission will not be described here.
It operates in a manner similar to that disclosed in U.S. Pat. Next, a description will be given of the control contents of the gear position control means (or control unit) 71 as a main part of the present invention. As shown in FIG. Target gear position setting means 3 for setting a target gear position based on vehicle speed information V and accelerator opening information VA from an accelerator opening sensor; and determining an optimal gear position capable of correcting the target gear position by reflecting the driver's intention. Means 1 are provided.

Here, the optimum gear position determining means 1 determines the driver's intention and the running state of the vehicle using fuzzy logic, and can correct the target gear position set by the target gear position setting means 3. It is configured as a formula optimum gear position determining means. The target gear position setting means 3 is widely used in a normal automatic transmission, and is a map-type storage means in which a map as shown in FIG. 7 is stored.
In the map shown in FIG. 7, shift-up shift characteristics are indicated by solid lines, and shift-down shift characteristics are indicated by broken lines. Further, as described above, in this embodiment, the target shift speed setting means 3 has a plurality of maps having different shift characteristics. For example, a map for a power mode emphasizing acceleration and a map for a normal (economy) mode emphasizing fuel efficiency are provided. It has a map. When the driver sets the change lever 61 to the PW position, the power mode map is applied, and when the driver sets the change lever 61 to the D position, the normal mode map is applied.

In the fuzzy type optimum gear position determining means 1, the driving information having the vehicle load information is applied as a parameter to a fuzzy rule to be described later. The difference between the acceleration α ₀ when accelerating on a flat road and the actual acceleration α when the vehicle is actually accelerated (= vehicle load α _VL ) is used as a parameter.

[0054] Therefore, as shown in FIG. 1, the control unit 71, vehicle load calculating means 2 for calculating the vehicle load of alpha _VL is provided. The vehicle load degree calculating means 2 includes an engine torque calculating means 4, a driving force calculating means 5, an air resistance calculating means 6, an acceleration calculating means 7 corresponding to a straight flat road and an empty vehicle, and a subtracting means 8, among them. The engine torque calculating means 4 calculates the engine torque T.

Further, the engine torque calculating means 4 is provided in FIG.
As shown in the figure, the position information (engine output instruction information) SRC of the control rack 23 and the engine speed information NE
Engine torque setting means 4A for presetting the output engine torque based on the above, and an engine torque for calculating the actual engine torque by applying a first-order lag process to the engine torque information from the engine torque setting means 4A And a correcting means 4B. Among these, the engine torque setting means 4A is configured as a map-type storage means.

In the engine torque correction means 4B,
By performing a first-order lag process as shown in FIG. 3, the engine torque actually output is calculated.
For this reason, the engine torque correction means 4B is configured as one type of low-pass filter. When the current engine torque is calculated by the engine torque calculating means 4, the driving force calculating means 5 described later calculates the driving force of the vehicle based on the engine torque information.

The engine torque information based on the mapping by the engine torque setting means 4A as described above is
The actual reason for calculating the actual engine torque by performing the first-order lag processing by the engine torque correction means 4B is mainly for the following reason. That is, normally, the output engine torque is set from the map of the engine torque setting means 4A based on the position information SRC of the control rack 23 and the engine speed information NE, but the actually output engine torque depends on the response of the engine 11. Due to a delay or the like, there is a delay with respect to the engine torque set by the mapping of the engine torque setting means 4A. Therefore, the engine torque setting means 4
The engine torque correction means 4B is provided to match the engine torque set by A with the actually output engine torque.

Here, the engine torque correcting means 4B will be described. As shown in FIG. 1, the engine torque correcting means 4B includes the engine torque information set by the engine torque setting means 4A and the exhaust brake on / off switch 120. And switching information from the engine brake assist device on / off switch 121 are input. Exhaust brake on / off switch 1
20 and engine brake auxiliary device on / off switch 12
The reason why the switches 120 and 1 are connected is that the characteristics of the engine are different depending on the use conditions of the exhaust brake and the engine brake assist device.
The calculation data in the engine torque correction means 4B is switched by taking in information of the exhaust brake and the engine brake assist device from 21.

The method of calculating the actual engine torque will be briefly described below. First, mapping engine torque information is input to the engine torque correction means 4B based on the engine torque setting means 4A. And
First-order lag processing as shown in the control block diagram of FIG. 3 is executed. For example, assuming that an input value (ie, an output engine torque set on the map of the engine torque setting means 4A) in the current control cycle (the nth time) is _Xn .
The input value X _n-1 in the previous control cycle is set to buffer2, and the value of buffer1 is set from the value of buffer2 by the following equation.

[0060] _{buffer1 = X n -b · buffer2 =} X n -b · X n-1 Then, in this buffer1 added buffer2, so calculated as actual engine torque output value Y those obtained by integrating predetermined constant is there. _{Y n = (buffer1 + buffer2)} · a = (X n -b · X n-1 + X n-1) · a = _{[X n + (1-b)} · X n-1 ] · a In the above formula A and b used are constants set by the following equations, respectively.

A = ω _c / (ω _c +2), b = (ω _c −
2) / (ω _c +2) where ω _c is the cut-off frequency and the calculation cycle T
(For example, 10 mmsec) and the time constant τ (ω _c =
T / τ). The time constant is τ, which is the same as that used in normal first-order lag control, and is the time until the value of the response to the input (step response) reaches about 63% of the final value.

In the first control cycle, the buffer value bu
The initial values of ffer1 and buffer2 are set to 0 respectively.
Then, by calculating the actual engine torque through the first-order lag filter in this way, the mismatch between the engine torque set by the engine torque setting means 4A and the actually output engine torque is eliminated, Accurate engine torque data can be obtained.

The setting of the time constant τ is changed by turning on and off the exhaust brake and the engine brake assist device.
The value of b can be switched. That is,
In the normal mode of the exhaust brake and the engine brake assist device are both turned off (hereinafter referred to as mode A), the time constant tau is set to tau _A. That, a = T / (T + 2τ A), b = (T-2τ A) / (T +
2τ _A ). In this case, τ _A is set to, for example, about 1 second.

A mode in which the exhaust brake is on and the engine brake assist device is off (hereinafter referred to as mode B).
Then, the time constant τ is set to τ _B. Thus, a = T / (T + 2τ _B ), b = (T−2τ _B ) / (T +
2τ _B ). In this case, τ _B is set to, for example, about 7.5 seconds. In a mode in which both the exhaust brake and the engine brake assist device are on (hereinafter referred to as mode C), the time constant τ is set to τ _C. Thus, a = T / (T + 2τ _C ), b = (T−2τ _C ) / (T +
2τ _C ). In this case, τ _C becomes τ _B + α, for example, about 1
It will be set to 0 seconds.

Therefore, even if the torque characteristics of the engine are changed by turning on / off the exhaust brake or the engine brake auxiliary device, the engine torque correcting means 4
In B, the engine torque output value can be accurately calculated according to the state of the engine. By the way, when switching each mode, usually, buffer1, buffer
It is conceivable to reset the value of 2 and then start the calculation from the initial value 0 again. However, if buffer1 and buffer2 are reset to 0 after the mode switching, accurate engine output data cannot be obtained until buffer1 and buffer2 are stabilized, and the engine torque calculated by the engine torque calculating means 4 is not obtained. And the actual engine torque will be unmatched for a while.

Therefore, in the present apparatus, when switching between the modes, the initial values of buffer1 and buffer2 after the mode switching are back calculated based on the input values and output values immediately before switching. That is, assuming that the input value immediately before mode switching is X and the output value immediately before mode switching is Y, buffer1 = Y / a-buffer2 buffer2 = (Y / a-X) / (1-b). And when the mode switches, the buffer
1, By using the value obtained by back calculation as above as the initial value without resetting the initial value of buffer2, the output data is stable even when switching between modes, and the engine torque can be calculated accurately. You can do it.

Next, the driving force calculating means 5 shown in FIG.
The driving force calculation means 5 calculates the driving force F of the vehicle based on the engine torque information T obtained by the engine torque calculation means 4, and the driving force F is calculated, for example, by It is performed by the following equation. F = (T · it · if · η) / R where it is the gear ratio of the shift speed, if is the final reduction gear ratio (differential gear ratio), η is the power transmission efficiency, and R is the tire radius.

The air resistance calculating means 6 calculates the air resistance Rl as the running resistance of the vehicle from the actual vehicle speed information V, and is calculated by the following equation. R1 = λ · A · V ² where λ is the air resistance coefficient, A is the front projected area of the vehicle, V
Is the actual vehicle speed. Next, acceleration calculating means (hereinafter, may be simply referred to as acceleration calculating means) 7 corresponding to a straight flat road and an empty vehicle.
The acceleration calculating means 7 calculates the acceleration from the driving force information F calculated by the driving force calculating means 5 and the air resistance information Rl calculated by the air resistance calculating means 6 so that the vehicle is linearly flat in an empty state. The acceleration when the road is accelerated (hereinafter, this is referred to as “straight flat road empty vehicle equivalent acceleration”) is calculated. The acceleration α ₀ equivalent to the straight flat road empty vehicle is calculated by the following equation. α ₀ = g · [F− (μW ₀ + Rl)] / (W ₀ + W _r ) where g is the gravitational acceleration, μ is the road surface friction coefficient, W ₀ is the weight of the empty vehicle, and W _r is the weight of the rotating part.

The subtraction means 8 lowers the load degree information α _VL of the vehicle based on the acceleration information α ₀ calculated by the acceleration calculation means 7 and the acceleration information α ₀ from the vehicle speed sensor 79. It is calculated by an equation. α _VL = α ₀ −α That is, if α _VL > 0, the vehicle load is heavy, and α _VL <0
Then, it can be said that the vehicle load is light. And
The magnitude of the value of α _VL is used to determine how heavy (or light) the vehicle load is.

[0070] Here, FIGS. 4 to 6 is an example in which both calculated by simulation the vehicle load of alpha _VL, the horizontal axis represents the gross vehicle weight (GVW = gross vehicle weight), and the vertical axis represents the vehicle load index It is. 4 is a flat road, and FIG.
FIG. 6 is a calculation example of the vehicle load degree α _{VL on} an uphill road with a 0% gradient, and FIG. 6 is a calculation example in which the conditions of the vehicle are constant except for the vehicle weight.

When the vehicle load degree α _VL is calculated by the vehicle load degree calculating means 2 in this way, the fuzzy type optimum gear position determining means 1 adds the accelerator opening degree information in addition to the vehicle load degree α _VL. VA, accelerator opening change information ΔVA, vehicle speed information V, brake information, and current gear position information are fetched, and the target gear set by the target gear setting means 3 is corrected. ing. As the brake information, in addition to the operation information of the foot brake input from the brake sensor 87, operation information of an exhaust brake and an engine brake assist device (not shown) is also input. Means 1 performs correction in consideration of such information.

Then, the optimum gear position determining means 1 determines whether
Target by fuzzy inference from predetermined fuzzy rules
The shift speed is corrected. Here, FIG.
17 to FIG. 17 show the optimum gear position determination as a parameter of driving information.
Information α inputted to the determining means 1_VL, VA, ΔVA
9 to 15 show the basic functions.
The vehicle load level at which the speed of the transmission mechanism 17 is 1st to 7th
α _VLIs a membership function. FIG. 18 shows a dry state.
Membership for correcting the gear position to reflect the
Function. FIG. 19 shows the membership of the vehicle speed information V.
FIG. 20 shows the membership function of the engine speed.
is there.

[0073] Among the membership function of the vehicle load of alpha _VL, its absolute value in vehicle load index alpha _VL> 0 is large (i.e., vehicle load of alpha _VL is positive large) because, as follows Is defined. First, the maximum gradient θ at which the vehicle can run in the loaded state (acceleration 0) is calculated for each shift speed, and the vehicle load degree α when the vehicle travels on an uphill road with this gradient θ at one lower gear position is calculated.
Calculate _VL . Then, a predetermined value as the efficiency of the above vehicle load of alpha _VL (e.g. 0.9) by integrating, the resultant value, the minimum value of the membership function vehicle load of alpha _VL is larger positive ( That is, it is defined as a load degree when the fitness level is 0). Then, a value obtained by adding a predetermined value (for example, 1) to the load level when the fitness level is 0 is the maximum value (that is, the fitness level is 1).
Load at that time).

Next, the method of calculating the maximum running gradient θ described above will be described. First, the driving force of the vehicle at the maximum torque of the engine 11 is obtained from the driving force calculation formula described in the driving force calculation means 5. . F = (T · it · if · η) / R Next, the resistance R ₀ of the vehicle traveling on the uphill road is determined. Since this resistance is the sum of the gradient resistance Ri and the air resistance Rl according to the gradient θ, R ₀ = Ri + R1 = W (sin θ + μcos θ) + λ ·
The A · V ^2. Here, W is the gross vehicle weight (gvw), and μ is the rolling resistance.

The maximum gradient θ at which the vehicle can travel can be obtained from the following equation under the condition that the acceleration of the vehicle can take a positive value. (F−R) / (W + Wr) = 0 That is, on an uphill road that satisfies (F−R) / (W + Wr) ≧ 0, it is possible to run at least at the maximum torque generating rotational speed of the engine, and in some cases, the upshift may be performed. Indicates that it is possible. Also, (F−R) / (W + W
r) On an uphill road where θ satisfies <0, traveling at this speed is impossible.

In this way, by defining a membership function in which the vehicle load degree α _VL is positively large among the membership functions, it is possible to perform a gear position control close to the actual driver's judgment. It becomes. By the way, in the optimum gear position determining means 1 of the present apparatus, the target gear position is corrected by a fuzzy inference method using the min-max composite center of gravity method.
The n-max composite centroid method will be briefly described with reference to FIGS. The degree of conformity of the membership function to the input value of the fuzzy rule antecedent is obtained for all fuzzy rules.

For example, if the outputs from the sensors at a certain time t are a ₁ (t), a ₂ (t),.
As shown in (a) and (b), each fuzzy rule R ₁ ,
In R ₂ , ..., from each membership function, a
_The membership grades (fitness) A ₁ and A ₂ for ₁ (t) and a ₂ (t) are obtained. Next, the minimum value min of the conformity is obtained for each rule.

That is, the fuzzy rule R shown in FIG.
₁In the antecedent part of₁Fitness A for (t)₁Who
Is a_TwoFitness A for (t)_TwoSmaller than
And the parameter of the fuzzy rule is a₁(t), a_Two(t) 2
If there is only one, A₁Is the minimum value min. Similarly,
As shown in FIG. 8B, the fuzzy rule R_TwoThen, a
_TwoFitness A for (t)_TwoIs the minimum value min. The minimum value min defines the membership function of the consequent part.
Set.

Next, of the degree of conformity of the membership function of the consequent part, a part having the minimum value min or more obtained as described above is cut to define the membership function of the consequent part. This is also performed for each fuzzy rule R ₁ , R ₂ ,... As shown in FIGS. Overlay graphs obtained by each fuzzy rule ma
Find the x figure.

Here, as shown in FIG. 8 (c), the maximum value of the membership function is obtained by superimposing the graphs (graphics) obtained above. The position of the center of gravity of the figure in the above is obtained. Then, the fuzzy rules R ₁ , R ₂ ,... Are obtained by obtaining the graphic centroid C ₁ of the membership function shown in FIG.
Can be weighted according to the degree of conformity. Then, the membership functions of the consequent part is to determine the driver's intention from the fitness corresponding to the output C _1.

The membership functions shown in FIGS. 8A to 8C are for explaining the min-max composite centroid method, and the membership functions of the present embodiment shown in FIGS. It does not always match the ship function. On the other hand, as shown in FIG.
_Fifteen rules from _{1 to} R15 are set. In each of the fuzzy rules of R _{1 to} R ₁₀ and R ₁₅ , FIG.
Even if the target shift speed determined from the shift map shown in FIG. 1 (that is, the shift speed set by the normal target shift speed setting means 3) is different from the current shift speed, the optimal shift speed determining means 1 It is assumed that there is not much intention to do so, and a correction signal is output so as to maintain the current gear position.

The fuzzy rules of R _{1 to} R ₁₀ will be described below. In the first fuzzy rule R ₁ , the vehicle load degree α _VL > 0, the absolute value is medium, and the accelerator opening VA is large. When the engine speed is medium and the target shift speed is higher than the current shift speed (that is, an upshift is instructed based on the shift map of the target shift speed setting means 3), the optimum shift speed is determined. Means 1 estimates that the vehicle is traveling on an uphill road or traveling in a loaded state. In this case, the target gear position setting means 3
Even if a shift-up is instructed in the above, the optimum gear-position determining means 1 estimates that the driver does not intend to shift-up, and sends a signal from the target gear-position setting means 3 so as to maintain the gear speed in the current state. The shift command signal is corrected. As a result, upshifting of the shift speed is suppressed, and the current shift speed (optimum shift speed) is maintained.

Here, the reason why the engine speed information is adopted is as follows. That is, even when it is estimated that the vehicle is traveling on an uphill road or traveling in a loaded state as described above, it is preferable to shift up when the engine torque has a margin, and a natural traveling feeling is obtained. Can be obtained. On the other hand, when there is no margin in the engine torque, it is better to suppress the shift-up of the shift speed and the traveling feeling is better. Therefore, in this device,
And than are applying engine speed fuzzy rules, is suppressed upshift by the above-described fuzzy rules R ₁ if moderate engine speed, also the engine rotational speed to some extent there is a margin in the engine torque than it upshifting is performed is excluded, and from the application of the fuzzy rules R ₁ described above increases to.

In the second fuzzy rule R ₂ , the vehicle load degree α _VL > 0, the absolute value is medium, the accelerator opening VA is medium, and the second fuzzy rule R ₂ is based on the shift map of the target shift speed setting means 3. If you are instructed to shift up,
Similar to the first fuzzy rule R ₁ above, optimal gear is a vehicle in the stage determining unit 1 is estimated to be running at the running in or laden uphill, the optimum gear determining means 1 also in this case It is presumed that the driver does not intend to shift up, and the current gear stage is maintained as the optimal gear stage.

As described above, in the first and second fuzzy rules R ₁ and R ₂ , unnecessary upshifts are suppressed and the drivability is improved when the vehicle is traveling on an uphill or in a loaded state. . In the third fuzzy rule R ₃ , the vehicle load degree α _VL <0, the absolute value thereof is small, the accelerator opening VA is small, and an upshift is instructed based on the shift map of the target shift speed setting means 3. When the vehicle is traveling, the optimum gear position determining means 1 estimates that the vehicle is traveling on a downhill road. In this case as well, it is assumed that the driver does not intend to shift up, and the shift command signal from the target shift speed setting means 3 is corrected so that the gear shift speed is maintained in the current state.

In the fourth fuzzy rule R ₄ , the vehicle load degree α _VL <0, the absolute value is medium, the accelerator opening degree VA is small, and the shift-up is performed based on the shift map of the target shift speed setting means 3. There is when indicated, similarly to the third fuzzy rules R ₃ described above, the optimum gear determination means 1
It is assumed that the vehicle is traveling on a downhill. And
As described above, the shift command signal from the target shift speed setting means 3 is corrected, and the gear shift speed is maintained at the current state.

As described above, in the above-described third and fourth fuzzy rules R ₃ and R ₄ , unnecessary upshifting during traveling on a downhill road is suppressed, so that an effective engine brake can be provided. Will be able to gain.
Therefore, the safety of the vehicle is improved and the drivability is also improved. Referring next to fuzzy rules R ₅ of the fifth, in the fifth fuzzy rules R _5, a accelerator opening VA is small, and the vehicle speed V is low, and the shift of the target shift speed setting unit 3 map When the upshift is instructed on the basis of the above, the optimum gear position determining means 1 estimates that the vehicle is traveling on a congested road. In this case, the optimal gear position determining means 1 estimates that the driver does not intend to upshift, and corrects the gear shift command signal from the target gear position setting means 3 so as to maintain the gear gear position in the current state. As a result, upshifting of the shift speed is suppressed, and the current shift speed is maintained as the optimal shift speed. Therefore, unnecessary upshifts on congested roads are suppressed, and drivability is improved.

In the sixth fuzzy rule R ₆ , when the accelerator opening change ΔVA <0, the absolute value of which is large, and the upshift is instructed based on the shift map of the target shift speed setting means 3, the optimum condition is obtained. The gear position determining means 1 estimates that the vehicle has decelerated just before the curve. Also in this case, it is estimated that the driver does not intend to upshift, and the gear shift speed is corrected so as to be maintained in the current state. Therefore, upshifting of the shift speed is prohibited, and the current shift speed is maintained as the optimal shift speed. Thus the fuzzy rules R ₆ of the sixth, it prevents such that upshift when the deceleration before the curve is the it is possible to obtain a still effective engine braking.

In the seventh fuzzy rule R ₇ , when the accelerator opening change ΔVA> 0, the absolute value is medium and the target gear is smaller than the current gear (that is, the gear shift of the target gear setting means 3). When a downshift is instructed based on the map), the optimal gear position determining means 1 estimates that the vehicle is going to accelerate after passing through the curve. And
In this case, it is presumed that the driver does not intend to downshift, and the gear shift command signal from the target gear position setting means 3 is corrected so as to maintain the gear speed in the current state. As a result, downshifting of the shift speed is suppressed,
The current gear position is maintained as the optimal gear position. Therefore, frequent shift changes on a curved road or the like are suppressed, and drivability is improved.

[0090] In the eighth fuzzy rules R _8, when the absolute value accelerator opening change .DELTA.VA> 0 is small, and the vehicle speed V is low, the shift down is instructed and based on the shift map, the deceleration of the vehicle at a time It is assumed that re-acceleration is performed after the acceleration, and the current speed is maintained. This also mainly considers traveling in traffic congestion, and in such a case, the vehicle often decelerates immediately even after performing a gear shift.

In the ninth fuzzy rule R ₉ , if the accelerator opening change ΔVA> 0, the absolute value is medium, the vehicle speed V is low, and a downshift is instructed on the basis of the shift map, the traffic congestion is also reduced. It is assumed that the vehicle is re-accelerated after the vehicle has been decelerated once, and the current gear position is maintained. That is, in the above-described eighth and ninth fuzzy rules R ₈ and R ₉ , unnecessary downshifts can be suppressed at the time of acceleration in a traffic jam or the like, and the drivability is also improved. In addition, there is an advantage that fuel economy can be improved by suppressing downshifting.

[0092] In the fuzzy rules R ₁₀ of the 10, auxiliary brake (exhaust brake or engine brake assist device)
Is ON, the foot brake is OFF, and a downshift is instructed based on the shift map, it is presumed that the vehicle is going to be decelerated lightly, and the gear speed is held in the current state. The shift command signal from the target shift speed setting means 3 is corrected so that As a result, downshifting of the shift speed is suppressed, and the current shift speed (optimum shift speed) is maintained. Therefore, it is possible to suppress a large deceleration that is contrary to the driver's intention and to prevent a shift shock due to a downshift, thereby improving drivability.

Next, the eleventh fuzzy rule R ₁₁ to the first
About fuzzy rules R ₁₄ 4 will be described, these fuzzy rules, even shift speed and the current gear position is set based on the shift map shown in FIG. 7 match, the optimum gear determining means 1, Assuming that the driver intends to shift, a correction signal is output so as to shift to a shift speed one step lower than the current shift speed.

[0094] That is, the fuzzy rules R ₁₁ of the 11, the absolute value by the vehicle load index alpha _VL> 0 is large, and the accelerator opening VA is large, and there is no shift instruction by the target shift speed setting means 3 (Fig. When the gear set based on the shift map shown in FIG. 7 matches the current gear, the optimum gear determining means 1 determines whether the vehicle is traveling on a steep uphill road or is loaded. It is estimated that the vehicle is traveling in the state. In this case, even if the gear change command is not set by the target gear setting means 3, the optimum gear determination means 1 estimates that the driver intends to downshift and sets the gear shift. The shift command signal is corrected so that is shifted by one stage to the lower speed side from the present. As a result, the shift speed is shifted down to the optimal shift speed, so that a larger driving torque can be obtained, and therefore, the acceleration performance in traveling on a steep uphill road or traveling in a loaded state is improved. .

[0095] In addition, in the 12 fuzzy rules R ₁₂ of,
If the vehicle load degree α _VL <0, the absolute value is large, the auxiliary brake is ON, and there is no gear shift instruction by the target gear position setting means 3, the optimum gear position determining means 1 drives the vehicle on a steep downhill road. Presumed to be in. Also in this case, even if the target gear position setting means 3 does not issue a command to change the gear position, the optimum gear position determining means 1 estimates that the driver has a will to shift down, and
The shift command signal is corrected so that the gear shift stage is shifted one stage lower from the current stage.

[0096] Then, in the fuzzy rules R ₁₃ of the first 13,
If the vehicle load degree α _VL <0, the absolute value is large, the auxiliary brake is ON, the foot brake is ON, and there is no gear shift instruction by the target gear position setting means 3, the optimal gear position determining means 1 It is estimated that the vehicle is traveling on a steep downhill road. In other words, in this case, the driver operates the foot brake in addition to the _twelfth fuzzy rule R12 described above, and it is estimated that the vehicle is traveling on a steep downhill road. Therefore, the optimal gear position determining means 1 again estimates that the driver has the intention of downshifting, and corrects the gear shift command signal so as to shift the gear speed position by one stage to the lower speed side from the present.

In the twelfth and thirteenth fuzzy rules R ₁₂ and R ₁₃ described above, a large engine brake can be obtained by shifting down the shift speed to the optimal shift speed, and the load of the foot brake can be reduced. It is possible to reduce the driving state to a safer driving state. In a 14 fuzzy rules R _14, its absolute value is small in the vehicle load index alpha _VL> 0, and in the accelerator opening VA is and its absolute value in the accelerator opening change .DELTA.VA> 0 is large, and the vehicle speed V is If the gear shift is not moderate by the target gear position setting means 3 and there is no gear change instruction, the optimum gear position determination means 1 estimates that the vehicle is about to perform overtaking acceleration and shifts the gear speed by one step from the current speed. The shift command signal is corrected so as to shift to the side. As a result, the shift to the lower gear is performed, and smooth acceleration can be performed.

[0098] Finally, to explain the fuzzy rules R ₁₅ of the 15, in the fuzzy rule R _15, the absolute value by the vehicle load index alpha _VL> 0 is large, and based on the shift map of the target shift speed setting means 3 When the upshift is instructed, the optimum gear position determining means 1 determines whether the vehicle is traveling on a steep uphill road or traveling in a loaded state, similarly to the _eleventh fuzzy rule R11. It is estimated that there is.

In this case, it is presumed that the driver does not intend to shift up, and correction is made so as to maintain the current gear position. Therefore, upshifting of the shift speed is prohibited, and the shift speed is maintained at the current shift speed. Since the shift position control device of the automatic transmission for a vehicle as one embodiment of the present invention is configured as described above,
For example, according to a flowchart as shown in FIG. 22, the target shift speed is corrected and the optimal shift speed is determined.

First, in step S1, the engine torque T is set from a map provided in the engine torque setting means 4A of the engine torque calculation means 4. Here, the engine torque T is set based on the position information SRC of the control rack 23 in the governor 25 and the engine speed information NE. Then, the process proceeds to step S1A,
The engine torque that is actually output is calculated by performing first-order lag processing by the engine torque correction unit 4B.
The first-order lag process in step S1A is performed, for example, by a subroutine shown in FIG. 23, which will be described later.

Next, at step S2, the driving force F of the vehicle is calculated. The driving force F of the vehicle is calculated based on the engine torque T determined by the engine torque calculating means 4, the gear ratio it of the shift speed,
Driving force calculating means 5 based on final reduction gear ratio (differential gear ratio) if, power transmission efficiency η, and tire radius R
Is calculated. Then, in step S3, the air resistance Rl of the vehicle is calculated by the air resistance calculation means 6 based on the air resistance coefficient λ, the front projected area A of the vehicle, and the vehicle speed V.

In step S4, the acceleration α ₀ corresponding to a straight flat road vehicle is obtained from the driving force information F calculated in step S2 and the air resistance information Rl calculated in step S3.
Is calculated. This calculation is performed by the acceleration calculating means 7 in the control unit 71 corresponding to a straight flat road vehicle.
Then, in step S5, the vehicle load degree information α _VL is calculated based on the acceleration information α ₀ corresponding to the straight flat road and empty vehicle calculated in step S4 and the actual acceleration information α from the vehicle speed sensor 79.
Is calculated.

Next, in step S6, steps S1 to S
5 in other vehicle load level determined based on the information from the sensors, and estimates the driver's driving intention with estimates the running state of the vehicle by the fuzzy rule R ₁ to R ₁₅ described above. On the other hand, in step S7, as in the case of a normal shift,
Based on the vehicle speed V and the accelerator opening VA, a target shift speed suitable for the traveling state is set. This is calculated by the target gear position setting means 3.

In step S8, the target shift speed obtained in step S7 is compared with the driver's intention estimated in step S6, and a correction signal for correcting a shift command to the target shift speed is set. Then return. As a result, the optimal gear position that reflects the driver's intention is set for the target gear position. Therefore,
Even if a target gear position different from the current traveling gear position is set by the target gear position setting means 3 and a downshift or upshift command signal is input to the optimum gear position determination means 1, the driver's intention If it is estimated that the optimum gear position reflecting the above corresponds to the current traveling gear position, the optimum gear position determining means 1 sets a correction signal for prohibiting the shift operation to the target gear position. As a result, the vehicle travels while maintaining the current gear position, and travels at the most appropriate gear position according to the load state of the vehicle and road conditions (uphill, downhill, presence of curves, congested roads, etc.). You can do it.

Even if the target gear set by the target gear setting means 3 matches the current traveling gear and the gearshift command signal is not input to the optimum gear deciding means 1, the driver's If the optimum gear position reflecting the intention is different from the current traveling gear position (here, the target gear position), the optimum gear position determining means 1 sets a correction signal for executing a gear shift operation. As a result, the speed change mechanism 17 performs the speed change operation, and the vehicle can run at the most appropriate speed according to the load state of the vehicle and the road conditions.

If the target shift speed and the optimum shift speed match, the target shift speed naturally becomes the optimum shift speed, and a shift operation to this target shift speed is performed. By the way, the subroutine shown in FIG. 23 will be briefly described. First, in step SA1, buffer1, buffer
Set er2 to 0 as the initial value. Next, step SA2
Then, the values of the constants a and b are calculated according to the operation mode.

Then, in step SA3, the value of buffer1 is set based on the value of buffer2.
In A4, an output value is calculated based on buffer1 and buffer2. Then, thereafter, the process returns to step SA3,
Steps SA3 to SA5 are repeated. In speed change control system for an automatic transmission for a vehicle of the present invention, as described above, in the mechanical automatic transmission for a vehicle having a friction clutch 15 of the mechanical, vehicle load information (vehicle load index) alpha _VL
By correcting the target shift speed with a desired fuzzy rule using the parameter as a parameter and determining the optimum shift speed that reflects the driver's intention, drivability can be greatly improved. In addition, the engine brake can be positively used on a downhill road or the like, and the load on the foot brake can be reduced, so that a safe driving state can be achieved.

Further, the present device has a shift map similar to that of the conventional automatic transmission, and the driver's intention is determined by a simple rule of whether or not to shift to the target shift speed set in the shift map. Therefore, there is an advantage that complicated fuzzy rules are not required. Also, since the driver's intention is estimated based on information from the sensor system conventionally provided in the vehicle, there is no need to provide a new sensor or the like, and it is only necessary to set a relatively simple fuzzy rule. The shifting software can be simple. This has the advantage that cost and weight do not increase.

Further, by providing a shift map similar to that of the conventional automatic transmission, a shift operation similar to that of the conventional automatic transmission is performed even when the fuzzy calculation does not function properly. This has the advantage that normal traveling is possible. Although the target gear position setting means 3 incorporates the accelerator opening information VA as engine load information, the engine load information is not limited to the accelerator opening information VA, but may be any other value. It may be information.

In the present embodiment, the optimum gear is determined by a fuzzy inference method using the min-max composite center of gravity method.
A fuzzy inference method such as an algebraic product-addition centroid method other than the centroid method may be used. Furthermore, in the present embodiment, the vehicle load degree calculating means 2 is provided with the air resistance calculating means 6 for calculating the air resistance as the running resistance of the vehicle. Ri, rolling resistance Rr during free rolling, cornering resistance Rc, etc.
The vehicle running resistance may be calculated as the sum of the air resistance R1, the gradient resistance Ri, the rolling resistance Rr during free rolling, and the cornering resistance Rc.

[0111]

As described above in detail, according to the shift control device for an automatic transmission for a vehicle according to the first aspect of the present invention, the vehicle
Control of automatic transmission based on driving information
Control of an automatic transmission for a vehicle provided with shifting control means
In the control device, the shift control means controls the vehicle speed and the engine load.
Target gear ratio setting to set target gear ratio based on load information
Means and engine torque information required from the engine information.
First order lag processing to calculate engine torque
Means for calculating engine torque, and calculating the engine torque
The engine torque subjected to first-order lag processing by the means
Vehicle load degree calculating means for calculating vehicle load information by using
And the target gear ratio set by the target gear ratio setting means.
A desired file using at least the vehicle load information as a parameter
Results of fuzzy inference performed based on fuzzy rules and
Means for determining an optimum gear ratio in accordance with
The driver's will was reflected by the configuration
There is an advantage that an automatic shift can be realized. Ma
Optimal gear shifting according to vehicle load conditions and road surface conditions
Ratio, so drivability is great.
It also has the advantage of improving the width. In addition,
By calculating the engine torque
Calculate the actual output engine torque accurately
can do.

[0112] Further, according to the speed change control apparatus for a vehicular automatic transmission of the present invention described in claim 2, said vehicle load calculating means
Is the engine torque determined by the engine torque calculating means.
Driving force calculation that calculates driving force information based on torque information
Means for calculating vehicle air resistance information from actual vehicle speed information
Air resistance calculation means, and the driving force calculation means
Driving force information and the air resistance calculated by the air resistance calculating means.
Calculate the acceleration information corresponding to the straight flat road empty vehicle from the resistance information.
And a straight flat road empty vehicle equivalent acceleration calculating means.
The straight line road calculated by the road flat road equivalent acceleration calculating means.
From the difference between the acceleration information corresponding to the vacant road and the actual acceleration information,
According to the above-mentioned configuration, both pieces of load information are obtained.
In addition to the benefits, calculate vehicle load information reliably and easily
There is an advantage that can be.

[0113]

[0114] Further, according to the speed change control apparatus for a vehicular automatic transmission of the present invention described in claim 3, driving information relating to the vehicle
Transmission control means for controlling the transmission ratio of the automatic transmission based on the
A shift control device for an automatic transmission for a vehicle, comprising:
The shift control means is configured to determine a speed based on the vehicle speed and the engine load information.
Target gear ratio setting means for setting the target gear ratio by
Together with vehicle load information, accelerator information, vehicle speed information and brake
At least one of the key information is a parameter
Perform fuzzy inference based on desired fuzzy rules.
Depending on the target gear ratio and the result of the fuzzy inference.
An optimum speed ratio determining means for determining an optimum speed ratio;
The optimum gear ratio determining means is provided for setting the current gear ratio and the target gear ratio.
Is different from the target gear ratio set by the setting means, and
Running on uphill roads, loading vehicles, downhill roads by fuzzy inference
When traveling, when driving on a congested road, when decelerating before getting on a curved road,
During acceleration operation after exiting a curved road, during re-acceleration operation after deceleration operation
Or during deceleration using the brakes.
The current gear ratio as the optimal gear ratio.
Configuration that has been conventionally provided on vehicles.
Driver's intention based on information from sensor system
There is an advantage that can be. Therefore, new
It is not necessary to provide a simple sensor, etc.
It has the advantage of not inviting. Also, relatively
You only need to set a simple fuzzy rule,
There is also an advantage that the software can be simple
are doing. Also, a shift map similar to that of a conventional automatic transmission
The target shift set in this shift map
A relatively simple rule to determine whether or not to shift gears
Rules to reflect the driver's intentions,
There is also an advantage that an ilrule becomes unnecessary. In addition, uphill road
At an appropriate gear ratio when running
Can run and is unnecessary when traveling downhill
Downshifts are suppressed, which helps
Braking can be obtained,
Has the advantage that the load on the
You. In addition, unnecessary shifts are suppressed on congested roads,
In addition to the advantage that the ability is improved,
No longer shift up when decelerating with
And effective engine braking can be obtained.
There is an effect that deceleration can be performed. In addition,
Frequent shift changes when exiting a curved road are suppressed,
There is an advantage that drivability is improved. Also,
When accelerating after deceleration in traffic jams, unnecessary
Down can be suppressed, and
Tee is improved. Also, by suppressing downshifting
It also has the advantage of improving fuel economy.
You. Driving during deceleration by using brakes
Large decelerations that are contrary to the will of the
There is an advantage that can be. Also accompanying downshifting
Shift shock can be prevented, and the driver
The advantage is that the security is improved.

[0115]

[0116]

[0117] Further, according to the speed change control apparatus for a vehicular automatic transmission of the present invention according to claim 4, driving information relating to the vehicle
Transmission control means for controlling the transmission ratio of the automatic transmission based on the
A shift control device for an automatic transmission for a vehicle, comprising:
The shift control means is configured to determine a speed based on
Target gear ratio setting means for setting the target gear ratio by
Together with vehicle load information, accelerator information, vehicle speed information and brake
At least one of the key information is a parameter
Perform fuzzy inference based on desired fuzzy rules.
Depending on the target gear ratio and the result of the fuzzy inference.
An optimum speed ratio determining means for determining an optimum speed ratio;
The optimum gear ratio determining means is provided for setting the current gear ratio and the target gear ratio.
The target gear ratio set by the setting means matches and
When running on a steep uphill road, loading,
Estimated to be either downhill or overtaking
If this is the case, the optimal gear ratio should be higher than the current gear ratio.
With the configuration that determines the gear ratio on the low speed side,
From the sensor system provided in the vehicle
The driver's intention can be estimated
is there. Therefore, it is not necessary to provide a new sensor, etc.
And no cost or weight increase
Have. Also set relatively simple fuzzy rules
The speed change software should be simple.
It also has the advantage that it can be done. In addition, conventional automatic
If a shift map similar to that of the transmission is provided, this shift map
Whether to shift gears to the target gear ratio set in
Reflect driver's intention with relatively simple rule of no
So that complicated fuzzy rules are not required
There are advantages too. Also, when driving on steep uphill roads or when loading vehicles
When it is estimated that there is, the gear ratio shifts to the optimal gear ratio
Down to get more driving torque
Become so. Therefore, traveling on steep uphill roads or loading
The advantage is that the acceleration in running
You. Also, when it is estimated that the vehicle is traveling on a steep downhill road,
Can get a big engine brake,
The advantage is that the load on the foot brake is reduced.
You. Also, when passing, smooth acceleration is performed.
There is an advantage that can be.

[0118]

[0119]

[0120]

[0121]

[0122]

[0123]

[0124]

[0125]

[0126]

[0127]

[0128]

[Brief description of the drawings]

FIG. 1 is a schematic block diagram showing a configuration of a main part of a gear position control device of an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 2 is a schematic configuration diagram illustrating an overall configuration of a shift speed control device of the automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 3 is a control block diagram showing a first-order lag filter (low-pass filter) for calculating an engine output torque in a shift position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 4 is a diagram showing characteristics of a vehicle load degree as a shift control parameter in a shift position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 5 is a diagram showing a characteristic of a vehicle load degree as a shift control parameter in a shift position control device of an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 6 is a diagram showing a characteristic of a vehicle load degree as a shift control parameter in a shift position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 7 is a diagram showing a shift map in a shift position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 8 is a diagram for describing fuzzy inference in a shift position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 9 is a diagram showing a membership function in the shift speed control device of the automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 10 is a diagram showing a membership function in a gear position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 11 is a diagram showing a membership function in a shift speed control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 12 is a diagram showing a membership function in a shift speed control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 13 is a diagram showing a membership function in a shift speed control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 14 is a diagram showing a membership function in the shift speed control device of the automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 15 is a diagram showing a membership function in a shift speed control device of an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 16 is a diagram showing a membership function in a shift speed control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 17 is a diagram showing a membership function in the shift speed control device of the vehicle automatic transmission as one embodiment of the present invention.

FIG. 18 is a diagram illustrating a membership function in a shift speed control device of the vehicular automatic transmission according to one embodiment of the present invention.

FIG. 19 is a diagram showing a membership function in a gear position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 20 is a diagram showing a membership function in a shift speed control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 21 is a diagram showing a fuzzy rule in a shift position control device for an automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 22 is a flowchart illustrating an operation of the shift speed control device of the automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 23 is a subroutine for calculating an engine output torque in a shift position control device for a vehicle automatic transmission as one embodiment of the present invention.

FIG. 24 is a schematic diagram showing a shift pattern of a shift lever in the shift position control device for the vehicular automatic transmission as one embodiment of the present invention.

FIG. 25 is a diagram for explaining the operation characteristics of the gear position control device of the automatic transmission for a vehicle as one embodiment of the present invention.

FIG. 26 is a diagram for explaining a control mode of a clutch in a shift speed control device of the vehicular automatic transmission as one embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Optimal gear position determining means (optimal gear ratio determining means) 2 Vehicle load degree calculating means 3 Target gear position setting means (target gear ratio setting means) 4 Engine torque calculating means 4A Engine torque setting means 4B Engine torque correcting means 5 Driving force Calculation means 6 Air resistance calculation means 7 Linear flat road empty vehicle equivalent acceleration calculation means 8 Subtraction means 11 Engine (diesel engine) 13 Output shaft 15 Clutch 17 Gear transmission (Transmission mechanism) 19 Fuel injection pump input shaft 21 Fuel injection pump (Injection) Pump) 23 control rack 25 electromagnetic actuator 27 engine speed sensor 29 flywheel 31 clutch plate 33 clutch actuator (air cylinder) 35 clutch stroke sensor 37 clutch touch sensor 39 transmission mechanism input shaft 41 clutch speed sensor 43 Air passage 45 Check valve 47,49 Air tank 57,59 Air sensor 55,73,111, X1, X2, Y1, Y2 Solenoid valve 61 Change lever 63 Shift stage selection switch 65 Gear shift unit (shift stage switching means) 67 Indicator 69 Brake pedal 71 Control unit ( gear ratio control means , gear ratio
Control means or shift control means ) 75 gear position switch (gear position detection sensor) 77 transmission mechanism output shaft 79 vehicle speed sensor 81 accelerator pedal 83 A / D converter 85 accelerator sensor (accelerator opening sensor) 87 brake sensor 89 starter 91 starter Relay 93 Engine control unit 95 Microprocessor (CPU) 97 Memory 99 Interface 99 (input / output signal processing circuit) 101 Input port (input interface) 103 Slope start switch 105 First speed start switch (FSS switch) 106 Strong brake pedal force sensor (BPS) Sensor) 107 Wheel brake 109 Air master 113 Output port (output interface) 115 Air warning lamp 117 Clutch warning lamp 1 6 the stop lamp switch 120 exhaust brake on-off switch 121 engine braking assist system on-off switch 123 position detecting sensor W 3 way solenoid valve

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI F16H 59:48 F16H 59:48 59:54 59:54 59:66 59:66

Claims (4)

(57) [Claims] An automatic change based on driving information about a vehicle.
For vehicles equipped with speed change control means for controlling the speed ratio of high speed gear
In a shift control device for an automatic transmission, the shift control means sets a target gear ratio based on vehicle speed and engine load information.
Target gear ratio setting means and engine torque information obtained from the engine information.
To calculate the engine torque by performing the first-order lag processing
Gin torque calculating means and a first-order lag processing performed by the engine torque calculating means.
Vehicle load information is calculated using the obtained engine torque.
Vehicle load degree calculating means; and a target speed ratio set by the target speed ratio setting means.
At least a desired fuzzy using the vehicle load information as a parameter
Fuzzy inference based on
Means for determining the optimum gear ratio
Transmission control device for an automatic transmission for a vehicle, characterized in that
Place. 2. The engine torque calculated by the engine torque calculating means , wherein the vehicle load degree calculating means calculates the engine torque.
Driving force calculating means for calculating driving force information based on torque information
And air resistance to calculate vehicle air resistance information from actual vehicle speed information
Calculating means, the driving force information calculated by the driving force calculating means, and the air resistance.
From the air resistance information calculated by the resistance calculating means,
Calculate acceleration information equivalent to an empty road road
Acceleration calculating means, and calculating the straight line calculated by the straight flat road empty vehicle equivalent acceleration calculating means.
From the difference between the acceleration information corresponding to the empty vehicle on a flat road and the actual acceleration information
It is configured to obtain the vehicle load information.
The shift control of an automatic transmission for a vehicle according to claim 1, wherein the shift is controlled.
apparatus. 3. An automatic change based on driving information on a vehicle.
For vehicles equipped with speed change control means for controlling the speed ratio of high speed gear
In a shift control device for an automatic transmission, the shift control means sets a target gear ratio based on vehicle speed and engine load information.
Target speed ratio setting means for performing at least vehicle load information, accelerator information, vehicle speed information,
At least one of the brake information is a parameter
Fuzzy inference based on the desired fuzzy rules
And performs the calculation based on the target gear ratio and the result of the fuzzy inference.
Means for determining the optimum gear ratio
The optimum gear ratio determining means is configured to set the current gear ratio and the target gear ratio set by the target gear ratio setting means.
The speed ratio is different, and the vehicle runs uphill on the fuzzy inference.
Running, loading, traveling downhill, congested road, curve
Accelerated driving after exiting a curved road during decelerating driving before getting on the road
At the time of re-acceleration running after deceleration running and use of brake
If it is estimated that it is during deceleration driving,
Is determined as an optimal gear ratio.
Transmission control device for an automatic transmission for a vehicle. 4. An automatic change based on driving information on a vehicle.
For vehicles equipped with speed change control means for controlling the speed ratio of high speed gear
In a shift control device for an automatic transmission, the shift control means sets a target gear ratio based on vehicle speed and engine load information.
Target speed ratio setting means for performing at least vehicle load information, accelerator information, vehicle speed information,
At least one of the brake information is a parameter
Fuzzy inference based on the desired fuzzy rules
And performs the calculation based on the target gear ratio and the result of the fuzzy inference.
Means for determining the optimum gear ratio
The optimum gear ratio determining means is configured to set the current gear ratio and the target gear ratio set by the target gear ratio setting means.
The gear ratio matches and the fuzzy inference causes a steep ascent
When traveling on roads, when loading, traveling on steep downhill roads, and overtaking
If it is estimated that the vehicle is traveling, the optimal change
Determine the speed ratio as a speed ratio lower than the current speed ratio
Shift control device for an automatic transmission for a vehicle, characterized in that
Place.