JPH0396752A - Control device for automobile - Google Patents

Abstract

PURPOSE:To realize the running according to the acceleration and deceleration requirement of a driver by judging the requirement to acceleration of the driver on the basis of change speed of accelerator operating quantity held until signs of its positive and negative maximum values are reversed. CONSTITUTION:The microcomputer 32 of a speed change control device 14 calculates change speed of accelerator operating quantity from the signal of an accelerator opening sensor 36, holds the change speed until signs of its positive and negative maximum values are reversed, and judges the requirement to acceleration and deceleration of a driver on the basis of this change speed. For example, even in the state where the change speed becomes zero after accelerator operation, it is judged that the acceleration requirement is continued. According to this judgment result, gear change of an automatic transmission 12, switching of a direct-coupled clutch CL, or controls of ignition period of engine, fuel injection quantity, and throttle valve opening are conducted. Hence, the running according to the acceleration and deceleration requirement of a driver can be realized.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a control device for an automobile, and more particularly to an improvement in a control device that determines acceleration/deceleration by determining the rate of change in the amount of accelerator operation.

BACKGROUND ART Automobile automatic transmissions generally include a fluid transmission device such as a torque converter, and a speed change mechanism such as a planetary gear device or variable booster, and the engine output is controlled through the fluid transmission device. is transmitted to the transmission mechanism, and the rotational speed of the engine is changed stepwise or steplessly by the transmission mechanism. Further, for the purpose of improving fuel efficiency, etc., it is widely known that a vehicle has a direct coupling clutch that directly couples the transmission mechanism to the engine depending on the driving condition of the vehicle.

In such automatic transmissions, the transmission mechanism and direct clutch are normally automatically controlled based on the amount of accelerator operation and vehicle speed; There is a method that calculates the rate of change, that is, the differential value, and takes that rate of change into account. For example, Japanese Unexamined Patent Publication No. 58-81256 describes a control device that determines the rate of change in the reduction side of the accelerator operation amount and regulates gear change of a stepped transmission mechanism. In addition, the applicant of this application previously filed the patent application No. 63-121.
No. 230 states that the rate of change in the amount of accelerator operation represents the driver's request for acceleration and deceleration, and it is incorporated into the control rules for controlling the switching of gears and direct-coupled clutches based on fuzzy reasoning. .

Problems to be Solved by the Invention However, it cannot be said that the rate of change in the amount of accelerator operation necessarily accurately reflects the driver's demands for acceleration and deceleration, and it is difficult to say that the control is sufficiently satisfactory. It was hard to say. For example, when the accelerator is depressed, the rate of change in the amount of accelerator operation is large during the depression process, and it can be said that the driver's acceleration request is reflected in the rate of change. However, after the accelerator pedal is depressed, the rate of change in the amount of accelerator operation is approximately zero, and it is assumed that there is no acceleration request, but in reality, as long as the accelerator pedal is depressed, the driver's acceleration is Demands are often persistent.

Note that the control device described in Japanese Patent Application Laid-open No. 58-81256 restricts the gear shift when the speed of change when the accelerator is released is below a certain value, and does not necessarily require the driver's input. It does not mean that we are determining the request for deceleration.
This cannot be used as is for controlling switching to other gears, etc.

The present invention has been made against the background of the above circumstances, and its purpose is to enable more accurate determination of the driver's requests for acceleration and deceleration.

Means for Solving the Problems In order to achieve this objective, it is sufficient to maintain the maximum positive and negative values of the change speed of the accelerator operation amount until their signs are reversed. A control device that determines the rate of change of the amount, determines the driver's request for acceleration/deceleration from the rate of change, and controls an automatic transmission of an automobile, etc., the control device comprising: (a) calculating the rate of change of the accelerator operation amount; (b) holding means for applying the κ method to the positive and negative maximum values of the rate of change until their signs are reversed; and (C) calculating means for calculating the acceleration/deceleration based on the rate of change held in the holding means The present invention is characterized by comprising a determining means for determining a driver's request.

Here, such a control device controls not only the automatic transmission of the automobile but also the direct clutch, engine ignition timing, fuel injection amount, etc.
The present invention is suitably applied to a control device that desirably controls the throttle valve opening degree in consideration of the driver's acceleration/deceleration requests.

Further, as the accelerator operation amount, a corresponding parameter such as a throttle opening or a fuel injection amount in the case of a diesel engine can also be used.

Furthermore, even if the sign of the speed of change is reversed, if the magnitude of the reversed speed of change is small, that is, when the change in the amount of accelerator operation is small, it is considered that the acceleration/deceleration request before the reversal continues. . For this reason, the holding means determines the reversal of the sign with a predetermined hysteresis width, and while the change speed after the reversal is small, the maximum change speed before the reversal is maintained as it is, or the determining means determines the sign reversal. When the speed is low, it is desirable to determine that the acceleration/deceleration request before reversal is continuing.

Further, the above-mentioned judgment means may judge the acceleration/deceleration request depending on whether or not it is larger than a predetermined dark value, but it is preferable to use vague reasoning to vaguely judge the vicinity of the boundary of the dark value. However, it is desirable to be able to make a judgment that matches the acceleration/deceleration request of the 1M driver.

Operation and Effects of the Invention In such a control device, the calculation means calculates the rate of change of the accelerator operation amount, and the holding means holds the maximum positive and negative values of the change rate until the signs thereof are reversed. Since the determination means determines the driver's request for acceleration/deceleration based on the speed of change held in the holding means, for example, even if the speed of change after depressing the accelerator is approximately zero, the request for acceleration is The driver's requests for acceleration/deceleration will be judged more accurately, such as when it is determined that the acceleration/deceleration continues.

Therefore, depending on the result of such judgment, the automatic transmission gear shift, direct coupling clutch switching, engine ignition timing, etc.
By controlling the fuel injection amount, throttle valve opening, etc., excellent driving performance that meets the driver's acceleration/deceleration demands is achieved.

EXAMPLE Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 1 is a block diagram of an automatic transmission for a vehicle to which the present invention is applied, and is composed of a torque converter 10 as a fluid transmission device, a planetary gear type transmission mechanism 12, and a transmission control device 14. The output shaft 16 of an engine (not shown) is connected to the pump impeller of the torque converter 10, while the input shaft 1 of the transmission mechanism 12 is connected to the turbine impeller on the driven side.
8 are connected. In addition, the input shaft l8 is connected to an L/U (lockup) clutch Ct as a direct coupling clutch.
It is designed to be selectively directly connected to the output shaft 16 via.

The transmission mechanism 12 includes three single pinion type planetary gear devices 20, 22, and 24 coaxially arranged, the input shaft 18, and the output shaft 26, and the output shaft 26 is a differential gear (not shown). It is connected to the vehicle's drive wheels via a device. Some of the structural elements of the planetary gear set 20, 22, 24 are integrally connected to each other, and some are connected to the three clutches C, , C. , C, and some are connected to each other selectively by four brakes B+ , Bz,
B: It is selectively connected to the housing 28 by IB4, and some are connected to three one-way clutches F+
, Fz, and Fi so that they can be engaged with each other or with the housing 28 depending on the direction of rotation.

The above clutches CI, Ct, Cx, brake B1. B
z, B:+, B4 are composed of, for example, a multi-disc clutch or a band brake with one or two bands wrapped in opposite directions, and are each actuated by a hydraulic actuator. The transmission control device 14 controls the operation of each of these hydraulic actuators, so that the transmission ratio (input shaft daily rotation speed/rotation of the output shaft 26) is determined as shown in FIG. There are four forward speeds and one reverse speed, each with different speeds. In such FIG. 2, '1st', r2n
dJ, r3rd'', rO/D J are the forward-side first gear, second gear, third gear, 0/
This represents a D (overdrive) gear, and the gear ratio becomes smaller from the first gear to the O/D gear. Further, "rRev" represents a reverse gear stage.

Note that the torque converter 10 and the transmission mechanism 12 are constructed symmetrically with respect to the axis, so the lower side of the axis is omitted in FIG. 1.

The speed change control device 14 is a hydraulic control device 3 equipped with a switching valve and the like.
0 and a microcomputer 32 that controls the operation of the hydraulic control device 130. The hydraulic control device 30 includes three solenoids Nα1, k2, and No.0. It is controlled by 3. Solenoid No. 1
and Nα2 relate to the transmission mechanism 12, and these two solenoids N0.1 and No. 2 is selectively excited, the four forward gears are appropriately switched. Further, the solenoid target 3 is related to the L/[1 clutch CL, and thereby the input shaft 18 of the transmission mechanism 12 is selectively directly connected to the output shaft 16 of the engine.

The microcomputer 32 includes a vehicle speed sensor 34,
A vehicle speed signal Sv and an accelerator opening signal Sθ are obtained from the accelerator opening sensor 36, shift range sensor 38, engine rotation sensor 40, and steering angle sensor 42, respectively. , shift range signal SS, engine rotation signal SNe, steering angle signal Sθ,
is being supplied. These signals SV,S
θ． , 33, SNe, Sθ, are the vehicle speeds of the car ■
(km/h), accelerator opening (corresponds to accelerator operation amount)
θ,,shift range. Rotational speed N of engine output shaft 16
e represents the steering angle θ, and the sensors 34, 36, 3B and 40, 42 are each configured with a well-known appropriate detection means such as a rotation detector. Note that the shift range means the operating position of the shift lever, and in this embodiment, as shown in FIG.
,'2J. A total of six ranges, 'LJ, rR', rPJ, rN', can be selected.

The microcomputer 32 also includes control rules for determining the driver's acceleration/deceleration requests by vague reasoning, selecting a gear position by vague reasoning depending on the driving state of the vehicle, and controlling the L/U. L/U shift patterns and the like for switching the clutch CL are stored. These rules and data are stored in advance in the ROM, etc. of the microcomputer 32, and the microcomputer 32 uses the temporary storage function of the RAM and performs signal processing according to the program preset in the ROM, thereby controlling the running of the car. Depending on the state, the solenoid kl
, k2, k3, the clutches C, , C. of the transmission mechanism 12 are excited. , C3, and brake B+
, Bz , B3, and B4 to control switching of the four forward gears, and also control the L/U clutch CL.
Switch and control.

The above-mentioned Fig. 2 shows the gears in each shift range and the operating states of the solenoid, clutch, brake, and one-way clutch when establishing the gears. x'' and r*'' respectively represent an energized state, a non-energized state, and an energized state only when engaging the L/U clutch CL. Moreover, "○" in the column of clutches and brakes represents an engaged state, and no mark represents a non-engaged state. Further, "Δ" in the one-way clutch column indicates that the clutch is engaged when the engine is driven, and no mark indicates a disengaged state.

Next, an example of the operation related to gear selection by the shift control device 14 will be explained with reference to the flowcharts of FIGS. 3 and 4.

First, a required acceleration/deceleration amount 10 is determined in the δa determination routine in step S1. This is executed, for example, as shown in FIG. 4, and in step Q1, the currently stored acceleration/deceleration request amount δ is read out, and α=δa. Subsequently, step Q2 is executed, and the accelerator opening degree signal Sθ. The accelerator opening degree θ. The rate of change of C, that is, the differential value δ. c (=dθ.c/dt) is calculated.

Thereafter, in step Q3, it is determined whether or not the above α is greater than O. If it is greater than O, step Q4 is executed, and if it is less than or equal to O, step Q5 is executed. In step Q4, it is determined whether the rate of change δ1c is greater than α, and if so, α is rewritten to δ,C in step Q6. This step Q6
are α, that is, the currently stored acceleration/deceleration request amount δ, and the rate of change δ. If both C are positive and δ1e is larger than one, it means that α is rewritten to its rate of change δ,C. Further, in step Q5, it is determined whether the rate of change δ1 is greater than or equal to O, and if it is greater than or equal to 0, in step Q7, α is greater than or equal to δ. Can be rewritten to C.

In this step Q7, α, that is, the currently stored acceleration/deceleration request amount δ, is negative (strictly speaking, less than 0) and the change rate δ1
When c is positive (strictly speaking, greater than or equal to O), α is changed to its rate of change δ. Write in C? It means to grow.

If the judgment in step Q4 or Q5 above is No,
Next, step Q8 is executed, and it is determined whether α is smaller than 0 or not. Then, if α is smaller than 0, step Q9 is executed, and if α is greater than or equal to O, step QIO is executed.
is executed. In step Q9, the rate of change δ1
It is determined whether c is smaller than α, and if it is, α is rewritten to δ■ in step Q11. This step Qll is performed when α, that is, the currently stored acceleration/deceleration request amount δ8 and the rate of change δ,C are both negative, and δ
1 is smaller than δa, then α is changed to its rate of change δ.
This means rewriting it to C. Also, step QIO
In step Q12, it is determined whether the rate of change δac is less than or equal to 0, and if it is less than or equal to 0, α is changed to δ. can be rewritten as In this step Q12, α, that is, the currently stored acceleration/deceleration request itδ4 is positive (strictly speaking, O
above) and the rate of change δ. is negative (strictly speaking, less than O), α is the change stock δ. This means rewriting it to C.

Thus, steps Q6, Q7, Qll, or Q1
2, α is rewritten to δ1, or step Q9
Or if the decision in QIO is NO, in other words α
That is, if the signs (±) of δ and δ1 are the same and their absolute value 1δact is smaller than δH 1, step Q13 is executed and it is determined whether α=0.

If α is not O, the required acceleration/deceleration amount δ is rewritten to α and a series of δ. The decision routine ends. In this case, the determination in step Q9 or QIO is No.
and step Q14 is executed, α becomes δ
, so the same value is stored as the required acceleration/deceleration amount δa.

Therefore, as the acceleration/deceleration request amount δ8, as shown in the time chart of FIG. 5, the positive and negative maximum values of the change speeds δ and C are continuously stored until their signs (±) are reversed. The Rukoto.

In this embodiment, the portion of the series of signal processing logic by the microcomputer 32 that executes the δ8 determination routine in step Sl corresponds to the holding means, and the portion of the δ8 supplementary determination routine that executes the δ8 determination routine in step Q2 corresponds to the holding means. The part that calculates C corresponds to the calculation means. Note that this δa determination routine may be performed in parallel in a separate flow from the gear selection.

Once the required acceleration/deceleration amount δi is determined in this way, step S2 is then executed returning to FIG. 3, and the control rule r*+rfl+r. From K, the degrees of satisfaction γ, γ7, and T0 of the slow acceleration request, normal acceleration request, and sudden acceleration request are calculated from the acceleration/deceleration request amount δ9, respectively.

The above control rules r, . r. , r. is set as follows using four subrules a, b, c, and d. Note that T5←11 of this control rule,
T%-1>, γ (-11 is the calculation result of each previous M control rule, respectively.

rfi = l) Or Cry'-” and
a) rIl=c or C7,'-” an
d a)re = d or (T, (-H
and a) Also, each of the above sub-rules a, b, c,
Each of d has the following contents.

<Subrule a>"δ8 is approximately 0" This rule is based on the acceleration/deceleration request amount δ. is approximately O, and the membership function f. An example of (δa) is shown by a solid line in FIG. Note that such membership function f-(a
The value of M), that is, the degree of satisfaction, is expressed as a numerical value greater than or equal to O and less than or equal to 1, and in the case of 1, it means that the condition is completely satisfied.

The same applies to each membership function below.

<Subrule b) "δ is positive and small" This rule is for determining whether the required acceleration/deceleration amount δi is positive and small. An example of 10) is shown in FIG. 6 by a dashed line.

〈Supplemental Rule C〉 “δ is positive and medium” This rule is for determining whether the required acceleration/deceleration amount δκ is positive and medium. An example of the ship function rc(δ, 4) is shown in FIG. 6 by a two-dot chain line.

<Subrule d>"δ9 is positive and large" This rule is for determining whether the acceleration/deceleration request amount 10 is positive and large. ) is shown by the broken line in FIG.

Here, the reason why the requests for slow acceleration, normal acceleration, and rapid acceleration are compared not only with subrules b, c, and d, but also with the satisfaction level of each previous control rule and the AND of subrule a is because the rate of change δ3c Even if the sign (±) is reversed and the acceleration/deceleration request tδ7 is rewritten, when the magnitude is small, that is, when the accelerator opening degree θ. When the change in C is small, it is considered that the acceleration/deceleration request before the reversal is continuing, so even if the satisfaction level of sub-rules b, c, and d is low, the satisfaction level of the previous control rule is high and the acceleration/deceleration request is still in effect. This is because when the deceleration request amount δa is small, it is determined that the acceleration/deceleration request before reversal is continuing. However, when determining δ in steps Q5 and Q10 in the determination routine, a relatively small constant hysteresis width Δδ. By using e(>O), in step Q5, “δ.≧Δδ
If the judgment is made based on whether scJ or not, and if the judgment is made based on whether "fame≦-Δδ1" in step QIO, then slow acceleration can be achieved using only subrules b, c, and d. Parallel acceleration. A request for rapid acceleration can be determined. Also, the judgment in step Q13 is based on the hysteresis width Δδ. C
A similar effect can be obtained by using ``lαI≦ΔδacJ.

On the other hand, in the fuzzy reasoning method, "and
J is defined as algebraic product or minimum operation, etc., and ror
J is defined as logical sum or maximum operation, etc.
Here, if defined as algebraic product and maximum operation, respectively, the satisfaction level γ of the control rules rs, r*, r0! +Tf
l+γ. are calculated according to the following equations (1) to (3), respectively.

7 s = max { f b ( (3 M) l
r s←” x f a Ce s) ) (1) 1, = max (fc Cj)M>.7,,
'-"×f. (js) ) (2) 7 @ = wax {f a (19M) + 7
11'-”X f a (6+) )・・・・(
3) In this embodiment, of the series of signal processing logic by the microcomputer 32, the portion that executes step S2 above corresponds to the determining means.

Then, in this way, the slow acceleration request is made. Satisfaction level rs regarding normal acceleration request and sudden acceleration request. When γ7 and γ8 are calculated, rj=1 is set in the next step S3, and then the current gear position is changed from j to the current gear (
The number of changing gears ΔN is calculated by subtracting the current gear (current gear) N, and in step S5, each gear is selected according to the actual driving state according to the control rule based on vague inference.The satisfaction level r (j) is calculated. This "j" represents each gear, where j=1 is the first gear, j=2 is the second gear, j=3 is the third gear, and j=4 is the 0/D gear. handle.

The control rule in step S5 is determined according to the number of change gears ΔN with respect to the current gear N, and the control rule r*. n. rm and supply r A, B, B', C, D, E, F,
The following four control rules R1 to R4 are set using G, H, I, J, and K. Control rule R1 is Δ
The control rule R2 defines the conditions to be met when N=0, that is, to maintain the current gear, and the control rule R2 defines the conditions to be met when ΔN=+1, that is, to upshift by one gear from the current gear. Yes, control rule R3 is Δ
N=+2, +3, that is, conditions to be met when upshifting by two or three gears from the current gear are defined, and the control rule R4 is ΔN=-1. -2. -3, that is, conditions that must be met when downshifting by one, two, or three gears from the current gear.

R1=A and B and CR2=A
and B 'and C and (
(D and E) or (F and G)
or (r. and I)or (r, a
nd J) or (re and K)
)R3=A and B'and C an
d ((F and C)or (rs
and I)or (r,and J)or
(re and K) )R4=A and
B'and C and (D or H)
In addition, each of the above supplement rules A, B, B', C, D, E, F
, G, H, I, J, and K have the following contents, respectively.

<Sub-rule A>"Target vehicle drive torque To" can be output. This rule states that the drive torque that can be output at each gear is determined by the engine characteristics, so the current target vehicle drive torque must be within the range of the drive torque that can be output. It is determined whether or not the torque To'' is included, and FIG. 7 shows an example of the membership number f A (T!l'') representing the degree of satisfaction that satisfies this rule.

The values C1 and C2 in FIG. 7 are calculated or experimentally determined for each gear, and are set according to the value of "j" corresponding to the gear. The value of the membership function fA(TO''), that is, the degree of satisfaction, is expressed as a numerical value between 0 and 1, and 1 means that the condition is completely satisfied. The same applies to each membership function. Also, the target vehicle drive torque T,'' is, for example, as shown in FIG.
It is determined from a data map or the like using vehicle speed V and accelerator opening degree θ1 as parameters.

<Sub-rule B>"Expected rotational speed Ne' is approximately close to target rotational speed Ne" This rule states that the target vehicle drive torque To is relatively small and the speed from the first gear to zero
In order to select the optimal gear based on the target rotational speed Ne' when the drive torque To'' can be output at any gear up to /D gear, the expected rotational speed Ne' is set for each gear. This is an example of a membership function f. (Ne'') that determines whether the target rotational speed Ne'' at this time is included within the rotational speed range defined as the center, and represents the degree of satisfaction that satisfies this rule. is shown by a solid line in FIG. The expected rotational speed Ne" is expressed by a function of, for example, the vehicle speed V and the gear ratio of each gear, and is set according to the value of "j" corresponding to the gear. Furthermore, as shown in FIG. 16, for example, the target rotational speed Ne" is a target horsepower ps" (target vehicle drive torque T08 x proportional to vehicle speed V) as a parameter.

<Subrule B') "Expected rotational speed Ne' is close to target rotational speed Ne"
This rule is almost the same as the above-mentioned supplementary rule B, but since it is used when changing from the current gear to a different gear, the criteria for this are made stricter. An example of the function rP(NeI') is shown in FIG. 8 by the dashed line.

<Sub-rule C>"Expected engine speed Ne' is within a predetermined allowable range." This rule states that if the engine speed Ne is too low, it will induce an engine stall, and if it is too high, it will cause an overrun. An example of the membership function fe(Ne") representing the degree of satisfaction with satisfying this rule is shown in FIG. 9. The values C and c4 in the diagram are predetermined according to the characteristics of the installed engine.

<Sub-rule D>"The accelerator is in a steady state" This rule is based on the rate of change δ. This is to determine the driver's request for gear change according to c (= dθ.c/dt), and an example of the membership function fn (δac) representing the degree of satisfaction that satisfies this rule is shown in Figure 1O. is shown by a solid line.

<Sub-rule E>"The elapsed time T since the last shift is long" This rule is to prevent busy shifts in which gears are changed frequently, and the membership function r that represents the satisfaction level of satisfying this rule is , (T) is shown in FIG.

Sub-rule F〉 "The return speed of Arcel is fast" This rule is for determining whether the rate of change δH of the accelerator opening θ1 is negative and relatively large, and represents the degree of satisfaction that satisfies this rule. Membership function fF(δ
An example of mc) is shown in FIG. 10 by the dashed line.

<Sub-rule G>"Not a curve" This rule is to prevent an upshift from occurring when the accelerator is released during a curve, and if the steering angle θ1 is small, it is determined that the curve is not a curve. FIG. 12 shows an example of the membership function fG(θ,) representing the degree of satisfaction that satisfies this rule.

<Sub-rule H>"Accelerator depression speed is fast" This rule applies to accelerator opening θ. This is for determining whether the rate of change bac of C is positive and relatively large, and the membership function f8 represents the degree of satisfaction that satisfies this rule.
An example of (δme) is shown in FIG. 10 by the two-dot chain line.

<Sub-rule l>"The engine sound is quiet." This rule is a combination of the control rule r and
This is to perform an upshift so that the engine sound is quiet when a slow acceleration is requested, and it is determined whether the engine sound is quiet or not based on the magnitude of the engine rotation speed Ne. An example of the membership function f+(Ne) representing the degree of satisfaction that satisfies this rule is shown by a solid line in FIG. The value CS in FIG.
and C6 are determined in advance according to the characteristics of the installed engine.

Sub-rule J〉 ``Engine noise is not too loud'' This rule is to ensure that the upshift is performed without making the engine noise loud when parallel acceleration is requested, due to the ``and'' with the control rule r, , above. , it is decided whether or not the engine noise is noisy based on the magnitude of the engine rotational speed Ne, and a membership function fa(Ne) representing the degree of satisfaction that satisfies this rule is used.
An example of this is shown in FIG. 13 by a dashed line.

<Sub-rule K>"The engine rotation speed does not exceed the maximum torque point of the engine." This rule specifies that the engine rotation speed Ne is the rotation speed that outputs the maximum torque when sudden acceleration is requested due to the r and with the control rule r2. This is to ensure that an upshift is performed to a gear position that does not exceed Ne''', and an example of the membership function fK(Ne) representing the degree of satisfaction that satisfies this rule is given in the first example.
Shown in Figure 4. Note that the rotational speed Ne'' is determined in advance according to the characteristics of the installed engine.

Furthermore, if rand J is defined as an algebraic product and rorJ is defined as a maximum operation, then the satisfaction level r of the control rules R1 to R4 is
(j) is obtained by the following equations (4) to (7), respectively.

γ(j)=fA(TIl")xfg(Ne"
)xfc(N e ”)...(4) T (j)=fA(T++”)Xf, (N e')
Xfc (N e ')Xmax (f++(a m
c) Xfi(TLfy(9 mc) Xfc(θ,),
rsxrr<Ne)+rnxri<Ne), rtr×
rK<Ne))...(5) T(J)=fA(To")Xr,(Ne"
)xrc (N e ') x max (frce m
e) ×fa(θg)+TgXL(N e)1r,,
Xfa (N e) + 7aXfK (N e)) ・
...(6)r(j)=fA(Tn')Xf,(N
e')Xfc (N e')Xmax {f
．． o(6 ieLfH(6 se) ) ...(
7) Here, when j=1 and the current gear N is "3", the number of gears to change ΔN is -2, so step S
In step 5, according to the control rule R4, the degree of satisfaction T (1) at which the first gear stage should be selected is determined by the above equation (7). When the satisfaction level T(1) is obtained in this way, it is determined whether j is smaller than 4 in the next step S6, and if it is smaller than 4, step S7 is performed.
After 1 is added to j in , the steps from step 34 onward are repeated. As a result, the satisfaction levels γ(1), r(2), γ(3) at which each gear from the 1st gear to the 0/D gear should be selected are determined from j=1 to j=4, that is, from the 1st gear to the 0/D gear.
, r (4) are calculated, respectively. Specifically, j=
2, ΔN=-1, and in step S5, the second
The degree of satisfaction γ(2) at which the gear should be selected is calculated, and j
In the case of =3, ΔN=0, and in step S5, according to the control rule Rl, the third
The degree of satisfaction γ(3) at which the gear should be selected is calculated, and j
In the case of =4, ΔN=+1, and in step S5, according to the control rule R2, O is
The satisfaction level γ(4) at which the /D gear stage should be selected is calculated.

In the above example, the current gear N is the third gear, so the control rule R3, which defines the conditions to be met when upshifting from the current gear by two or three gears, is not used. When the current gear N is the first gear or the second gear, the control rule R3 is used to determine the degree of satisfaction at which the third gear or the 0/D gear should be selected. Also, if shift range "2" is selected, O/
Since there is no switching to the D gear, the above step S
In step 6, it is determined whether r j <34.

In this way, steps 54 to S7 are repeated, and j=
4 (in the case of shift range D), the determination in step S6 becomes No, and step S8 is then executed. In step S8, γ(k) with the highest degree of satisfaction is selected from among the satisfaction r(j) of each gear stage calculated in step S5, and in the next step S9, the γ(k) is selected. "k" is determined as the gear stage to be selected.

Here, in the shift control device l4 of this embodiment, in the δa determination routine of step S1, the change speed δ
The maximum positive and negative values of 1c are stored continuously until the sign (±) is reversed, and this is defined as the acceleration/deceleration request amount δ, and based on the acceleration/deceleration request amount δa, a slow acceleration request and a normal acceleration request are made. , the degree of sudden acceleration request is controlled by the rule r@,rn,re
For example, the speed of change δ after the accelerator is depressed. For example, it is determined that the acceleration request continues even when C is approximately zero.
The driver's request for acceleration can be accurately determined. That is, if the driver's request for acceleration/deceleration is determined based on the rate of change δ1c, the rate of change δ1c is determined as shown in FIG. 17, for example. When C changes, the rate of change δ. Whereas it is determined that there is an acceleration request only during the time t1 when C is positive, in this embodiment, as is clear from FIG. Accelerator opening θ. Since the acceleration/deceleration request amount 10 is maintained until C decreases, the driver's request for acceleration/deceleration can be determined more accurately.

Further, in the control rule ri+rn+ra, the sign of the change rate 6aC is reversed and the required acceleration/deceleration amount δ. Even if the acceleration/deceleration request amount after the reversal is changed, if the acceleration/deceleration request amount δ after the reversal is small, that is, when the change in the accelerator opening degree θ, C is small, it is determined that the acceleration/deceleration request before the reversal continues. Therefore, the driver's request for acceleration or deceleration will not be misjudged due to a slight change in the accelerator opening θ1c due to vibrations of the automobile or the like.

Furthermore, the membership numbers r,,f. ,fe,f. Since t has an inclination at the boundary portion and the satisfaction level changes continuously, there is an advantage that the driver's acceleration request can be judged very precisely. Note that similar effects can be obtained by setting a large number of darkness values, but in that case there are disadvantages such as the amount of map becoming enormous.

In this embodiment, the degree of satisfaction r (j) when upshifting is determined by the control rules R2 and R3, which include the control rules r, , r, and r1, so that the driver's Control is performed to switch gears in accordance with the acceleration request.

Although one embodiment of the present invention has been described above in detail based on the drawings, the present invention can also be implemented in other embodiments.

For example, in the embodiment described above, the control rules rl+rn. Although re is used to determine the degree of the driver's request for acceleration, it is also possible to determine the degree of deceleration in the same manner. Note that the number of control rules and membership functions related to the control rules are appropriately determined in consideration of the target control object and the like.

Alternatively, the determination may be made based on whether or not the required acceleration/deceleration amount δa is larger than a predetermined dark value, without using fuzzy reasoning.

Further, in the embodiment, in step S2, the control rule r. , n, re's satisfaction levels γ,, γ7, r γ8 are calculated and the calculation results are used to execute step S5, but it is necessary to incorporate the calculation in step S2 into the calculation formula in step S5. You can also do it.

Further, in the above embodiment, the gear position is selected only by vague reasoning, but the control device controls the gear position switching using a gear shift pattern using the accelerator opening θ, C and the vehicle speed V as parameters. The present invention can be similarly applied to.

In addition, the present invention can respond to driver's acceleration/deceleration requests, such as speed change control of a continuously variable transmission using a variable pulley, switching control of L/U clutch CL, control of engine throttle valve opening, fuel injection amount, etc. It can be applied to various control devices where it is desirable to judge and control.

Furthermore, in the above embodiment, "and" in ambiguous reasoning is
Although the case where "J and ror" are defined as an algebraic product and a maximum operation, respectively, has been described, these definitions and inference methods may be changed as appropriate.

Although no other examples are given, the present invention can be implemented with various modifications and improvements based on the knowledge of those skilled in the art.

[Brief explanation of drawings]

FIG. 1 is a diagram illustrating the structure of an automatic transmission equipped with a speed change control device according to an embodiment of the present invention. FIG. 2 is a diagram showing a gear position in the automatic transmission of FIG. 1, an energized state of a solenoid, and a locked state of a locking element when establishing the gear position. FIG. 3 is a flowchart illustrating the operation of the automatic transmission of FIG. 1. FIG. 4 is a flowchart illustrating the i3.4 determination routine of FIG. FIG. 5 shows the acceleration/deceleration request i1δ determined by the δa determination routine in FIG. 4, and the accelerator opening degree θmc.
It is a time chart explaining the relationship with the rate of change 10. FIG. 6 is a diagram showing an example of the membership function of the control rule used in step S2 of FIG. 3. Figure 7~
FIG. 14 is a diagram showing an example of the membership function of the control rule used in step S5 of FIG. 3, respectively. FIG. 15 is an example of a data map for determining the target vehicle drive torque. FIG. 16 is an example of a data map for determining the target rotational speed of the engine. 17th
The figure is a time chart illustrating an example of conventional acceleration/deceleration determination. 14: Speed change control device (control device) 32: Microcomputer θ. c: Accelerator opening (accelerator operation amount) δa6: Change speed θH; Acceleration/deceleration request amount (change speed 1me held in holding means) Step S1: Holding means Step S2; Judgment means Step Q2: Calculation means

Claims (1)

[Scope of Claims] A control device that determines the rate of change in the amount of accelerator operation, determines a driver's request for acceleration/deceleration from the rate of change, and controls an automatic transmission of an automobile, etc. calculation means for calculating the speed of change; holding means for holding the maximum positive and negative values of the speed of change until their signs are reversed; A control device for an automobile, characterized in that it has a determination means for determining a request for.