JPH02212655A - Automatic speed change control device - Google Patents

Abstract

PURPOSE:To improve an operation feeling by providing a fuzzy computing means which performs fuzzy inference based on an output signal from a detecting means and a preset membership function and computes an evaluation value equivalent to the degree of the magnitude of running resistance under a present running state. CONSTITUTION:Fuzzy inference is effected based on an output signal from a detecting means (a) for detecting various parameters by means of the running state of a vehicle is represented and a preset membership function and an evaluation value equivalent to the degree of magnitude of running resistance under a present running state is computed by means of a fuzzy means (b). When the evaluation value exceeds a given value, by means of a command from a command means (c), instead of a speed change map for normal running, a speed change map for high load running is selected by a selecting means (d), based on the selected map and the various parameters, a gear shifting step under a present running state is decided, and an automatic speed change gear is controlled by a control means (f) so that it is shifted to the gear shifting step.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an automatic transmission control device used in a vehicle, etc., and in particular, the present invention relates to an automatic transmission control device used in a vehicle, etc. The present invention relates to an automatic transmission control device intended to improve driving feeling by avoiding unintentional transmission switching operations, so-called busy shifts.

(Prior art) The shift operation of an automatic shift control device used in a vehicle, etc. refers to a preset table-shaped shift map (so-called shift diagram) according to the vehicle speed and throttle opening while the vehicle is running. The gear ratio of the automatic transmission is changed by determining the gear position according to If so, it is possible to obtain very satisfactory shifting characteristics, but on the other hand, when driving at a relatively high speed on a hill, for example, undesirable shifting operations (busy shifting) as described below often occur. Sometimes it happened.

In other words, the gear selected during high-speed driving is normally a higher gear (for example, 4th gear Niohatoribu gear), but
If you start driving uphill in this upper gear, you will feel a lack of torque and press the throttle pedal more, resulting in the selection of the gear one level below the upper gear (e.g. 3rd gear, below, lower gear). . Since the torque of the lower gear is relatively large, the higher gear is selected again as the vehicle speed increases, resulting in a complicated switching between the upper gear and the lower gear, resulting in a so-called busy shift. This may lead to a worsening of the driving feeling.

As a conventional automatic shift control device for avoiding busy shifts, there is one described, for example, in Japanese Patent Application Laid-Open No. 165052/1982. The boarding vehicle speed detection means 1 detects that the vehicle is running on the boarding road at a constant vehicle speed, a predetermined gear (e.g., 4th gear) and a next gear after the predetermined gear (e.g., 3rd gear) with a smaller gear ratio. ), the number of times the gear ratio is changed exceeds a preset number within a predetermined time while the vehicle is running at a constant speed. The device is equipped with a prohibition means 3 that prohibits the amplifier shift to a predetermined gear when the gear ratio is changed, and detects that a busy shift has occurred from the number of times the gear ratio is changed, and fixes the gear to the next gear (for example, 3rd gear). This is what I did.

(Problem to be Solved by the Invention) However, in such conventional automatic transmission control devices, when the number of actual gear ratio changes exceeds a predetermined number, a busy shift is determined and switching is prohibited. Because it was configured to do so, the gear ratio could only be fixed after a certain amount of busy shifting had occurred.
Strictly speaking, it cannot be said that busy shifts are avoided. That is, there is a problem in that a certain degree of busy shifting is unavoidable until the gear ratio is fixed, and no improvement in driving feeling can be expected during this period.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to avoid even the slightest occurrence of busy shifts and to further improve the driving feeling during high-speed travel on uphill roads.

(Means for solving the problem) In order to achieve the above object, the automatic transmission control device according to the present invention has the following features:
As the basic conceptual diagram is shown in FIG. A fuzzy calculation means performs inference and calculates an evaluation value corresponding to the degree of running resistance under the current driving condition.If the calculated evaluation value is larger than a predetermined value, the shift map for high-load driving is a command means C for outputting a command signal instructing the selection of a map; a map selection means d for selecting a shift map for high-load running instead of a shift map for normal running when the command signal is output; The vehicle is equipped with a determining means e that determines the gear position under the current driving condition based on the various parameters mentioned above, and an operating means f that operates the automatic transmission so that the determined gear position is achieved.

(Operation) In the present invention, when an evaluation value corresponding to the degree of running resistance that is fuzzy inferred based on a preset membership function and various parameters representing running conditions is larger than a predetermined value, A shift map for high load running is selected instead of a shift map for normal running.

(Example) Hereinafter, the present invention will be explained based on the drawings.

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

First, the configuration will be explained. In FIG. 2, reference numeral 10 denotes a detection means, and the detection means 10 includes a vehicle speed sensor 11 that detects the vehicle speed V and a throttle sensor 12 that detects the throttle opening (or the amount of throttle pedal depression) θ. Reference numeral 13 denotes an A/T controller I/roller, and the A/T controller 13 is configured to control the speed change map for normal driving (hereinafter referred to as map M) shown in FIG. 3(a) and the 3rd speed range as shown in FIG. 3(b). It has a built-in shift map for high-load driving (hereinafter referred to as map K) that expands the map, and when a command signal CMD is input, map K is selected instead of map M, and the selected map and detection means 1 are
The A/T controller 13 determines the gear ratio based on the signals ■ and θ from 0 and outputs the gear change determination signal SEL to the valve mechanism 15 of the automatic transmission (A, /T). and functions as a means of selection,
The valve mechanism 15 has a function as an operating means.

On the other hand, 14 is a detector, and based on the signals ■ and θ from the detection means 10, the detector 14 uses the following equations ■ and ■.
Accordingly, the moving average value Vt of the vehicle speed V and the moving average value θ of the throttle opening θ at time t are determined, and the moving variance value W[ of the throttle opening θ is determined according to the following equation (2).

・・・・・・■ Then, based on these v4, θ7, ■θ, we refer to multiple membership function tables and calculate the degree to which vague rules expressed in words (so-called language control rules) hold true. The language control law is described below (1)
~(Iff) is set.

■) First control law (hereinafter referred to as LRR1) Antecedent Proposition - ``If the moving average value of vehicle speed is large'', Consequent Proposition = 1 Increase the degree to which the high speed and high load coefficient is increased''.

■) Second control law (hereinafter referred to as LRR2) Antecedent proposition → "If the moving average value of throttle opening is large," consequent proposition → "Increase the degree to which the high-speed high-load coefficient is increased."

■) Third control law (hereinafter L R, R3) antecedent proposition → “
If the moving variance of the throttle opening is small, then the consequent proposition →
"Increase the degree to which the high-speed, high-load coefficient is increased."

Here, the above LRR1 to LRR3 will be explained.

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

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

In LRR3, the dispersion of throttle opening is used as an index indicating high speed and high load of the vehicle. Incidentally, the applicant has confirmed that when driving on an expressway with a small slope and when driving on an expressway in a mountainous area with a large slope, there is a large difference in the movement variance value of the throttle opening. In other words, the moving variance value of the throttle opening when driving on an expressway in a mountainous area (specifically, for example, a box-turn bike) is the same as the moving variance value when driving on a flat expressway (e.g., the Seisho Bypass). It was confirmed that it is approximately three times as large as the previous year. Note that the above LRR1 and LRR2 are
It is necessary to change the settings depending on the vehicle specifications of each vehicle (e.g. vehicle weight, power performance), but LRR3 does not depend greatly on vehicle specifications, and no matter what kind of vehicle it is, it will
It has been confirmed by the applicant that this setting is sufficient and does not require adjustment for each vehicle.

4 to 6 are membership function tables corresponding to the above L R, R1 to LRR3, respectively, with each figure (a) corresponding to an antecedent proposition and each figure (b) corresponding to a consequent proposition. For example, in Fig. 4(a), as ■ becomes large, the membership value approaches "1'', and therefore the value in Fig. 4(b) referred to by this membership value (described later) The load coefficient HP (a value indicating the degree to which F is increased) will change to the increasing side. Here, FIG. 7 shows the evaluation value corresponding to the degree of running resistance to be determined by fuzzy reasoning High speed high load factor (hereinafter referred to as If i
-gh Performance Factor:HP
This is a graph showing the relationship between F) and actual running resistance.
) and the membership function table for each consequent proposition in FIG. 6(b) are set.

Next, the effect will be explained.

V, , /7. calculated from ■ and θ input to the detector 14, respectively. , VO, is LR as shown in FIG.
It is used as a reference signal for each antecedent side of R1 to LRR3,
As a result, the membership value is extracted from each antecedent side, and the function on each consequent side is limited by this membership value. Then, the sum of the respective resomid values is taken, and the area center of gravity position on the X axis for the set figure is determined, and this center of gravity position becomes the value of the high speed high load factor (HPF).

That is, the value of HPF is an evaluation value representing the degree of running resistance at that time, and the larger this value is, the greater the possibility that busy shift will occur. Therefore, for example, when the obtained value of H P F exceeds a predetermined threshold value, the command signal CMD is output from the detector 14, and the command signal CMD is output in place of the map M in the A/T controller 13. If map K is selected, it is possible to shift to third gear in advance, thereby preventing the occurrence of a busy shift. In addition, if the above threshold value is set in two stages to have a so-called hysteresis characteristic and the HPF returns to map M when it falls below the smaller threshold, the possibility of busy shift will be reduced. At the same time, it is possible to smoothly return to normal shifting characteristics.

In this way, in this embodiment, fuzzy inference is performed based on the vehicle speed, throttle opening, and the variance value of the throttle opening to determine the high-speed high-load factor (HPF) that correlates with running resistance. When the value is exceeded, MAP K is selected instead of MAP M, so when the running resistance increases and changes while pitching at high speed, MAP K can be selected immediately, and the occurrence of a busy shift can be prevented. can be avoided. In other words, it is possible to improve the driving feeling when going uphill, without causing even the slightest busy shift.

In this example, fuzzy inference was performed using the variance values of vehicle speed, throttle opening, and throttle opening to determine the high-speed, high-load coefficient.
In addition to the variance value of the throttle opening degree, the amount of change in the throttle opening degree or the variance value of the amount of change in the throttle opening degree may be added to perform fuzzy inference. Furthermore, even if fuzzy inference is performed using the two values of the vehicle speed and the variance value of the throttle opening, the two values of the throttle opening and the variance of the throttle opening
Even if fuzzy inference is performed using two values, the effects of the present invention can be obtained.

(Effects) According to the present invention, it is possible to avoid even the slightest occurrence of a busy shift, and it is possible to further improve the driving feeling when traveling uphill at high speed.

[Brief explanation of the drawing]

Fig. 1 is a conceptual block diagram of the present invention, Figs. 2 to 8 are diagrams showing an embodiment of an automatic transmission control device according to the present invention, Fig. 2 is a block diagram thereof, and Fig. 3 (a) ( b) shows the normal driving speed change map (map M) and the high load driving speed change map (map M).
Figures 4(a) and 4(b) are diagrams showing the respective membership functions of the antecedent and consequent propositions corresponding to the first control law (LR1?1). , FIGS. 5(a) and 5(b) show the second control law (LR) 12
Figures 6(a) and 6(b) show the membership functions of the antecedent and consequent propositions corresponding to A diagram showing the membership functions of each proposition and consequent proposition,
Figure 7 is a diagram showing the relationship between running resistance and high-speed high load coefficient, Figure 8 is a diagram showing how to proceed with fuzzy reasoning, and Figure 9 is a diagram showing the relationship between running resistance and high-speed high load coefficient.
The figure is a conceptual configuration diagram showing a conventional automatic transmission control device. 10...detection means, 13...A/T controller (map selection means, decision means), 14...detector (fuzzy calculation means, command means), 15... ...Valve mechanism (operating means).

Claims (2)

[Claims] (1) a) A detection means for detecting various parameters representing the running state of the vehicle, and b) Fuzzy inference is performed based on the output signal from the detection means and a preset membership function to determine the current running state. c) a command signal for instructing selection of a shift map for high-load running when the calculated evaluation value is larger than a predetermined value; d) map selection means for selecting a shift map for high-load running instead of a shift map for normal running when the command signal is output; f) determining means for determining the gear position under the current driving condition based on the determined gear position; and f) operating means for operating the automatic transmission so as to set the determined gear position. . (2) a) a detection means that detects various parameters representing the running state of the vehicle, including a throttle opening detection means that detects at least a throttle opening; and b) an output from the detection means that includes at least a throttle opening detection means. Fuzzy inference is performed based on the signal and a plurality of membership functions including at least one preset membership function related to the variance of throttle opening, which corresponds to the degree of running resistance under the current running condition. c) a command means for outputting a command signal to command selection of a shift map for high-load driving when the calculated evaluation value is larger than a predetermined value; d) command map selection means for selecting a shift map for high-load running in place of the shift map for normal running when the signal is output; 2. The automatic transmission control device according to claim 1, further comprising: determining means for determining the gear position; and f) operating means for operating the automatic transmission so as to set the determined gear position.