JPH0571621A - Controller of automatic transmission - Google Patents

Abstract

PURPOSE:To realize such control as well responding to human sensitivity by inferring a driver's decelerating intent, adding the inferred value to an input parameter and determining the control value. CONSTITUTION:This time inferred value is added to the accumulated value until the last time, renewing it to S200, and a limit check takes place so as to make the accumulated value come to an interval between 1.0 and 0. Next, whether car speed is less than the specified value or not is judged (S210), and when it is yesed, a decelerating intent is set to zero (S212). In succession, whether a brake is operated or not is judged (S214), and when it is denied, whether the current shift position is at fourth gear speed or not is judged (S216), and when it is yesed, the decelerating intent is set down to zero (S218). When so judged that it is not in the fourth gear speed, whether it is in three speed at present or not is judged (S220), and when it is yesed, the accumulated value of the decelerating intent is compared with the specified value (S222), and when so judged that it goes beyond that, a value of the decelerating intent is set down to the specified value (S224). When the brake is judged to be in-operation (S214), throttle opening is compared with the specified value (S226), and when so judged that it is more than the specified value, it returns to such a motion that whether the current shift position is the fourth gear speed or not is judged.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle including an automatic transmission, and more specifically, to estimate the internal intention of a driver and include the estimated value in a parameter to determine the control value. Regarding what you did.

[0002]

2. Description of the Related Art Recently, in addition to the conventional role of a transporter, a vehicle is required to have an operability and a controllability which are well responsive to the driver's sensitivity. For automatic transmission control, it is required to provide satisfaction that is comparable to the operability and controllability that a skilled driver performs with a manual transmission vehicle even when traveling on mountain roads and the like. For this reason, the present applicant has previously proposed a control device for an automatic transmission to which fuzzy logic is applied, in Japanese Patent Laid-Open No. 2-3738.

[0003]

By the way, in order to achieve the above-mentioned high-quality control that responds well to the driver's sensitivity, the internal intention of the driver is estimated, and the estimated value is included in the parameter for control. It is desirable to determine the value. To this end, the applicant has previously proposed, in Japanese Patent Application No. 2-112816, inferring the driver's deceleration intention from the engine load and the acceleration / deceleration amount based on fuzzy logic.

An object of the present invention is to improve the above, and to provide a control device for an automatic transmission that enables high-quality shift scheduling that matches the driver's sensitivity well by more accurately grasping the driver's intention. To do.

[0005]

To achieve the above object, the present invention provides, for example, in claim 1, an automatic transmission control device for controlling a gear ratio of a vehicle internal combustion engine stepwise or steplessly. A means for obtaining the operating parameter of the engine, a computing means for inferring the driver's intention by performing an operation based on fuzzy logic with respect to at least the engine load and the acceleration / deceleration amount of the vehicle traveling among the obtained operating parameters. When it is determined that the brake is not operated based on the operating parameter, the correction means that corrects the inference value according to the gear ratio, the corrected inference value, and the calculated value. Determining means for determining the gear ratio from at least the engine load and the vehicle speed among the operating parameters, and drive means for driving the speed change mechanism based on the determined gear ratio. It was constructed as made.

[0006]

Since the driver's intention to decelerate is inferred and the inferred value is added to the input parameter to determine the control value, it is possible to realize control that responds well to human sensitivity. In addition, when the brake is not operated, the inference value is corrected according to the gear ratio, so even when the driver once abandons the planned intention, the change is well grasped and the driver's intention is accurately reflected. A well-aligned control can be realized.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to the accompanying drawings, taking as an example the case where the gear ratio of a stepped transmission is controlled.

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

A transmission 20 is connected to the latter stage of the engine body 10, and the engine output shaft 18 is connected to a torque converter 22 there, and is connected to a pump impeller 22a thereof. Turbine runner 22 of torque converter 22
b is connected to a main shaft (mission input shaft) 24. A counter shaft (mission output shaft) 26 is juxtaposed to the main shaft 24. First to fourth gears G1 to G4 and a reverse gear GR are provided between both shafts, and each gear has a multi-plate type. Hydraulic clutches CL1 to CL4 are provided correspondingly (the clutch of the reverse gear is not shown). A one-way clutch 28 is attached to the first speed gear G1. In the middle of the oil passage 30 that connects the hydraulic clutch group and the hydraulic power source (not shown), A,
B2 shift valves 32 and 34 are inserted, and the shift valves control the supply and discharge of pressure oil to the clutch group by changing their positions by the excitation / non-excitation of electromagnetic solenoids 36 and 38. Reference numeral 40 indicates a lockup mechanism of the torque converter 22. The counter shaft 26 is provided with a differential device 44 via a propeller shaft 42.
And the differential device 44 is connected to the wheels 48 via the drive shaft 46.
The engine output thus changed in speed is transmitted to the wheels 48.

A throttle sensor 50 including a potentiometer for detecting the opening degree is provided near the throttle valve 16 in the intake passage 12, and a rotating portion such as a distributor (not shown) near the engine body 10 is provided. Is a crank angle sensor 52 including an electromagnetic pickup
Is provided and detects the crank angle position of the piston and outputs a signal for each predetermined crank angle. In addition, the engine intake passage 12
The intake pressure sensor 5 at an appropriate position downstream of the throttle valve 16
4 is provided to detect the intake pressure as an absolute value. In addition, a brake pedal (not shown) installed on the floor of the vehicle driver's seat
A brake switch 56 for detecting the depression of the brake pedal is provided in the vicinity of, and a vehicle speed sensor 58 including a reed switch is provided at an appropriate position of the drive shaft 44 to output a signal for each predetermined rotation angle of the drive shaft. To do. These outputs are sent to the shift control unit 60. Further, the output of the range selector switch 62 for detecting the selected position of the range selector is also sent to this control unit.

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

Next, the operation of the present control device will be described with reference to the flow charts of FIG.

Before going into a concrete description, the features of the control device of the embodiment will be schematically described with reference to FIG.
In this control device, the first fuzzy inference is performed from the throttle opening etc. to obtain the driver's deceleration intention, and the second fuzzy inference is performed from the parameter including the inferred value to determine the gear ratio. .. 5 to 7 show fuzzy production rule groups used for such inference. Among them, rules 1 to 6 are rules for general driving conditions (referred to as "base rules"), and rules 7 to 11 are rules for limited driving conditions such as climbing ("extra"). It is called "rule"). Among them, rules 10 to 11 use the deceleration intention as one of the inference parameters. Rules 12 to 15 are a rule group for inferring the deceleration intention, that is, a rule group used in the above-mentioned first fuzzy inference. In fuzzy inference, various operating parameters used in these rule groups are obtained, and the output value is determined by inferring using a membership function corresponding to the operating parameters defined in the rules. Note that the output (inference) value often contains a small number of parts such as "0.8", so it is converted into an integer to specify the shift position (gear stage), and a limit check is performed so that it does not exceed the maximum stage. Go and output to the electromagnetic solenoid.

Therefore, returning to FIG. 3, first, in step S10, input calculation, that is, a parameter used in fuzzy inference is detected and calculated. As the fuzzy inference parameters, rules 1 to 11 include vehicle speed V [km / h], current shift position (gear stage), throttle opening θTH [degree: 0 to 84 degree (WO
T)], running resistance [kg], and deceleration intention. Rules 12 to 15 are the vehicle speed VBRK when the brake is operated.
[Km / h], vehicle acceleration α [m / s ² ], throttle opening θTH, gradient resistance RG [kg], and vehicle speed V are used. Among these, the vehicle speed V and the like are calculated from the sensor output value, and the current shift position is mainly obtained from the excitation pattern of the electromagnetic solenoid, but the running resistance is obtained by a special method, which will be described below.

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

The flow chart of FIG. 8 will be described based on the above. First, in S100, RO whose characteristics are shown in FIG.
The torque is estimated by searching the map stored in M from the engine speed and the intake pressure. As shown in the figure, the characteristics of this map are set separately according to the intake pressure. Next, in S102, the table having the characteristic shown in FIG. 10 is searched to search for the torque ratio t, and the torque T is multiplied to correct the torque. This search is performed by finding the speed ratio e of the torque converter from the engine speed and the torque converter turbine output speed (speed), and searching the table in FIG. 10 from the value. next,
In S104, the moving average calculation is performed as shown in FIG. 11 to correct the delay until the intake pressure change changes to the engine output change, and in S106, after confirming that the brake operation is not performed, the process advances to S108. The total running resistance R is calculated from the above equation. When it is determined in S106 that the brake is being operated, the braking force is applied and it is difficult to obtain an accurate value.
The process proceeds to S110 and the previously calculated value is used. Then S1
Proceed to 12, and from the total running resistance R to the running resistance R / L on a flat road
To calculate the gradient resistance RG. The running resistance on a flat road is set in advance through experiments, stored in the ROM, and retrieved from the vehicle speed V. Its characteristics are shown in FIG.

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

Then, in S12, the first fuzzy inference is performed to infer the deceleration intention DEC, and in S14, the inferred deceleration intention is checked (described later), and then S1 is executed.
Proceeding to step 6, the second fuzzy inference is performed from the above-mentioned operating parameters including the deceleration intention DEC to determine the shift position. This fuzzy inference itself is based on the technique previously proposed by the applicant (Japanese Patent Application No. 2-112816), the reasoning method itself is not the subject matter of the present application.
It stops to the extent described briefly with reference to FIG. First, for each rule, the detection (calculation) parameter is applied to the corresponding membership function in the antecedent section (IF section), the value on the vertical axis (membership value) is read, and the minimum value is taken as the conformance of the antecedent section. .. Then, the consequent part of each rule (conclusion, T
The average value is obtained by weighting the output value (position and weight of the center of gravity) of the HEN part) with the suitability of the antecedent part. That is, fuzzy calculation output = Σ {(fitness of each rule) × (position of the center of gravity of output) × (weight)} / Σ {(fitness of each rule) × (weight)} Note that the output value of the conclusion may be truncated based on the suitability of the antecedent part of each rule using a known method, and then the waveforms thereof may be combined to obtain the center of gravity to determine the fuzzy operation output.

Incidentally, supplementing the explanation of the deceleration intention inference rule shown in FIG. 7 here, the reason why the driver's internal intention is to be inferred in the first place is that in the rule shown in FIG. This is intended for limited driving situations such as deceleration. Of these, uphill driving is the driving environment in which the vehicle is located, while deceleration is a change in driving situations caused by the driver's own intention. In many cases. Therefore, it is better to estimate the driver's inner intention and comprehensively infer the driver's inner intention from the parameters including the inner intention than to grasp such driving situation from the physical quantity parameter only. This is because it is considered desirable for realizing

The reasoning itself will be described below with reference to FIG. 14. The internal intention of the driver can only be estimated through the operating state and operating state of the device operated by the driver.
In addition, if the estimation result is given as to deceleration intention, there are only three states of deceleration intention, deceleration intention, and deceleration intention. This figure is a state transition diagram, but the accelerator pedal (throttle valve) and the brake are selected as the driver's operating devices, and the deceleration DEC and the cruise CR are set as the driving states.
When looking at U and acceleration ACC, various combinations of these parameters are possible as shown in the figure. Here, for example, (OFF, ON, DEC) indicates that the accelerator is released and the brake is depressed to decelerate, and the asterisk symbol indicates a wild card that represents all states. The driver's internal intention can be known only to the driver himself, but when the accelerator is released, the brake is stepped on and the vehicle is decelerating, there is an intention to decelerate, and when the accelerator is stepped on, the driver decelerates. It is possible to judge that there is no intention. At the same time, this is the maximum judgment, and unless the brake is pressed, it cannot be said that there is an intention to decelerate even if the accelerator is released and decelerates, even if the accelerator is released and the brake is depressed. It is difficult to conclude that there is no intention to decelerate when cruising or accelerating. Although the above is based on the premise of the previous application, the rule was created, but in this embodiment, the driving conditions are classified in more detail by further adding the gradient resistance and the vehicle speed to the parameters.

That is, in the case of rule 12, the slope resistance is a negative value, that is, the descending slope is planned. Since the vehicle coasts on a downhill, it is considered to be in line with the driver's intention to shift down and use the engine brake when the vehicle slightly decelerates. The deceleration intention DEC is defined by rules 10 to 11 in FIG.
As shown in, the closer to "1.0", the more the shift is decided in the down direction. Rules 12 to 13 are designed for the case where the gradient resistance is a positive value, that is, when traveling on a flat road or an uphill road. Among them, the rule 12 sets the membership function of the vehicle speed to be large on the low speed side, that is, on a flat (uphill) road at a low speed. The traveling state is planned, and the rule 13 sets a large value on the high speed side to schedule traveling on a similar road surface at high speed.
Unlike Rule 11, Rule 12 does not plan to coast downhill, so unless the vehicle is decelerated to some extent, the intention of deceleration is not considered. Further, according to Rule 13, since the vehicle is traveling at a high speed, even if the brake is operated a little, a feeling of deceleration is large, and therefore, unless the vehicle is decelerated significantly, it is considered that the driver's intention to decelerate should not be taken.

Now, returning to S14 of the flow chart of FIG. 3, checking of the inferred deceleration intention DEC will be described with reference to the flow chart of FIG.

First, in S200, the inferred value this time is added to the cumulative value DECn-m up to the previous time to update the value, and S202-
In S208, the limit check is performed so that the cumulative value is between "1.0" and "0". This is rules 10-1
This is because the membership function intended to decelerate in 2 is set between 1.0 and 0. Next, the routine proceeds to S210, where it is judged if the vehicle speed V is less than the predetermined value VDEC. When the result is affirmative, the routine proceeds to S212 where the deceleration intention is made zero. Predetermined value VDEC
Is a low vehicle speed value, and it is meaningless to judge the downshift from the deceleration intention during such low speed running.

Next, in S214, it is judged whether or not the brake is operated. If the result is negative, that is, if it is judged that the brake is not operated, the program proceeds to S216 in which the current shift position is the fourth speed (maximum). If it is affirmative, the process proceeds to S218, and the deceleration intention is set to zero.
If it is determined in S216 that the vehicle is not in the fourth speed, S220
If it is affirmative, the routine proceeds to step S222, at which the cumulative value of deceleration intention is set to the predetermined value DEC3R.
D, for example, is compared with 0.5, and when it is determined that the value exceeds D, the process proceeds to S224 and the deceleration intention value is set to the predetermined value. If it is determined in S214 that the brake is being operated, the routine proceeds to S226, where the throttle opening θTH and the predetermined value θTHDE
When C is compared, and if it is determined that the value is equal to or larger than the predetermined value, the process proceeds to S216 and thereafter. The predetermined value is, for example, a value indicating a relatively large opening of about 20 degrees. Note that S226 and S220
If the answer is NO, the program ends.

Originally, the present invention estimates the driver's intention to decelerate, changes the shift scheduling to utilize the engine braking, and is performed by a skilled driver with a manual transmission vehicle even when traveling on a mountain road. Aiming at the control that gives an operation feeling similar to the operation, supplementing a little explanation with respect to FIG. 15, if such a correction is not performed, even if the brake is turned off after the deceleration intention increases The intent is retained. At that time, if the brake is operated again, there is a risk that a shift down from, for example, the fourth speed to the third speed may occur at a relatively early timing, and the shift will not be faithful to the driver's intention. On the other hand, if the deceleration intention increases and a downshift occurs and engine braking occurs, the deceleration intention is retained even after the brake is released, which is consistent with the driver's intention to accept the embleshift. To do. However, if the driver's intention to decelerate increases and the driver releases the brake before the downshift to the third speed occurs, the driver may not give up his intention to decelerate and wish to apply engine braking. It is necessary to satisfy that demand. Therefore, S in the flow chart of FIG.
In S216 and S218, the deceleration intention was initialized to zero. For the same reason, when the throttle opening is equal to or larger than the predetermined value in S226, the same processing is performed even during the brake operation. That is, it can be estimated that the driver has abandoned the intention to decelerate when the throttle opening is higher than a predetermined value.

As described above, it is desirable to change the handling of the deceleration intention value before and after the shift change to the third speed, but it is complicated and difficult to describe it by a rule. On the other hand, as shown in the figure, the objective can be easily achieved by inserting a correction routine different from the fuzzy calculation. In addition, in the flow chart of FIG.
It is rooted for the same reason that the correction amount is changed with speed,
The intention to down from 4th speed to 3rd speed and the intention to down from 3rd speed to 2nd speed may be different, but it seems difficult to express it as one deceleration intention. It was possible to solve the problem easily by using a different routine.

In the flow chart of FIG.
Proceed to step 18, perform integer conversion and limit check, and execute S20.
Proceed to and output the shift position after checking. As mentioned above, since the fuzzy inference value is a weighted average value, the integer conversion / limit check work often includes a decimal part, and the shift output value often includes a decimal part such as "0.8". The gear position to be shifted is specified, and the shift command value is limited to the fourth speed when the shift command value exceeds the fourth speed, for example, the details of which are described in the previous application and the gist of the present invention. Since there is no place to say, I will stop at this explanation.

In this embodiment, the driver's intention to decelerate is fuzzy inferred from the throttle opening or the like as described above, and the inferred value is added to infer the shift position from the parameter group. It is possible to realize high-quality shift scheduling that is well suited.

Regarding the inferred value of the deceleration intention, the inferred value of the deceleration intention is held to some extent after the shift change to the third speed and after the shift change to the third speed, regardless of whether or not the brake is operated. The shift down and shift hold can be enabled by canceling the intention of deceleration when the driver releases the brake before the shift change. Downshift does not occur at the opposite timing. Moreover, since the correction is performed by a routine different from the fuzzy inference, the rules and the amount of fuzzy calculation are not increased. In addition, since the correction amount is changed depending on the shift position in the correction, it is possible to more accurately depict the driver's intention to decelerate with the same configuration.

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

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

[0032]

According to the first aspect of the present invention, there is provided a control device for an automatic transmission for controlling a gear ratio of an internal combustion engine of a vehicle in a stepwise or stepless manner. A calculation means for inferring the driver's intention by performing a calculation based on fuzzy logic for at least the engine load and the acceleration / deceleration amount of vehicle running among the driving parameters, and determining whether or not the brake is operated from the calculated driving parameters However, when it is determined that the brake is not operated, a correction unit that corrects the inference value according to the gear ratio, the corrected inference value, and at least the engine load and the vehicle speed of the obtained operating parameters are used. Since the determination means for determining the speed ratio and the drive means for driving the speed change mechanism on the basis of the determined speed ratio are provided, the driver's sensibilities are well matched, Also it is possible to realize a high-quality shift scheduling to better reflect the intention of the driver when traveling on a road. Regarding the inferred value of the intention, after the shift change, the inferred value is held regardless of the presence or absence of the brake operation to enable the downshift and the shift hold, and before the shift change, the driver releases the brake again. Since the intention is corrected at this time, even if the driver once abandons the planned intention, the change can be well captured and the control that well reflects the intention can be realized. Further, since the correction is performed separately from the fuzzy calculation, the object can be easily achieved without increasing the load of the fuzzy calculation.

In the second aspect, the correction means is
When it is determined that the brake is not operated, the inference value is corrected to zero when the current gear ratio is equal to or less than the predetermined value, so that the driver releases the foot once from the brake. After that, even if the brake is operated again, the downshift does not occur at an unintended early timing.

[Brief description of drawings]

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

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

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

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

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

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

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

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

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

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

FIG. 11 is an explanatory diagram showing a work of calculating a correction torque average value in the flow chart of FIG. 8;

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

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

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

FIG. 15 is a subroutine flow chart showing the deceleration intention check work of the flow chart of FIG. 3;

[Explanation of symbols]

 10 Internal Combustion Engine Main Body 18 Engine Output Shaft 20 Transmission 22 Torque Converter 24 Main Shaft (Mission Input Shaft) 26 Counter Shaft (Mission Output Shaft) 36, 38 Electromagnetic Solenoid 60 Shift Control Unit 70 Micro Computer

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI technical display location F16H 59:66 8207-3J

Claims (2)

[Claims] 1. A control device for an automatic transmission that controls a gear ratio of a vehicle internal combustion engine stepwise or steplessly, comprising: a. Means for determining engine operating parameters, b. Computation means for deducing the driver's intention by performing a computation based on fuzzy logic for at least the engine load and the acceleration / deceleration amount of the vehicle running among the obtained driving parameters, c. Correcting means for judging whether or not the brake is operated from the obtained driving parameter, and correcting the inferred value according to the gear ratio when it is judged that the brake is not operated, d. Determining means for determining a gear ratio based on the corrected inference value and at least the engine load and the vehicle speed among the obtained operating parameters; and e. A control device for an automatic transmission, comprising: a drive unit that drives a transmission mechanism based on the determined transmission ratio. 2. The correcting means corrects the inferred value to zero when it is determined that the brake is not operated and the current gear ratio is below a predetermined value. The control device for the automatic transmission according to claim 1.