JPH02150558A - Automatic transmission control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for an automatic transmission, and more specifically, the present invention relates to a control device for an automatic transmission, and more specifically to an expert operation performed in a conventional manual transmission by applying fuzzy control theory. person's judgment/
The present invention relates to an automatic transmission control device that enables control similar to operation.

(Prior art) Conventionally, manual transmissions have been used for vehicle transmissions.
The driver considers surrounding circumstances, determines when to shift according to driving conditions, and operates the clutch pedal and shift lever to shift gears. However, since such manual transmission is cumbersome, automatic transmissions have been developed and are now installed in the majority of passenger cars sold. In a control device for such an automatic transmission, a shift valve is provided in the hydraulic circuit, and a throttle pressure proportional to the throttle opening is applied to one end of the valve, and a governor pressure proportional to the vehicle speed is applied to the other end. was applied, and hydraulic pressure was supplied/cut off to the gear clutch according to the pressure ratio between the two to automatically switch gears. In addition, with the advent of electronic control, the control device was configured with a microcomputer, which searched the shift map stored in its memory based on the throttle opening and vehicle speed, detected the shift point, and energized/deactivated the solenoid valve. The gear is switched by energizing and driving the shift valve.

However, in conventional automatic transmission control devices, the timing of the shift, which in previous manual transmissions had to be determined and operated by the driver himself, is determined uniquely from the throttle opening and vehicle speed, which is unavoidable. It was undeniable that a natural shift would occur. For example, if the driver returns the throttle opening to the cruise opening when driving on a flat road, the driver may shift up depending on the speed of the vehicle, and as a result, there is insufficient driving force and the driver must press the accelerator pedal again. This results in a downshift, resulting in repeated downshifts and upshifts, which is inconvenient and gives the driver a feeling of being busy. Such inconveniences also occur when towing a camper or the like, when the weight of the vehicle increases due to loading, or when driving at high altitudes where engine charging efficiency deteriorates.

If we consider why the driver depresses the accelerator pedal and opens the throttle valve, it is because he expects the vehicle to follow the driver's request for acceleration by opening the throttle valve. None other than that. In other words, the above-mentioned inconvenience occurs because the control device issues a shift command even though the margin driving force is reduced and the controllability of the vehicle is not sufficiently ensured. Therefore, in order to do this, it is necessary to accurately grasp the driving force and running resistance in the control device, confirm that the driving force exceeds the running resistance and there is a margin of driving force, and then shift up. This is due to the fact that this is not done.

In view of this, a technique described in Japanese Patent Application Laid-Open No. 60-143133 has recently been proposed. In this technique, the torque required by the driver is determined from the amount of accelerator pedal depression, and the separately calculated climbing resistance is subtracted. The required acceleration is calculated using

Furthermore, a shift diagram corresponding to the detected climbing resistance is selected from among a plurality of best fuel efficiency shift diagrams, and the throttle opening is adjusted to achieve the required acceleration based on the constant acceleration travel locus data on the shift diagram. The system is configured to control the vehicle and then search a shift diagram based on the changed throttle opening and vehicle speed to make a shift decision and maintain the acceleration before the change.

(Problem to be Solved by the Invention) However, in the above-mentioned conventional technology, although a shift decision is made taking into consideration the torque requested by the driver, the shift decision is made only based on a preset shift diagram. It is different from the previous method mentioned above in that it can only respond to certain situations based on the settings, and in any case, the timing of the shift is uniquely determined from the throttle opening and vehicle speed. It was difficult to escape the same criticism as technology.

If this is a manual transmission vehicle, the driver would recognize that the vehicle is in the process of driving and would avoid inadvertently shifting up. In other words, in a vehicle with a manual transmission, the driver grasps the driving condition of the vehicle including the surrounding conditions, recognizes the driving force that the vehicle is outputting, and also foresees and masters the increase or decrease in the driving force when shifting. The timing of the shift should have been determined by selecting various empirical rules. That is, the above-mentioned disadvantages are due to the fact that in conventional control, human judgment and actions are ignored and are not reflected in control. In other words, in conventional automatic shift control technology, the timing of shifting is basically determined mechanically based on the throttle opening and vehicle speed, and the timing of shifting is not determined based on multiple variables of the vehicle driving condition. Therefore, the occurrence of the above-mentioned inconvenience was unavoidable. Also, the above circumstances are
This was true not only for stepped transmissions but also for continuously variable transmissions. That is, the continuously variable transmission is no different from the case of a stepped transmission in that the speed ratio is changed depending on the running state of the vehicle. Therefore, in this specification, the term "shift J" is used to mean both a change in the shift position in a stepped transmission and a change in the gear ratio (speed ratio) in a continuously variable transmission.

Therefore, an object of the present invention is to eliminate the above-mentioned drawbacks in the prior art, and to incorporate the shift operation, which was judged and operated by the driver in a manual transmission vehicle, into automatic shift control by applying fuzzy control theory. Therefore, it is an object of the present invention to provide a control device for an automatic transmission that enables gear change decisions similar to those made by humans.

Furthermore, in such a control device, the operability of the vehicle is predicted based on the running resistance and the driving force after shifting, and this helps in making a gear shifting decision, and the running resistance is calculated using the average value of the driving force over a certain period of time It is an object of the present invention to provide a control device for an automatic transmission that is configured to use the following method, and can therefore accurately calculate running resistance and make a more accurate shift judgment.

A further object of the present invention is to provide a control device for an automatic transmission that realizes the above-mentioned control not only for a stepped transmission but also for a continuously variable transmission.

(Means and operations for solving the problem) In order to achieve the above object, the automatic transmission control device according to the present invention is provided as follows.
As shown in the figure, a vehicle driving state detecting means 1 for detecting the driving state of the vehicle including at least the throttle opening, the amount of change thereof, the engine speed, and the running acceleration of the vehicle, and the vehicle driving state detecting means A running resistance that calculates the driving force output by the vehicle by inputting the output of the means, and calculates the running resistance applied to the vehicle by calculating the product of the detected running acceleration and the vehicle weight and subtracting it from the driving force. Calculation means 2
, the outputs of the running resistance calculating means and the vehicle driving state detecting means are input, and the driving force at full throttle opening after shifting is calculated from the detected value to find the ratio with the running resistance, and from the nucleation, at least the throttle opening is calculated. a vehicle reaction suitability prediction means 3 for quantitatively predicting the suitability of the vehicle's reaction after a shift to the driver's shift intention estimated from the speed change, the outputs of the vehicle reaction suitability prediction means and the vehicle driving state detection means. is input as an evaluation scale, and multiple shift rules consisting of verbal expressions set based on judgments and operations derived by analyzing the driver's shift behavior are applied to evaluate the satisfaction level of the shift rules. a shift rule evaluation means 4 for inputting the output of the shift rule evaluation means, a shift control value determining means 5 for selecting one of the shift rules based on the evaluation value, and determining a shift control value based thereon; It consists of a transmission means 6 which inputs the output of the control value determining means and drives the transmission mechanism, and is constructed using fuzzy reasoning.

Further, a control device for an automatic transmission equipped with a continuously variable transmission mechanism is also configured in substantially the same manner as described in claim 3.

As mentioned above, changing the shift position in a stepped transmission and changing the gear ratio in a continuously variable transmission are the same in that the rotational speed ratio between the installed engine and the drive shaft is changed depending on the running condition of the vehicle. In the above, the term "shifting" is used to include both changing the shift position in a stepped transmission and changing the gear ratio (speed ratio) in a continuously variable transmission.

(Example) Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

FIG. 2 is a schematic diagram showing the entire automatic transmission control device according to the present invention.
indicates the main body of the internal combustion engine. The engine body 10 has an intake passage 12
is connected, and an air cleaner 14 is attached to the tip side thereof. The intake air introduced from the air cleaner 14 reaches the engine main body after its flow rate is adjusted through a throttle valve 16 that operates in conjunction with an accelerator pedal (not shown) on the floor of the driver's seat of the vehicle. A fuel injection valve (not shown) is provided at an appropriate position near the combustion chamber (not shown) in the intake passage 12 to supply fuel, and the intake air is mixed with fuel and enters the combustion chamber and reaches the piston. After being compressed by a spark plug (not shown), it is ignited and exploded, driving a piston. The piston driving force is converted into rotational motion and extracted from the engine output shaft 18.

A transmission 20 is connected to the rear stage of the engine body 10, and the engine output shaft 18 is connected there to a torque converter 22 and a pump impeller 22a thereof. A turbine runner 22b of the torque converter 22 is connected to a main shaft (mission input shaft) 24.

A counter shaft (mission output shaft) 26 is juxtaposed to the main shaft 24, and between the two shafts are a 1st gear Gl, a 2nd gear G2, a 3rd gear G3, and a 4th gear G.
4 and reverse gear GR, and each gear is provided with a multi-plate hydraulic clutch CLI, Cl3.
Cl3. Cl3 (the reverse gear clutch has been omitted for simplicity of illustration) is correspondingly provided.

Furthermore, a one-way clutch 28 is attached to the ■speed gear G1. An oil passage 30 connecting a hydraulic power source (not shown) and a tank (not shown) is connected to these hydraulic clutches, and 82 shift valves 32 and 34 are inserted in the middle of the oil passage 30. The shift valve changes its position depending on the energized/de-energized state of the two electromagnetic solenoids 36 and 38, and controls the supply/discharge of pressure oil to the clutch group. The torque converter 22 includes a lock-up mechanism 40, which directly connects the turbine launch 22b and the engine output shaft 18 in response to a command from a control unit, which will be described later. Then,
The countershaft 26 is connected to a rear axle 44 via a differential device 42, and rear wheels 46 are attached to both ends of the countershaft 26. Incidentally, the engine main body 10, transmission 20, and differential device 4
2 is attached to a chassis (not shown), and a frame (not shown) is attached to the chassis to constitute a vehicle.

A throttle sensor 50 consisting of a potentiometer or the like for detecting the opening degree of the throttle valve 16 is provided in the vicinity of the throttle valve 16 in the intake passage 12, and a throttle sensor 50 such as a potentiometer or the like is provided near the engine main body 10. A crank angle sensor 52 consisting of an electromagnetic pickup or the like is provided in the rotating part, and detects the crank angle position of the piston and outputs a signal at every predetermined crank angle. Further, a brake switch 54 for detecting depression of the brake pedal is provided near a brake pedal (not shown) installed on the floor of the driver's seat of the vehicle, and a reed switch or the like is installed at an appropriate position on the transmission 20 to detect vehicle speed. A sensor 56 is provided to detect the traveling speed of the vehicle. These sensors 50.5
The outputs of 2.54.56 are sent to the shift control unit 60. Furthermore, outputs from a range selector switch 62 that detects the selected position of the range selector and a shift position switch 64 that detects the shift position (gear stage) are also sent to the control unit.

FIG. 3 is a block diagram showing details of the speed change control unit 60. As shown in the figure, the output of the throttle sensor 50 is input to the control unit 60, and then first input to a level conversion circuit 68 to adjust the level accordingly. The signal is amplified and input to the microcomputer 70. The microcomputer 70 has an input port 0a and an A/D conversion circuit 70b.
, a CPU 70 c, a ROM 70 d, a RAM 70 e, an output port 0 f, and - group registers and counters (both not shown), and the level conversion circuit 6
The output of 8 is input to its A/D conversion circuit 70b, converted into a digital value, and temporarily stored in the RAM 70e. Similarly, the outputs of the crank angle sensor 52 and the like are waveform-shaped by a waveform shaping circuit 72 in the control unit, and then input into the microcomputer via the input capo-1-70a and temporarily stored in the RAM 70e. . CPU70
c determines the shift command value as described later based on the actual measured values and various calculated values from them, and outputs the output power.
) 70f to the first output circuit 74 and/or the second output circuit 76, and energizes/de-energizes the electromagnetic solenoids 36 and 38 to change gears or hold the current gear. Incidentally, the gear stage is switched such that, for example, when both solenoids are de-energized (off), the fourth gear is engaged, but such a gear shift operation itself via an electromagnetic solenoid is not known. However, since this is not a feature of the present application, detailed explanation will be omitted.

Next, the operation of the present control device will be explained with reference to the flow charts shown in FIG. 4 and subsequent figures.

Here, before going into a specific explanation, the characteristics of the present control device will be briefly explained.The characteristics of the control device according to the present invention are to apply fuzzy control theory to determine the shift point in a manner similar to human decision-making. The point is that it is structured in such a way that it is determined. That is, the feature of the control device according to the present invention lies not in the configuration of the device itself, but in the operation of the control device, that is, the control method. Fuzzy control theory itself has recently been applied in various fields, so a detailed explanation of it will be omitted, but simply put, it is used to vaguely grasp the state recognition of a controlled object, and to The control rules (referred to as "production rules") that determine control values are also expressed in language in the form of "if...then...", and within these production rules, the standards for determining the situation or the content of the operation are expressed. is treated as an ambiguous quantity and is quantified by a membership function. In other words, although it uses ambiguous information that humans perform, flexible and highly adaptable control actions are modeled using fuzzy theory, and control values are calculated using fuzzy inference. Since it is easy to express the knowledge possessed by humans, it is easy to adapt to so-called expert systems that incorporate the knowledge and judgment of experts into a computer system. This control device is based on such a theory.

Therefore, even with this control device, work such as creating fuzzy production rules necessary for introducing fuzzy control theory is done when designing the control system for automatic transmissions, and control values are calculated based on the control algorithm during actual driving. Specifically, it is determined as follows.

(1) Creation of production rules As mentioned later, create an appropriate number of rules that are expressed in language such as "j to increase I speed in order to protect the engine when the rotation becomes extremely high." When creating this rule, Analyze the judgments and operations of expert drivers in manual transmission vehicles, and select the rules of thumb that can be derived from the analysis.

(2) Determination of parameters and membership functions At the same time, determine which parameters are used to recognize the state of the controlled object, and select parameters (variables) to be used for each of the production rules mentioned above. A membership function of the parameters is determined to determine the evaluation criteria (the state expressed by such a membership function is called a fuzzy label). As this parameter, in this control device, the sensor is i! Physical quantities are used, which are composed of actual measured values detected and calculated values (including estimated values and predicted values) obtained by differentiating the measured values. Specifically, engine speed, throttle opening, vehicle speed, throttle variation, acceleration, etc. are used as parameters, and these parameters are plotted on the horizontal axis (hereinafter referred to as the "defined area") on the coordinates as shown in Figure 25. An appropriate waveform (the membership function) is given, and values from 0% to 1.O' (referred to as ``membership value (grade)'') are assigned to the vertical axis.

The above is the preparatory work during vehicle design. In addition, in the preparation stage, the selection of sensors for detecting the determined parameters, storage of control rules, etc., or storage of instructions for calculation procedures in the memory of the microcomputer of the control unit, etc. are performed. .

(3) During control running during actual running, the microcomputer controls the CP
U70c detects (calculates) parameters, refers to control rules, performs fuzzy inference, selects one of the control rules, determines a control result, for example, 1st gear up, based on the control rule, and then activates a predetermined electromagnetic solenoid. 36 and 38 are energized/de-energized to engage the first gear. still,
In this fuzzy inference, membership values are calculated for parameters related to each control rule, the minimum value is taken as the evaluation value of that control rule, and the control rule with the highest evaluation value is selected among all control rules. do. Such mini-max operations themselves are often used in fuzzy inference.

Next, the operation of this control device will be explained with reference to the flow chart in FIG. In addition, this program is, for example, 10
It is activated at an appropriate timing from m5 to 40m5.

FIG. 4 is a flow chart showing the main routine of the speed change control. First, the SIO reads the values detected by the sensor group when the program is started this time and temporarily stores them in the RAM. The detected value is engine speed Ne
(rpm) (calculated by integrating the output of the crank angle sensor 52 described above for a predetermined time), vehicle speed V (km/h),
Throttle opening degree θT11 (degrees), current shift position (current gear stage) signal 5i5 (calculated from the ratio of input shaft rotation speed to output shaft rotation speed of transmission, or engine rotation speed, throttle opening degree, vehicle speed, etc.) ), elapsed time after shift tspT
(s) (This is determined by measuring the time with the microcomputer's timer counter rather than the sensor output. Specifically, when a shift command is issued in the microcomputer, the flag register bit is turned on as appropriate.
(obtained by measuring the elapsed time since it was turned on) and the on/off signal B Ke - of the brake switch 54
0N10FF and range position signal P RANGE are used.

Subsequently, after confirming that the range selector is in the D range in step 512, it is determined in step S14 whether or not a gear shift operation is currently in progress. This judgment work is performed with reference to the shift command flag mentioned above. If it is confirmed in S14 that the shift is not in progress, the process proceeds to S16 and a shift command value is determined. This will be discussed later. Furthermore, S12. S
If the answer is negative or affirmative in step 14, the program is immediately terminated.

FIG. 5 is a flow chart showing a subroutine for determining a shift command value. To explain according to the diagram, first 5
At 100, read out the vehicle speed ■ and throttle opening θTO from the sensor output values detected when the program was started last time, and calculate the acceleration α (In++/h/s) (vehicle speed deviation) and the throttle change amount ΔθTll (degrees/S). do. That is, as shown in FIG. 6, the value at the current program startup (time n) and the previous program startup (time n
-1)) is calculated by finding the deviation (first-order differential value divided by unit time n-(n-1)). In the actual calculation, the acceleration is calculated as "km/h10.Is", and the throttle change amount is calculated as "degrees 10.1 s".

Subsequently, in 5102, the output desired by the driver is estimated from the throttle opening θTH at the current time n, and the ratio between it and the force actually output by the vehicle (hereinafter referred to as rPS ratio) is calculated. Note that the units of this PS ratio and the calculation parameters described below are horsepower (PS) and driving force (kg
f), etc., but torque (kgf-m) and acceleration (k+n/h/s) may also be used.

7 to 9 are subroutine flow charts showing the calculation of this PS ratio. To explain according to the diagram, first, at 5200, the throttle opening θT at the current time is calculated.
The table value stored in the ROM70d is searched from Hn, and the horsepower utilization level (referred to as rps%
(referred to as J). FIG. 8 is an explanatory diagram showing this table value, and as shown in the figure, the output characteristic proportional to the throttle opening θTH shown on the horizontal axis has been determined and stored in advance through experiments, and from this characteristic diagram, for example, If the throttle is opened to WOT, the driver wants the maximum horsepower that the engine can generate at that point, and if the throttle opening is θTH-α, then the driver wants to use the horsepower that is α% of the engine's maximum horsepower. You can understand what you want.

Subsequently, at 5202, the throttle opening degree θ at the current time is determined.
The map in the ROM 70d is searched from THn and the engine speed Ne to calculate the horsepower PSD actually output by the vehicle. FIG. 9 is an explanatory diagram showing this converter stored in the ROM.

Needless to say, this must also be determined in advance through experiments.

Next, in 5204, multiply the 28% obtained in 8200 by the maximum horsepower (the maximum horsepower that the vehicle can output), and divide the actual horsepower PSD obtained in the previous step by that product to obtain the ps ratio described above. demand. In other words, 61 PS ratio = Actual horsepower retrieved from the map / The horsepower desired by the driver is shown, and from now on, the ratio of the horsepower the vehicle is actually outputting to the horsepower desired by the driver can be understood. You can. Therefore, if the PS ratio is close to or larger than "l", the horsepower desired by the driver is sufficiently satisfied, and in other words, even if the driver shifts up to reduce the horsepower. If the PS ratio is less than 1", it can be assumed that the driver is highly motivated. If the PS ratio is less than 1", the driver is not getting as much horsepower as he or she wants, and therefore the driver has low motivation to shift up. Therefore, this PS ratio can be used as an index for upshifting.

Returning to FIG. 5 again, in 5104, the horsepower change expected by the driver is calculated from the throttle change amount ΔθTH, and the ratio of this to the horsepower change actually output by the vehicle (hereinafter [expected PS ratio EPSRTOJ) is calculated. As will be described later, this expected PS ratio determines the motivation for downshifting.

FIG. 10 is a subroutine flow chart showing the procedure for calculating the expected PS ratio. To explain according to the diagram, first, at 5300, it is determined whether or not the throttle change amount ΔθTH is a negative value. Since this means that the throttle valve has been returned, the process advances to 5302 and the expected PS ratio is set to zero. In other words, as described later, this expected PS ratio determines whether to downshift or not, so when the throttle opening is decreasing, the driver's acceleration request (
This is because there is no apparent intention to downshift.

If it is confirmed in 5300 that the throttle valve has not returned, the process moves to 3304, where the throttle opening θTHn-1 at the previous detection (time n-1) and the throttle opening between the previous detection and the current detection are determined. A map stored in the ROM is searched based on the amount of change ΔθTH, and the amount of horsepower change expected by the driver (hereinafter [expected amount of PS change DEPS
J) is calculated. FIG. 11 is an explanatory diagram for explaining such a map, and it goes without saying that this map is also obtained through experiments and stored in advance.

Subsequently, in 5306, the actual horsepower change amount (hereinafter referred to as "actual PS change amount DLTPSD J") is calculated as follows.

Actual PS change amount = Actual horsepower retrieved from the map (at time n) - Actual horsepower retrieved from the map (at time n-1) The actual horsepower retrieved from this map is determined from the output power shown in Figure 9 when the throttle is Therefore, in the above equation, the value searched from θTHn and Ne at time n and θ at time n-1 are
The difference between the values retrieved from THn and Ne is determined, and thereby the actual horsepower change per unit time between times n-1 and n can be determined. Next, in 3308, the table in FIG. 12 (stored in the ROM) is searched based on the actual horsepower change amount obtained in the previous step and the constant CARD (set as appropriate) to obtain a correction coefficient kPS.

Subsequently, in step 310, the expected PS ratio UPSRT
Find O as follows.

Expected PS ratio = (KPS This is used to eliminate such inconveniences.

As mentioned above, this expected PS ratio indicates the ratio of the change in horsepower expected by the driver to the change in horsepower actually output by the vehicle, and it is possible to judge the driver's motivation for downshifting from this value. is possible. That is, expected PS ratio<1. , Expected Ps ratio with low motivation for downshifting ≧1... It is determined that motivation for downshifting is high. In other words, if it is greater than 1, the driver's expectations are greater and the vehicle cannot meet them = 29-, so it is necessary to downshift to increase the driving force, and if it is less than 1, the driver's expectations This is because there is no need to downshift. The reason why we introduced a new concept of expected PS ratio and used it as a down-judgment index instead of using the PS ratio, which is the aforementioned shift-up determination index, for down-shift determination is because the PS ratio can be determined from the throttle opening. On the other hand, the expected PS ratio is calculated from the amount of throttle change. That is, the throttle change amount is considered to be more appropriate for estimating the motivation for a downshift intended to increase output.

Returning to FIG. 5 again, in 5106, the engine speed after shifting for all shift positions (gears) that can be increased or decreased from the current shift position (hereinafter referred to as "post-shift rotation speed") seek.

FIG. 13 shows the calculation procedure, and will be explained according to the same figure. First, at 5400, the value of a counter S FTI that sequentially indicates shift positions that can be changed is initialized (initial value "1" degree). In other words, this post-shift rotation speed is not for a specific gear, but for all gears other than the current shift position S6, specifically for the 4th forward gear, so it is determined separately for each of the remaining gears to the remaining 3rd gear. Since this counter is used to display the gear stage being calculated,
In this step, the count value is initialized to 5FT1=1 (
In other words, the shift light is not scattered and the first gear is set).

Subsequently, at 5402, the first speed (counter value S PT
I) and the current shift position lS5 to calculate the maximum number of downshiftable stages CHMIN. As shown in the calculation example in FIG. 14, this is, for example, the number of gears that can be lowered by two gears if the vehicle is currently in third gear.

Next, in 5404, it is determined whether the current gear is in the first gear, and if it is not in the first gear, the process proceeds to 5406 to calculate the post-shift rotation speed in the first gear, assuming that the gear has been shifted to the first gear. This is calculated by: total reduction ratio GR of the first speed; rotational speed after shifting - [rpI11] total reduction ratio GR of the current gear. Incidentally, such total reduction ratio is stored in advance in the ROM as data for each gear stage.

Subsequently, in 3408, the difference between the first speed (counter value) and the current gear is calculated to calculate the number of gears, and the post-shift rotation speed calculated in 5410 is stored in the column of the gear in the RAM. In this case, as shown in FIG. 14, the value of the gear on the down side is stored as CnDNE, and that of the gear on the up side is stored as Cn1JNE (n: gear. Therefore, in this case, n-1).

Subsequently, at 5412, the counter value 5FTI becomes ``4''.
``', that is, it is determined whether the fourth speed has been reached.

In the case of the first startup, it is calculated from 1st gear, so naturally it will not reach it, so even if the counter value is incremented at 5414 and it reaches 2nd gear or higher, the same procedure will be followed unless it matches the current gear. Calculate the rotation speed after shifting, and after confirming that the 4th gear has been reached, calculate the difference between the 4th gear and the current gear in the final step 3416 to determine the maximum number of gears that can be increased.
It ends in search of MAX.

Returning to the flow chart in Figure 5 again, 3108
The ratio between the horsepower change expected by the driver and the expected horsepower change of the actual vehicle after downshifting (hereinafter referred to as "post-shift expected PS ratio CnDPSRJ") is calculated. estimates the horsepower change expected by the driver from the driver's throttle operation, and compares it with the horsepower change actually output by the vehicle to determine whether the driver's expected change has been achieved. It determines whether or not to downshift depending on whether the vehicle is present or not.
This comparison corresponds to the expected PS ratio described above. As a result, when it is determined that it is necessary to downshift, the expected post-shift PS ratio calculated from now on is used as an index to determine which gear (shift position) to downshift to. This expected post-shift PS ratio indicates which gear should be shifted down to achieve the horsepower change expected by the driver.

By the way, regarding upshifting, the horsepower expected by the driver is estimated from the current throttle opening, and the upshifting is determined by comparing it with the horsepower output by the actual vehicle (the PS ratio mentioned above). At the same time, this was confirmed through the concept of control toughness, which was established as a coefficient that indicates the appropriateness of the vehicle's response to throttle changes, in order to avoid excessively reducing surplus horsepower and losing vehicle maneuverability due to forced upshifts. It is something to do.

This control toughness will be described later.

In this control device, various indicators such as these are included in the parameters, and the degree of satisfaction of the fuzzy production rule is determined through fuzzy inference to determine the control command value.

The expected post-shift PS ratio will be explained with reference to FIG. 15.

First, at 5500, it is confirmed that the throttle valve is not in the valve closing direction as in the expected PS ratio described above, and therefore, at least the driver is not in a state where there is no intention to downshift. - Initialize the value of the counter that displays the number of gears 5TEP obtained at 8408 on the chart (initial value "-1"). This initial value means the case where it is assumed that the gear is down by one speed.

Next, in 5504, it is determined whether the initial value, ie, the first speed, exceeds the maximum number of downshiftable gears CHMIN similarly determined in 8402 of the previous flow chart. For example, if the current gear is 1st gear and it is not possible to lower the speed by one gear, the calculation will end immediately, and if it is possible to lower the gear without exceeding the gear, proceed to 5506 and calculate the post-shift rotation speed and the current speed. The PS map shown in FIG. 9 is detected from the throttle opening of , and the horsepower cps that the vehicle outputs when it is assumed that the vehicle is down by one gear is calculated. In this case, the number of revolutions after the gear change is 3 in the flow chart in Figure 13 above.
The first gear down value CIDNE among the down side values in the data stored in step 410 is used.

Next, at 8508, the current horsepower PSD (calculated according to the flow chart in FIG. 7) is subtracted from the expected horsepower CPS to calculate the horsepower increment CDELTA due to the shift, and then at 5510, the expected post-shift PS ratio CnDPS is calculated.
R (n: the number of downs) is calculated as follows.

Expected PS ratio after shift = expected PS change amount / (horsepower increase factor due to shift CARD) Here, the expected PS change amount is the change amount D calculated in Fig. 10.
Use EPS. Further, CARD is a constant to prevent division by zero.

Subsequently, the value of the gear stage number counter is decremented at 5512, and the above operations are repeated until it is determined at 5504 that the maximum value that can be lowered has been reached. Furthermore, S
If it is determined at 5'OO that the valve is closed, the expected post-shift PS ratio is set to zero at 5514 and the process ends.

Returning to the flow chart in Figure 5 again, 5110
The control toughness described above is calculated. FIG. 16 is a flow chart showing this calculation subroutine.

Before going into the specific explanation of the flow chart,
To briefly explain control toughness with reference to FIG. 17, it is a term coined by the inventors, and refers to a "coefficient expressing the appropriateness of the vehicle's response to changes in throttle opening." Use as meaning. As described above, this concept was devised from the viewpoint of one of the purposes of eliminating the feeling of being busy when shifts are frequently repeated, such as when pitching or towing a camper. In other words, the above-mentioned inconvenience arises from not securing sufficient margin driving force, which is obtained by subtracting running resistance, which is an extrinsic load of the vehicle, from the driving force. This becomes noticeable during upshifts when the amount decreases. This point will be explained with reference to FIG. 17. Assuming that the engine speed is currently Neo and the vehicle is running, the amount equivalent to the surplus horsepower shown as the difference from the full-open driving force is shown as shown in the figure. In this case, running resistance increases when running on a flat road compared to when running on a flat road due to the addition of gradient resistance. In this state, when the throttle opening is returned to the cruise opening, conventional control devices automatically shift up because the shift point is uniquely determined from the vehicle speed and the throttle opening. Therefore, the engine speed decreases to Nel, and the full-throttle driving force (after shifting)
Since the value also decreases, the amount corresponding to the surplus horsepower after the shift also decreases as shown in the figure, and as a result, downshifting is performed again. In other words, in this case, the vehicle is unable to respond appropriately to the driver's request because the running resistance is large enough to correspond to the surplus horsepower after the shift.
If such a state can be taken into consideration when making a shift decision, it should be possible to avoid meaningless upshifts. Therefore, in this control system, the appropriateness of the vehicle's response is expressed by the concept of control toughness, which is determined by the current running resistance against the driving force after the shift, and this concept is taken into account when making upshift decisions. I decided to make a decision. More precisely, as mentioned above, when making a shift-up decision, the driver's expected horsepower and actual horsepower are compared based on the PS ratio to determine when it is time to shift up, and at the same time, the control toughness is used to determine the vehicle's operability when shifting up. The final decision will be made as to whether or not to upload it. The calculation of this control toughness will be explained below.

First, at 5600, the current torque TE is calculated as follows.

Current torque = (716, 2X actual horsepower) / engine speed
(kgim) As is well known, 716.2 is a constant for horsepower-torque conversion.

Subsequently, in 5602, the torque ratio map is searched to calculate the torque ratio TR. That is, in the automatic transmission, the mission input torque is amplified via the torque converter 22, so the degree of amplification is calculated to correct the torque. FIG. 18 is an explanatory diagram showing this torque ratio map (stored in ROM), where the horizontal axis shows the speed ratio and the vertical axis shows the corresponding torque ratio. The speed ratio is the rotation ratio between the main shaft 24 and the countershaft 26 of the transmission, and these are specifically substituted by the engine rotational speed and the vehicle speed. The calculated torque ratio TR is then 560
In step 4, the torque TE calculated in step 3600 is multiplied to obtain the corrected torque TO.

Subsequently, in 5606, the corrected torque values calculated in this manner are averaged by going back an appropriate period. In other words, since there is a slight time delay before throttle changes are reflected in the engine output, it is possible to calculate the engine output more accurately by understanding the impulse over a predetermined period and averaging it. It is.

Fig. 19 is an explanatory diagram showing this averaging work, in which the torques are summed up from the current time n (current control cycle) to a predetermined cycle interval n-M, and then the torque is summed up by the total number of cycles. Calculate the average value.

Next, at 3608, after confirming from the detection signal of the brake switch 54 that the brake is not depressed,
At 3610, the brake timer is decremented.

This is the same as applying a load or running resistance to the vehicle when the brakes are in operation.
This is because the control toughness is calculated from the ratio of driving force and running resistance, so it is difficult to ensure accurate calculation of running resistance. Therefore, when it is determined that the brake is in operation, 56
In 12, control toughness R1/mouth 1 is 1.0
As a result, the rules are configured so that the upshift command is not issued in the fuzzy inference.

In this case, R1 means the current running resistance, and Ql means the full-open driving force at that gear when it is assumed that the gear has been shifted. (In addition, since the running resistance does not change before and after the shift, It can also be called the running resistance of or,
In this flow chart, calculation of control toughness is avoided not only during the braking operation, but also for a certain period after the braking operation is completed and the brake is returned, in order to further improve the accuracy of the calculation. For that purpose, 8608
56 if it is determined that the brake pedal has been depressed.
The brake timer (built in the microcomputer) is started at step 14, and the count value is decremented at step 8610 each time the end of the brake operation is confirmed at step 3608, and during that time, the brake timer (built in the microcomputer) is decremented at step 8610. If detected, the count value is reset at 5614.

If it is confirmed in 3616 that the brake timer value has reached zero, then in 8618 it is determined whether the vehicle speed (2) exceeds a predetermined lower limit value Vl'11NCT, for example 2 m/h. This is because, in the case of such a low vehicle speed, no shift operation is necessary in any case, and in this case, the control toughness is set to 1.0 at 5620 and the program is terminated.

If it is determined in 8618 that the vehicle speed is above a predetermined value, then in 5622 it is determined whether the throttle change amount ΔθTH exceeds a predetermined valve opening speed ΔθTl (-OPEN), and if it does not exceed the predetermined valve opening speed ΔθTl (-OPEN), the process continues. Similarly, in step 5624, it is determined whether or not to increase the predetermined valve closing speed Δθ THCLO3E.In other words, when the throttle suddenly changes, it indicates a transient state, but in the case of a sudden transient state, especially sudden acceleration, the vehicle is affected as described above. Since there is a predetermined time delay before the increased fuel is distributed to each cylinder via the intake manifold and the engine output increases when the throttle is opened, the calculation of running resistance RO is stopped when the throttle suddenly changes. , the calculation is also stopped after a predetermined period of time.Specifically, when a sudden change in the throttle is detected at 5622 or 5624, the process moves to 5626 to reset/start the throttle timer, and at 5624 the throttle timer is reset/started. The timer value is decremented in step 3628 each time it is detected that the sudden change operation has ended.

Subsequently, after it is confirmed in 5630 that the timer value has reached zero, the current running resistance RO is calculated in 5632 as follows.

Running resistance RO = ((average torque TRQ
×Total reduction ratio GR of current gear) / (Tire effective radius r)
) - ((1 + equivalent mass coefficient) x (vehicle weight M x acceleration α) (kgf)...
(]) In addition, the transmission efficiency η, total reduction ratio GR, tire effective radius r, equivalent mass coefficient, and vehicle weight M (ideal value) are determined by obtaining data in advance and R
In addition to storing it in the OM, the torque TRQ is
The value calculated in step 06 is used as the acceleration α, and the value calculated in step 8100 of the flow chart in FIG. 5 is used as the acceleration α.

Here, to explain why the running resistance is calculated as in the above formula, the power performance of the vehicle is determined from the equation of motion as follows: Driving force F - Running resistance R = Vehicle weight M x Acceleration α [kgf]
...(2) ', ° F = () Luk TR × Gear ratio GRX efficiency η) /
Tire effective radius r (kgf) R = (rolling resistance μO + slope sin θ) x vehicle weight Wr
+ Air resistance (μA All of these are included in running resistance R. Therefore, by transforming the above equation (2), running resistance R = driving force F - (vehicle weight M x acceleration α) (kgf). 1) Formula is based on this (.

Next, after confirming that the acceleration α is not a negative value in 5633, the acceleration guarantee rate map (h map) is searched in 5634 to calculate the acceleration guarantee rate, and in 8636, the aforementioned running resistance RO is calculated as shown below. is corrected to calculate the corrected resistance R1. In the flow chart of FIG. 16, when it is determined that the throttle is suddenly changing, the previously calculated value ROn-1 is used as the value of the running resistance RO (363B). Further, if the acceleration is in the negative direction, no correction is made (3633).

Corrected running resistance R1 = RO+ (acceleration guarantee rate h x vehicle weight M
× acceleration α)
For example, the guarantee rate (correction coefficient) shown on the vertical axis is set to decrease as the acceleration increases. To explain this point with reference to FIG. 22, it is assumed that when the vehicle speed V is in the state shown in the figure, a shift-up decision is made at time tn. Let us now assume that the control toughness in the upshift judgment is given by RO/Ql. In this case, since the driving force necessary to maintain the acceleration state during ROO is lacking, the index of control toughness represents the surplus horsepower when it is sufficient to maintain the current vehicle speed. Therefore, it is not suitable as an indicator. Conversely, the entire driving force necessary to maintain the acceleration state during ROO is added to RO and set as R1, and R1/
If we consider control toughness in terms of Ql, and considering that a shift-up will always result in a reduction in driving force due to a drop in gear ratio or engine speed, R
1> Ql and there is almost no upshifting, which also does not match our feeling. Naturally, people expect that acceleration will be impaired by upshifting, and it is necessary to express that person's expectations in some way and make corrections. Therefore, with such a configuration, even when accelerating, upshifting is performed effectively as long as the acceleration before shifting can be maintained, and smooth driving is ensured, and at the same time, the acceleration suddenly changes after upshifting, making the driver feel uncomfortable. There is no inconvenience like remembering.

Subsequently, in 5640, the value of the gear stage number counter is initialized, and in 5644 and thereafter, the post-shift full-open driving force Q1 is calculated for each possible gear stage until it is determined that the upper limit number of upshift stages has been reached in 5642. To explain below, first, at 5644, the counter value 5TEP=1, that is, 1
The maximum horsepower CPSMAχ at that gear, assuming that the gear is shifted up, is searched. This is calculated by searching the output output shown in FIG. 9 from the post-shift rotational speed CIUNE calculated using the flow chart in FIG. 13 and the fully open throttle opening value.

Subsequently, at 8646, horsepower-driving force conversion is performed to calculate the full-open driving force Q1 as follows.

Full-open driving force Q1 = (716, 2x full-open horsepower CP after shift
SMAX X Total reduction ratio after shifting GRX Gear transmission efficiency after shifting Control toughness c, υ
CT is calculated, and then the counter value is incremented at 5650, and the control toughness C2 of 2nd gear up and 3rd gear up is increased until it is determined that the upper limit value has been reached at 5642.
Calculate UCT and C3UCT. As mentioned above, control toughness indicates the proportion of running resistance to the maximum driving force that can be obtained assuming that the vehicle has been shifted by n speeds, that is, it indicates the surplus horsepower after shifting. Therefore, in this sense, it can also be regarded as a coefficient that indicates how appropriately the vehicle can react to the driver's intention to shift gears as indicated by throttle changes.

FIG. 23 is an explanatory diagram showing a case where such control toughness is defined by a membership function. That is, R1/
When port 1 is close to 1 or larger than l, there is no extra driving force, and therefore, if the engine is shifted up, the horsepower will be insufficient, and the evaluation value (grade) μ will also be low. Conversely, when the value is negative, Mα is large, which means that the vehicle is in a dismounted state, and similarly, the controllability of the vehicle is low, so the evaluation value is also low. Therefore, in the case of the example, even if the gear is shifted up within a predetermined range of about 0.2 to 0.5, there is still some margin in the driving force. As will be described later, in this control device, a shift command value is determined by evaluating the suitability of a shift rule, for example, if the control toughness is good, shift up by one gear, etc., through fuzzy reasoning based on the control toughness.

Returning to FIG. 5 again, after calculating the control toughness at 5110, the shift position is determined using fuzzy production rules at 5112.

FIG. 24 is a flow chart showing the main routine of this rule search.
The rules used in this control device will be briefly explained with reference to the drawings. It should be noted that, as described above, this rule and the parameters to be used or their fuzzy labels are set when designing the control system of the vehicle. In this embodiment, 20 rules are used as shown in the figure.

Rule 1 D Parameters used: Engine speed Ne [rpm, same hereafter] Conclusion: 1st gear up rule implication 10. ``When the engine speed reaches extremely high speeds, shift up to 1st gear to protect the engine.'' This is a rule for engine protection, and when the engine speed reaches 600
This means that when the vehicle enters or is in danger of entering the red zone exceeding the Orpm, it shifts up and lowers the rotation speed to protect itself. In addition, in this rule, "1st gear up J
means to shift up by one gear, for example, to shift up to third gear if it is second gear, but does not mean to shift up to first gear.

Rule 2 Use parameter 0. Current shift position Sδ Vehicle speed V [k
m/h, same below] Throttle opening θT? + [OT 78 degrees. same as below.

Naoma T=84 degrees] Conclusion 000011. Implications of the downshift rule for 1st gear: 0. "If the vehicle is fully closed and the vehicle speed is extremely low, if the current shift position is 4th gear, shift down to 1st gear." From this rule to Rule 4, when the throttle is fully closed and the vehicle speed is extremely low, shift down to 1st gear. This rule defines the initial shift operation that commands the shift position, and this rule is scheduled when the current shift position is in 4th gear, when rule 3 is in 3rd gear, and when rule 4 is in 2nd gear. are doing.

The evaluation of such rules using fuzzy inference will be explained in detail with reference to Fig. 24, but to briefly explain here, if the current shift position is 2nd gear and the vehicle speed is 10km/h.
h, throttle opening is 178, the grade of each fuzzy label in rule 2 is: current shift position - 〇 (score is 0 because it does not intersect with the waveform), vehicle speed = 0.95, throttle opening = It becomes 0.95. In this case, three fuzzy labels are involved, and each has a different score, but since the minimum evaluation value satisfies all related matters at least within its range, the minimum evaluation value, In the case of the example, the evaluation value O of the shift position is Rule 2
is the evaluation value. Such evaluation is performed sequentially for the 20 rules, and the rule with the highest evaluation value is selected because it has the highest degree of satisfaction, and the shift command value is determined based on that rule. For an actual example, when evaluating according to rule 3, the grade is: current shift position = 0, vehicle speed =
0.95, throttle opening = 0.95, rule 2
The evaluation value of is also 0. Similarly, regarding rule 4, current shift position = 0.95, vehicle speed = 0.95,
Throttle opening = 0.95, and 0.95 is the evaluation value. Therefore, if the existence of other rules is ignored, the vehicle will shift from second gear to first gear according to rule 4. In this case, it goes without saying that Rule 4 was selected among similar rules 2 to 4 because the current driving condition was closest to the downshift from 2nd gear to 1st gear scheduled by Rule 4. It is. In this embodiment, the maximum value of the membership function is made different depending on the rules. That is, rule 1 has a maximum value of 1.0, rules 2 to 6 have a maximum value of 0.95, and rules 7 and onwards have a maximum value of 0.9.

The reason for this will be explained later.

Continuing the explanation of the rules below, Rule 5 Usage Parameter 09. Current shift position 86 Vehicle speed V Throttle opening θTH Conclusion 001.181. Implications of the downshift rule for second gear 40. ``If the vehicle is fully closed and the vehicle speed is low, shift down to 2nd gear if the current shift position is 4th gear.'' This is a rule similar to rules 2 to 4, even if the vehicle speed is not that low. It is also specified that the vehicle should be shifted to second speed when the speed is low.

Note that Rule 6 has the same effect except that the current shift position is scheduled to be the third gear.

Rule 7 −54= Parameter used 806 Engine speed Ne Acceleration α [km/h10. ls.

The same applies hereafter] Throttle change amount ΔθTH [Degree 10.1 s Same below 0] Control toughness R1 / Mouth I PS ratio Conclusion, , , , , Implications of 1st gear up rule 06. ``Upshifting with a constant throttle during acceleration should be done if the PS ratio approaches 1 and control toughness is good.'' This rule indicates upshifting during acceleration. That is, if the engine is accelerating, the engine speed should be relatively high, the acceleration should be increasing, and the throttle should be opened (not returned). As mentioned above, shifting up is PS
Judging from the ratio and control toughness, it is possible to shift up to 1st gear even during acceleration as long as these are in a satisfactory state.

Rule 8 Parameters used 61. Current shift position 1sδ Expected PS ratio Conclusion: Implications of the rule without shifting 00. ``Hold the shift when the throttle suddenly closes completely and returns.'' This means that while driving in 4th gear, if the expected PS ratio (a measure of motivation to downshift) is small, the gear will not shift.

Rule 9 Use parameter 01. Acceleration α Throttle variation ΔθT ■ Control toughness R1 Engine speed Ne Conclusion: Implications of 1st gear up rule 09. ``Upshifting during gentle acceleration should be done if the engine speed is not low and the control toughness is good.'' In the case of slow acceleration, acceleration α cannot be used as an indicator, and therefore the engine speed is relatively low. Upshifting will be determined based on the requirement that it be high. Since it is an upshift, it is of course necessary to have good control toughness. Note that the reason why the PS ratio is not judged is because it is considered appropriate that the PS ratio can be used as an index only when the vehicle acceleration is above a certain level.

Rule 10 Use parameter 00. Elapsed time after shift [s Co-throttle change amount ΔθTl+ Conclusion 0016600. Implications of the no-shift rule 81. ``If the throttle does not move immediately after the shift change, the gear will not shift.'' This means that if the throttle valve is not pressed heavily immediately after the shift, it is assumed that the driver has no intention of shifting, and the driver waits for a predetermined period of time, for example 1. A dead zone of about 6 to 2.5 seconds is provided.

Rule 11 Parameter used 000 Expected PS ratio Throttle change amount ΔθTH Conclusion, ・40006. Implications of the no-shift rule 03. ``Even if the throttle is depressed, if the expected PS ratio is small (when the car follows the throttle movement), the gears will not be changed, and when downshifting, the expected PS ratio will be used to motivate downshifting, and the The destination stage is determined from the PS ratio, but a small expected PS ratio means that the change in the actual vehicle's horsepower is greater than the change in horsepower expected by the driver, so it is necessary to reduce the horsepower and increase the horsepower. There is no need for gear shifting.

Rule 12 Use parameter 00. Control toughness Rotation speed after shifting [rpm, same hereafter] PS ratio Throttle change amount ΔθTl (Conclusion, , , , , Implications of 3rd gear up rule 01. “When the throttle is returned and cruise is intended, control toughness and 3rd gear up in consideration of both fuel efficiency.'' If the throttle is on the return side, you can see the intention of cruising.Also, if the rotation speed is expected to decrease by shifting, it is a good idea from a fuel efficiency perspective.Therefore, If the PS ratio, which is the ratio between the actual horsepower and the horsepower desired by the driver, is close to 1 or higher than that, it indicates that the driver is highly motivated to shift up, so the control toughness after shifting is satisfactory. I will upload it if possible.In addition, rules 13-14
Also, from the same point of view, it is intended to increase from 2nd speed to 1st speed.

Rules 15 to 17 Parameters used 896 Expected PS ratio Expected PS ratio after shift (L speed - 3rd gear down value) Revolution speed after shifting (1st gear - 3rd gear down value) Conclusion, 3rd gear (2nd gear down value) Implications of the down rule 10. ``If the car does not follow the throttle movement even when the throttle is depressed, it will shift down to 3rd gear (2nd gear, 1st gear) so that the expected PS ratio after shifting is 1.

Rules 5 to 17 are kickdown rules. It is determined that a downshift is necessary because the expected PS ratio, which is the ratio between the horsepower change expected by the driver and the actual vehicle's horsepower change, is large. Therefore, when shifting from 1st to 3rd gear, the actual vehicle's horsepower change (
(Expected PS ratio after shift) is evaluated.

Rule 18 Parameters used 1. Only the vehicle speed is 600600. Implications of the shift hold rule: [When the vehicle speed is extremely low or the vehicle is stationary, wait at the current shift (l speed).'' This means that if there is no rule that is adopted when the vehicle is stopped, other rules will be adopted with a low grade value. This is a rule to prevent this from happening.

Rule 19 20 Parameter used 0. Control toughness (when increasing 1st gear) Conclusion 000000. Implications of the shift hold rule 1. ``If you can predict that the control toughness will be poor as a result of shifting up to 1st gear, do not shift.'' This compensates for the shift door rule, which states that the gear will shift up when the control toughness is good. Therefore, even if the control toughness is not good, if the satisfaction level of other rules is low, the shift door rule will be adopted as a result, and the purpose of the present application, which is to avoid busy shifts, will not be achieved. This set of rules was created to ensure that nothing happens.

Next, rule search will be explained with reference to the flow chart of FIG. In the figure, first, at 5700, the grade value of the membership function is calculated. This is done according to the subroutine shown in FIG. To explain with reference to the same figure, first, in 5800, data is set for each physical quantity (parameter) No., and in 5802, the address code number of the address register is initialized, and the initial value = IL, and in 5804, its CN number value. Read the membership value (grade) (DAT) of

To explain the above with reference to FIGS. 27 to 29, the ROM of the microcomputer contains the 27th
Data as shown in the figure is stored. The data is set for each parameter such as vehicle speed, and the corresponding membership function is defined and stored in a table format with the relevant physical quantity attached to the domain (horizontal axis). Physical INO and address (code NO.
) is attached. The membership function of this physical quantity (parameter) has been explained with reference to the rules shown in FIG. Note that if different membership functions (waveforms) are defined for one physical quantity, special addresses are given. Further, FIG. 28 shows a calculation table prepared in the RAM, and is set to write actually measured or calculated values for each physical quantity. FIG. 29 is an arithmetic table in which the results of calculating the membership value (grade) for each code NO by applying the data in FIG. 28 to FIG. 27 are written, and is similarly provided in the RAM.

Therefore, in the flow chart of FIG. 26, 3800 means writing the measured or calculated data into the operation table of FIG. 28, and 5802 initializes the value of the address register specifying the address code of FIG. 5804 is the 28th work that sets the value to 1 (indicates the first column).
The grade value is calculated (read) for each address (code number) by applying the measured value to the membership function table in Fig. 27 using the calculation table shown in the figure, that is, the value actually measured for the vehicle speed in the first column. , for example 120km/
It means the work of applying a value such as h and reading a grade value such as 0.0. The read data is then 5BO6
The grade value μ(CN) of the code is set at 5808, and the code number is incremented at 5808.
Repeat until 5810 confirms that all codes have had grade values read.

Returning to FIG. 24 again, a search matrix is then created at 5702. FIG. 30 is a flow chart showing the creation subroutine. That is, the rule group shown in FIG. 25 is actually stored in the ROM as shown in FIG.
It is stored in a matrix form within the R, but by searching it and applying the grade value obtained earlier, the R shown in Figure 32 is obtained.
The purpose of this subroutine is to write to the arithmetic matrix stored in the AM. Below, I will explain 5 things first.
At 900, the total number of rules N is read. In this example, the number is 20. Next, in step 5902, the value n of the counter that counts rule numbers is initialized to n=1゜rule 1.
In step 5904, the value l of a counter for counting label numbers is similarly initialized (l-1° means the first label of rule 1). For example, in Rule 2, this label corresponds to the current shift position, vehicle speed, and throttle opening, and each label is labeled 1. Label 2° Label 3 and No. will be attached. Next, at 5906, the total number of labels Q
Read L. According to rule 2, there are 3 pieces. continue,
The code number of the corresponding rule is read from the rule matrix shown in FIG. 31 in step 8908 and step 5910.

According to Rule 2, code numbers (shown in the table in FIG. 27) corresponding to the shift position, vehicle speed, and throttle opening are read. Subsequently, in 5912, the previously calculated grade value corresponding to the code number is read, in 5914 it is written in the calculation matrix shown in FIG. 32, and in 5916, the label number is incremented.

When it is confirmed in 3908 that all the labels of the rule have been searched, the process goes to 3918 to update the rule number and perform the same operation for the next rule, and in 5920 all the rules are searched. Confirm that the process has been completed and finish.

Figure 24 Returning to the main routine again, the last 370
4, the output is determined based on the subroutine shown in FIG. This subroutine consists of two tasks: finding the degree of conformity of each rule and the label number that determines the degree of conformity from the previously determined membership value, and selecting the rule with the highest degree of conformity to determine the control command value. This shows the so-called mini-max operation.

First, a rule number counter is initialized at 31000, and the conclusion of the first rule is read at 51002. Third
FIG. 4 shows a rule map stored in the ROM, and the conclusion is read by referring to this map.

For example, the first rule is 1st gear up (+1).

Next, in steps 51004 and 1006, it is determined whether the conclusion is executable (for example, if the current shift position is 3rd gear, it is possible to move up to 1st gear) regarding upshifting and downshifting, and then Initialize the starting membership value for comparison with 81008 (initial value = 1.0), 5IO10
reads the total number of labels of the first rule, initializes the label number counter with 51012, and returns 51 through 31014.
At 016, compare the grade value obtained earlier on the first label with the starting value of 1.0, and if the grade value is smaller, set it to 3.
101B is replaced with the starting value, then 51020 is used as the grade value of the label, and 5102
2, the label number is incremented and the same operation is repeated, and when it is determined in 51014 that the search for all labels of the rule has been completed, the process proceeds to 31024, where the minimum value searched is set as the representative value of the rule, and 51026 to proceed to searching for the next rule. Note that if the result in 51004 or 1006 is negative, the rule representative value is set to O (31028).

After initializing the rule number counter at 51030, the second starting value for comparison is initialized at 51032 (initial value = 0), and then the representative value (minimum value) is calculated from the first rule at 51034. Compare the second starting value, and if the representative value is larger, proceed to 51036 and replace it with the starting value,
Next, in step 31038, that rule is set as the rule having the maximum matching value without scattering, and in step 51040, the rule is incremented and all rules are searched in the same way.

When it is confirmed in 51042 that the search for all rules has been completed, in 31044 the maximum value among them is set as the final selected rule matching value.

Next, in 51046, the reference value μT is set as the selected value as appropriate.
If it exceeds H, the output shift position SA is determined from the current shift position S6 according to the conclusion of the rule in 31048, and if it does not exceed it, the selected rule is temporarily discarded in 31044. ,5105
0, the previous control value 5An-1 is used as is. In other words, the reason for setting this standard value is that in mini-max calculation, rules are selected relatively, so a rule that cannot be said to be suitable for that driving condition will have a lower score than other rules. Therefore, it may be adopted, and this is to avoid that. FIG. 35 is an explanatory diagram showing a calculation table used in the output determination routine. Incidentally, as described above, in this embodiment, the maximum value of the membership value is made different depending on the rule, but such a configuration is also useful for avoiding selection of an inappropriate rule.

In other words, by assigning the maximum values in order of importance, it is possible to increase the possibility that a rule with a high degree of importance will be selected in the intended driving state, and as a result, inappropriate rules can be avoided. Selection can be prevented.

Finally, returning to FIG. 4 again, the electromagnetic solenoids 36 and 38 are energized/de-energized at 318 in accordance with the determined control command value to drive or hold the transmission. At the same time, the shift command flag is turned on in the microcomputer.

As described above, in this embodiment, not only the actual measured values such as throttle opening or vehicle speed, but also the output amount of the actual vehicle in relation to the amount expected by the driver are quantitatively measured and set as parameters, and based on these parameters. The system is structured so that a plurality of control laws are derived by analyzing the judgments and operations seen in a manual transmission vehicle by an expert driver, and the optimal control values are selected by evaluating the control laws through fuzzy reasoning. This technology captures and instantaneously processes the vehicle's operating conditions in multiple variables, including surrounding conditions, making it possible to perform automatic gear shift control similar to the judgment and operation of a skilled driver with a manual transmission. In other words, control using the fuzzy method enables more appropriate control similar to manual gear shifting operations performed by humans, and does not require shifting based on setting data or based on throttle opening and vehicle speed, as seen in the prior art. There is no inconvenience such as the point in time being determined temporarily. Furthermore, by further increasing the number of disclosed rules, it is possible to realize shift control that is compatible with emission countermeasures, and furthermore, it is possible to respond more flexibly to shift control characteristics desired by users. In this sense, the present invention is completely different from the prior art in purpose, structure, and effect.

Furthermore, the vehicle's operability is predicted based on the running resistance and the driving force after deformation to assist in gear change judgment, and the running resistance is calculated using the average value of the engine output during a predetermined control cycle. Therefore, the running resistance can be calculated accurately, and a gear shift judgment can be made accurately.

FIG. 36 and subsequent figures show a second embodiment of the present invention, in which the shift control using the above-described fuzzy inference is
An example of application to VT) is shown below.

To explain the following, FIG. 36 is an overall schematic diagram illustrating the continuously variable transmission focusing on the hydraulic circuit. In the figure, a continuously variable transmission 100 includes a constant displacement hydraulic pump 102 having a mission input shaft 24 driven by an engine body 10 via an engine output shaft 18, and a constant displacement hydraulic pump 102 having a drive shaft 104. Variable displacement hydraulic motors 1.6 disposed on the same axis are interconnected to form a hydraulic closed circuit 108. In the closed circuit, the discharge port of the hydraulic pump 102 and the inflow port of the hydraulic motor 106 are connected to each other by a high-pressure oil passage 108h, and the hydraulic motor 1
The discharge port of the hydraulic pump 102 and the suction port of the hydraulic pump 102 are connected to each other by a low pressure oil passage 1081. In the hydraulic closed circuit, a short-circuit path 110 is provided between the discharge port and the suction port of the hydraulic pump 102, that is, between the high-pressure and low-pressure oil paths 108h and 1081, and a clutch valve 1 is provided in the middle of the short-circuit path 110.
12. In addition to the hydraulic pump 102, a replenishment pump 114 is provided, and the replenishment pump is driven by the transmission input shaft 24, and its discharge port is connected to the high-pressure and low-pressure oil through check valves 116, 118, and 120. It is connected to lines 108h and 1081, and supplies hydraulic oil pumped up from the oil tank 122 to the hydraulic closed circuit. In addition, the code|symbol 12*4 shows a relief valve.

The transmission output shaft 26 connected to the rear wheel 46 is arranged parallel to the drive shaft 104 of the hydraulic motor 106, and a forward/reverse switching device 130 is provided therebetween.

This forward/reverse switching device connects the drive shaft 1 with an interval in the axial direction.
The first and second drive gears 132, 134 are fixedly attached to 04.
a first driven gear 136 that is rotatably supported by the output shaft 26 and meshes with the first drive gear; and an intermediate gear 13.
8 to the second drive gear, and the output shaft 2
6, a second driven gear 140 rotatably supported by the first driven gear 140;
and a driven clutch gear 142 fixed to the output shaft 26 between the second driven gears 138 and 140, and a clutch member 144 selectively connecting the driven clutch gear and both driven gears 136 and 140. Equipped with Drive clutch gears 136a and 140a are provided at the ends of the first and second driven gears 136 and 140 on the side of the driven clutch gear 142, and the clutch member 144 is connected to the drive clutch gear 13.
6a and a position connecting between the driven clutch gear 142,
Driven clutch gear 142 and driving clutch gear 140a
It is possible to move between the positions connecting the two. Such a forward and backward switching device! 130, when the driving clutch gear 136a is connected to the driven clutch gear 142 as shown in FIG. It becomes possible to rotate in the direction.

Conversely, driven clutch gear 142 and drive clutch gear 14
0a, the output shaft 26 is rotated in the same direction as the drive shaft 104, and the rear wheel 46 becomes rotatable in the reverse direction.

Thus, the clutch valve 112 is connected to the servo cylinder 150.
The forward/reverse switching device 130 is driven by a range drive mechanism 152 consisting of a hydraulic cylinder or the like, and the displacement of the hydraulic motor 106 is controlled by a hydraulic cylinder 154. The servo cylinder 150 will be explained individually below.
includes a cylinder 156 and a head chamber 158 inside the cylinder.
It consists of a piston 162 defined in a rod chamber 160, a piston rod 164 integrated with the piston, and a spring 166 that biases the piston 162 toward the head chamber within the rod chamber. The tip of the piston rod 164 is connected to the clutch valve 112 via a link 168, and when the piston 162 is moved to the maximum right by the spring 166, the clutch valve 112 becomes fully open, and in that state, the operation discharged from the hydraulic pump 102 is activated. Oil is a short circuit 110
The hydraulic motor 106 is not driven, and therefore no power is transmitted to the rear wheels 46 via the output shaft 26. On the other hand, when the piston 162 moves to the left against the spring force of the spring 166, the opening degree of the clutch valve 112 becomes small, the continuously variable transmission 100 becomes a half-clutch state, and the piston 162 is further driven to reach the maximum clutch position. Clutch valve 1 when moved to the left
12 is closed and power is completely transmitted to the rear wheels 46.

Here, the hydraulic motor 106 will be explained with reference to FIG. 37. The motor consists of, for example, a variable displacement axial piston motor, and as shown in the figure, a cylinder block 172 connected to the drive shaft 104 has a cylinder block 172 connected to the drive shaft 104. A plurality of pistons 174 arranged in an annular manner around the rotational axis of the shaft are slid together, and a swash plate 176 that defines the reciprocating stroke of the pistons is disposed at a position facing the pistons at an inclination angle θTRU.
It is arranged with variable. In the piston group, the cylinder chamber 178 corresponding to the piston in the expansion stroke is communicated with the high pressure oil passage 108h, and the cylinder chamber 180 corresponding to the piston in the contraction stroke is communicated with the oil passage 1081 on the low pressure side. Therefore, the high pressure oil discharged from the hydraulic pump 102 is sucked into the cylinder chamber 17B, and the cylinder chamber 18
The low-pressure oil discharged from the piston 102 is returned to the hydraulic pump 102, and during this period, the cylinder block 172 and the drive shaft 104 are rotationally driven by the reaction torque that the piston 174 receives from the swash plate 176 during the expansion stroke.

Since the capacity of the hydraulic motor is determined by the stroke of the piston 174, by moving the inclination angle θTRI of the swash plate 176 to the left from the maximum position shown by the solid line to the minimum position shown by the chain line, the speed ratio ratio (G/R))
can be changed steplessly from minimum to maximum.

Here, the speed ratio e is expressed by the following equation.

Speed ratio e=Output rotation speed/Input rotation speed=Pump capacity/Motor capacity One end of a swing link 182 is connected to one end of the swash plate 176 via a pin 184, and this link 18
The other end of the hydraulic cylinder 154 is connected to the aforementioned hydraulic cylinder 154 via a second pin 186, and the hydraulic cylinder 154 is slidably fitted into the cylinder 190, dividing the inside of the cylinder into a head chamber 192 and a rod chamber 194. piston 19
6, and a piston rod 198 integrated into the piston.
It consists of One end of the swing link 182 is connected to the tip of the piston rod 198 via the pin 186, and when the piston 19G moves to the maximum right, the tilt angle θTRI of the swash plate 104 becomes maximum, and the capacity of the hydraulic motor 106 increases. The speed ratio e becomes the minimum. Conversely, piston 1
When the motor 96 moves to the left as much as possible, the inclination angle of the swash plate becomes the minimum as shown by the chain line, the motor capacity becomes the minimum, and the speed ratio e becomes the maximum.

Now, returning to FIG. 36 again to explain the pilot valves that control these hydraulic cylinders, the servo cylinder 150 described above is provided with an electromagnetic pilot valve 200. The pilot valve 200 is a servo cylinder 150
An oil passage 202, 204 that communicates with the head chamber 158 = 77- and the rod chamber 160, respectively, and a supply oil passage 206 that communicates with the discharge port of the replenishment pump 114 and a return oil passage 208 that communicates with the oil tank 122. It is inserted into the sleeve 210 and includes a spool 212 that is relatively movable within the sleeve. Further, the piston rod 164 of the servo cylinder 150 is connected to the sleeve 210 via a link 214, and the servo cylinder 15
0 is fed back to the pilot valve 200.

The spool 212 is movable between three left and right positions including the neutral position, and when the spool 212 moves to the left and reaches the right position, the replenishment pump 114 is inserted into the head chamber 158 of the servo cylinder 150.
, and the rod chamber 160 is released to the oil tank 122, thereby causing the piston 16
2 moves to the left, and the clutch valve 112 closes as described above. Furthermore, when the spool 212 moves to the right, the discharge hydraulic pressure is guided to the rod chamber 160 of the servo cylinder 150, and the head chamber 158 is released to the oil tank, so that the piston 1
62 moves to the right, and the clutch valve 112 opens. Note that since the cylinder 150 is a servo cylinder, as the piston rod 164 moves due to the movement of the piston 162, the sleeve 210 also moves and stops at an appropriate position.

Through such a mechanism, the clutch valve 11 is moved by moving the piston 162 according to the amount of movement of the spool 212.
2, that is, the opening degree of the short circuit 1100 can be arbitrarily adjusted.

Next, the second pilot valve 220 that controls the hydraulic cylinder 154 will be explained. This pilot valve 220
An oil passage 222 that can communicate with the head chamber 192 of the hydraulic cylinder, an oil passage 224 that communicates with the rod chamber 194, and a return oil passage 226 that leads to the supply passage 206 and the oil tank 122, which lead to the discharge oil pressure of the replenishment pump 114. It consists of a 4-boat throttle switching valve (electromagnetic valve) inserted between the The pilot valve 220 includes a sleeve 228 and a spool 230 that is movable within the sleeve, and the spool is movable between a neutral position and three left and right positions, including an intermediate position where the degree of restriction changes continuously. be. That is, the spool 23
0 moves to the left, high-pressure hydraulic oil is introduced into the head chamber 192 of the hydraulic cylinder 154 and discharged from the rod chamber 194, the piston 196 and the Vislon rod 198 move to the left, and as described above, the inclination angle of the swash plate 176 is becomes smaller,
As the hydraulic motor capacity becomes smaller, the speed ratio e becomes larger.

Conversely, when the spool 230 moves to the right, hydraulic oil is discharged from the head chamber 192 and guided to the rod chamber 194, causing the piston 196 and piston rod 198 to similarly move to the right, increasing the swash plate inclination angle and increasing the hydraulic pressure. As the motor capacity increases, the speed ratio e decreases. Therefore, the hydraulic cylinder 154
The pressure distribution between the head chamber 192 and the rod chamber 194 is determined by the degree of restriction of the pilot valve 220 (i.e., the position of the spool), and the piston 196 and piston rod 198 operate at a speed corresponding to the pressure difference. death,
As a result, the capacity of the hydraulic motor 106 changes, and the speed ratio e
That is, the gear ratio (G/R) can be changed.

The pilot valves 200, 220 are connected to the speed change control unit 60, and the speed change control unit energizes/deenergizes the solenoid of the pilot valve to control the spools 212, 220,
230 to an arbitrary position. That is, the speed change control unit uses the throttle sensor 50 as in the first embodiment.
, receives the outputs of the crank angle sensor 52, brake switch 54, and vehicle speed sensor 56, calculates a control value as described later from these input values, and controls the transmission/cutoff of power via the pilot valve 200. Pilot valve 2
20 to arbitrarily control the gear ratio. Further, the speed change control unit includes a range drive mechanism 152 including a hydraulic cylinder.
It also controls the movement of the front and rear wheels based on F (forward), N (neutral), and R (reverse) signals instructed through a manual operation lever (not shown) installed on the floor of the driver's seat of the vehicle. A forward or reverse gear train is established in the forward switching device 130. It goes without saying that such range position information is also manually input to the speed change control unit via the range selector switch 62. Although the main focus of the present invention is on continuously variable transmission control applying fuzzy reasoning and not on the continuously variable transmission mechanism itself, the details are not described, but the pilot valves 200, 2
At 20, the spools 212, 230 are driven by a predetermined amount in either the left or right direction via hydraulic pressure or spring force (not shown) or through duty control of a solenoid valve, and for example, in the case of the pilot valve 220, a desired throttle is applied. Needless to say, the configuration is such that the speed ratio of the continuously variable transmission mechanism can be controlled to a desired value.

Next, the operation of the speed change control unit in the second embodiment will be explained with reference to FIG. 38 and subsequent figures. The second embodiment will be explained with a focus on the points that are essentially different from the first embodiment. For example, the details of the speed change control unit, etc. are similar to those shown in FIG. 3 of the first embodiment, so they will be omitted. do. It goes without saying that the same applies to preparatory work such as creating rules before actual driving. FIG. 38 is a main flow chart schematically showing the speed change control of the second embodiment. To explain according to the figure, first, at 52010, measured parameter values are read and stored. The current speed change ratio (gear ratio) G/R is calculated from the input/output rotation speed ratio of the transmission, etc., as in the first embodiment. Subsequently, at 52012, it is determined whether or not the forward range (the F range) is reached;
If it is affirmative, the process proceeds to 32014 to determine the shift command value, output processing is performed in 32016, and the process proceeds to 5201.
If it is determined in step 2 that the vehicle is not in the forward range, this program is immediately terminated.

FIG. 39 is a flow chart showing the shift command value determination routine 82014 in the flow chart of FIG.

In the same figure, 3210O52102 and 32104 have an acceleration α and a throttle change amount Δθ as in the first embodiment.
After calculating TH, PS ratio and expected PS ratio, 52106
Proceed to calculate the rotation speed after shifting.

FIG. 40 is a flow chart showing the calculation method. First, in 52200, the gear ratio change coefficient γ is initialized,
Specifically, a counter value for counting them is initialized.

To summarize the control of this embodiment, since this embodiment uses a continuously variable transmission, the concept of gear ratio is used in place of the shift position in the first embodiment, and the target shift This is done by sequentially inferring the ratio. Thus, the object of inference is not the gear ratio itself, but a coefficient that changes the gear ratio (the aforementioned gear ratio change coefficient T).

In other words, target gear ratio (G/R) = current gear ratio (G/R
) Calculated by Xγ. As shown in Fig. 41, the gear ratio (G/R) is expressed as a total reduction ratio, and the defined area is 3.
The closed interval from 0 (oldest GH side) to 11.0 (most LoIl side) was assumed to be covered by a fuzzy set as shown in the figure. In the figure, the fuzzy label H1 indicates "larger gear ratio"
To the h side, MH is set to ``moderate gear ratio to the gh side.'', M
L indicates ``Slightly shift the gear ratio to the Low side'', and LO indicates ``Slightly shift the gear ratio to the Low side''.

Also, regarding the gear ratio change coefficient γ, as shown in Fig. 42,
Seven fuzzy sets were defined for values ranging from 0.27 to 3.74. In addition, in the fuzzy label shown in the figure,
BU is ``largely on the old gh side, MU is ''moderately high
+ side, SU is ``slightly on the old gh side'', HD is ``hold the current gear ratio'', SD is ``slightly on the low side'', M
D is “moderately low”, BD is “thick low”
It means “on the side”.

Therefore, initialization at 52200 means setting the value of the counter indicating the gear ratio change coefficient γ to 0.27'' on the oldest gh side.

Subsequently, in 52202, the post-shift rotation speed is calculated.

The post-shift rotational speed is calculated at several points, and specifically, the value of the gear ratio change coefficient T when the grade value is 1.0 in FIG. 42, that is, 0.
．． 27.0.42.0.65.1.0.1.56,2.
The current gear ratio is multiplied by seven types, 42 and 3.74, and each value is calculated accordingly.

Next, the post-shift rotation speed calculated in 52204 is stored in the corresponding address, CFLNE (here 7, FL
(means Hl, MH, ML, LO described above). still,
Here, seven gear ratio change coefficients γ are given, but only four FLs indicating the gear ratio are given, because for example, when the current amount is on the L011 side, it does not go to the Low side. This is because there are restrictions. This is the oldest gh
The same is true when you are by his side.

Next, in step 52206, the gear ratio change coefficient counter value γ is updated by multiplying by 1.55, and the calculations are performed individually until it is confirmed in step 32208 that it has reached the lowest value of 3.74.

Returning to FIG. 39 again, the expected post-shift PS ratio is then calculated at 3210B. FIG. 43 is a subroutine flow chart showing the calculation procedure. First of all,
After confirming that the throttle valve is not in the closing direction at 52300, the speed ratio change coefficient counter value is initialized at 52302. Here, the reason why the initial value is set to '1.0' is that it is sufficient to calculate the expected PS ratio after the shift only for the Low side (down side).
5 until it is determined that the lowest value has been reached at 04.
In steps 2306 to 2312, each value obtained by multiplying the gear ratio by the coefficient is calculated individually. Note that when the throttle valve is in the valve closing direction, the expected post-shift PS ratio is set to zero, as in the first embodiment.

Returning to FIG. 39 again, control toughness is then calculated at 52110.

FIG. 44 is a flow chart showing the calculation procedure. After calculating the running resistance R1 after acceleration correction in 52400 to 52436, the gear ratio speed coefficient counter value is initialized in 32438, and the oldest g
32442 to 3244 until it is determined that the h side has been reached.
At B, the target gear ratio is calculated by dividing by the difference between the coefficients, 1.55, and for each value, the driving force Q1 at full opening is calculated and stored.

Returning to FIG. 39 again, in the final step 52112, the target gear ratio is determined through fuzzy inference.

FIG. 45 is a flow chart showing the subroutine. To explain according to the diagram, first, in 52500, grade values of membership functions are calculated for all rules, and the values of the conclusion part are waveform-synthesized and summed. do. Next, in 32502, the center of gravity is calculated, in 52504, the gear ratio change coefficient T is determined from the values on the domain that intersects with the center of gravity, and in 52506, the target gear ratio (G/R) is calculated.
Calculate.

FIG. 46 shows 17 rules used in the second embodiment. The difference in the first embodiment from the rule shown in FIG. 25 is that the gear position is replaced by the gear ratio (G/
R) and the conclusion is expressed by the gear ratio change coefficient γ described above, and the implications of the rules are also different accordingly, but the rest of the configuration is the same. For example, regarding control toughness, the rule satisfaction level is determined by searching for a value corresponding to the gear ratio planned by the conclusion part of the rule from among pre-calculated values, which is the same as in the first embodiment.

Therefore, in the fuzzy inference of the first embodiment, a mini-max operation was used to select the rule that obtained the maximum grade value, and the shift command value was determined according to the conclusion determined by that rule. After determining the mini value, the obtained waveforms are synthesized, the center of gravity is determined, and the shift command value is determined. To explain this point with reference to Figure 47,
The engine speed Ne is now 150 Orpm, and the current gear ratio (
G/R) is 4.6, vehicle speed ■ is 10) an/h, and throttle opening θTH is 1/8 WOT (degrees).

When calculating the grade value of rule 1, it is 150Or in the domain
If a line is drawn upward from the pm position, it will not intersect with the waveform, so the grade value will be 0. Regarding rule 2, although the vehicle speed ■ and the throttle opening θTl+ intersect with the waveforms, the current gear ratio (G/R) does not intersect, so the grade value is 0 as a mini value. The same applies to rule 3. Therefore, in the case of Rule 4, the current gear ratio (G/R) intersects with the waveform, and the same applies to vehicle speed, etc., so the waveform shown in the conclusion is obtained (
In this case, the waveform will remain as it is since it intersects at the maximum membership). As shown at the end of the figure, when the results obtained from the above four rules are mapped onto the same domain, an isosceles triangle shown by diagonal lines is obtained, its centroid G is found, and then the domain is mapped again. The value at the intersection of the perpendicular lines, in this case T=0.65, is the conclusion. Although only the cases of rules 1 to 4 are shown as examples, the procedure up to rule 17 is carried out, and the obtained waveforms are synthesized to find the center of gravity. In addition, the rules are created assuming different driving conditions, so
Even if fuzzy inference is performed on all the rules, only about 2.3 rules will remain.

Then, based on the obtained results, output processing is performed at 32016 in the main flow chart of FIG. Control to desired value.

Since this embodiment is configured as described above, when controlling the speed change of the continuously variable transmission, by controlling the speed change ratio through fuzzy reasoning, the speed change judgment and operation that was performed by an expert driver in a manual transmission vehicle can be changed to continuous speed change control. In addition to providing smooth shifting characteristics without a busy feeling, it is also possible to accurately meet emissions countermeasures and individual user requirements.

In this embodiment, only the gear ratio was controlled, but it is also possible to control the speed of change of the gear ratio.Although a swash plate-type continuously variable transmission mechanism was explained as an example, pulley It goes without saying that a type mechanism may also be used, and furthermore, it can be applied to traction control.

(Effects of the Invention) The automatic transmission control device according to the present invention detects the operating state of the vehicle, including at least the throttle opening, the amount of change thereof, the engine rotation speed, and the vehicle running acceleration, or a combination thereof. A vehicle driving state detecting means inputs the output of the vehicle driving state detecting means to calculate the driving force output by the vehicle, and calculates the product of the detected running acceleration and vehicle weight and subtracts it from the driving force to calculate the driving force of the vehicle. The outputs of the running resistance calculating means and the vehicle driving state detecting means are inputted, and the driving force when the throttle is fully opened after shifting is calculated from the detected value, and the driving force is calculated when the throttle is fully opened after shifting. Vehicle reaction suitability prediction means for quantitatively predicting the degree of suitability of the vehicle's reaction after gear shifting to the driver's gear shifting intention estimated from the acid ratio at least from the throttle opening degree by determining the ratio of the vehicle's response to the resistance. The outputs of the speed prediction means and the vehicle driving state detection means are inputted as an evaluation scale, and a plurality of shift rules are made up of linguistic expressions set based on judgments and operations derived by analyzing the driver's shift actions. a shift rule evaluation means for evaluating the degree of satisfaction of the shift rule by applying the following; inputting the output of the shift rule evaluation means, selecting one of the shift rules based on the evaluation value, and determining a shift control value based on the output of the shift rule evaluation means; comprising a speed change control value determining means to be determined and a speed change means inputting the output of the speed change control value determining means to drive a speed change mechanism;
Since the structure was constructed using fuzzy inference, the driving state of the vehicle, including the surrounding situations, can be captured in multiple variables and processed through fuzzy inference, thereby improving gear shift judgment and operation performed by expert drivers in manual transmission vehicles. Similar judgments and actions can be reproduced during control. Furthermore, since the shift point is not mechanically determined from the throttle opening and vehicle speed based on a preset shift diagram as seen in the prior art, it is possible to perform shift control that immediately responds to constantly changing driving conditions. By realizing this, it becomes possible to realize a shift control that is compatible with emission countermeasures or a shift control that can individually respond to the shift characteristics desired by each user. Furthermore, the vehicle reaction suitability is predicted from the running resistance and the driving force after shifting to make a shift decision, and the running resistance is calculated using the average value of the engine output during a predetermined control period. The calculation of the running resistance becomes more accurate, and the prediction of the vehicle reaction suitability becomes more accurate, thereby making it possible to make a more accurate shift judgment.

Furthermore, since the control device for an automatic transmission equipped with a continuously variable transmission mechanism according to claim 3 is configured in substantially the same manner,
Similarly, by capturing a large number of vehicle driving conditions, including surrounding conditions, and instantaneously processing them through fuzzy reasoning, judgments and actions similar to those made by expert drivers in manual transmission vehicles are being controlled. Similarly, since there is no need to mechanically determine the shift point based on the throttle opening and vehicle speed based on a preset shift diagram as seen in the prior art, it is possible to reproduce driving conditions that change from moment to moment. By realizing speed change control that responds immediately to the above, it is possible to respond individually to the speed change control corresponding to emission countermeasures or the speed change characteristics desired by each user.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to claims of the present invention, FIG. 2 is a schematic diagram showing the overall configuration of an automatic transmission control device according to the present invention, and FIG.
The figure is a block diagram showing the configuration of the control unit therein, FIG. 4 is a main routine flow chart showing the operation of the unit, and FIG. 5 is a flow chart showing the shift command value determination subroutine therein. , FIG. 6 is an explanatory diagram showing the calculation of the acceleration and throttle change amount, FIG. 7 is a flow chart showing the PS ratio calculation subroutine in the flow chart of FIG. 5, and FIG. 9 is an explanatory diagram showing the calculation of the generated horsepower in the flow chart in Figure 7, and Figure 10 is an explanatory diagram showing the calculation of the PS% in the flow chart in Figure 5. A flow chart showing the calculation subroutine, FIG. 11 shows the expectation (S
An explanatory diagram showing the calculation of the amount of change, FIG. 12 is an explanatory diagram showing the calculation of the correction coefficient used in the flow chart in FIG. 10, and FIG. 13 is an explanatory diagram showing the calculation of the correction coefficient used in the flow chart in FIG. 5. A flow chart showing a rotation speed calculation subroutine,
FIG. 14 is an explanatory diagram showing an example of the calculation, FIG. 15 is a flow chart showing the calculation subroutine of the expected PS ratio after shift in the flow chart of FIG. 5, and FIG. 16 is the flow chart of FIG. 5. 17 is a driving force diagram explaining the premise of control toughness, FIG. 18 is an explanatory diagram showing the torque ratio used in the flow chart of FIG. 16, FIG. 19 is an explanatory diagram showing the average torque calculated in the flow chart of FIG. 16, FIG. 20 is an explanatory diagram similarly showing the torque calculation method, and FIG. 21 is an explanatory diagram similarly showing acceleration correction. Figure 22 is an explanatory diagram showing the premise,
Fig. 3 is an explanatory diagram showing the membership function of control toughness, Fig. 24 is a flow chart showing the main routine of fuzzy production rule search, Fig. 25
The figure is an explanatory diagram showing fuzzy production rules.
FIG. 6 is a flow chart showing the membership value calculation subroutine in the flow chart of FIG. 24, No. 271! l
is an explanatory diagram showing a ROM storage table used in the calculation,
FIGS. 28 and 29 are explanatory diagrams showing calculation tables used in the calculation, FIG. 30 is a flow chart showing the search matrix creation subroutine in the flow chart of FIG. 24, and FIG. 31 is an illustration of the calculation. Explanatory diagram showing the rule matrix stored in the ROM used in the 32nd
The figure is an explanatory diagram showing a similar calculation map, and Figure 33 is the 24th
34 and 35 are explanatory diagrams showing tables stored in the ROM and RAM used therein, and FIG. 36 is a flowchart showing the output determination subroutine of the flow chart shown in FIG. Schematic diagram showing the entire control system of a continuously variable transmission as an example, centering on the hydraulic circuit, No. 37
The figure is an enlarged explanatory sectional view showing the structure of the hydraulic motor in it.
FIG. 38 is a flow chart showing the main routine of the shift control unit, FIG. 39 is a flow chart showing the shift command value determination routine therein, and FIG. 40 is a flow chart showing the main routine of the shift control unit.
9 is a flow chart showing the post-shift rotation speed calculation subroutine in the flow chart, FIG. 41 is an explanatory diagram showing the membership function of the gear ratio used in the second embodiment, and FIG. An explanatory diagram showing the membership function of the ratio change coefficient, FIG. 43 is a flow chart showing the post-shift expected PS ratio calculation routine in the flow chart of FIG. 39, and FIG. 44 similarly shows the control toughness calculation subroutine. FIG. 45 is a flow chart showing the fuzzy inference routine, and FIG. 46 is a flow chart showing the fuzzy inference routine.
FIG. 47 is an explanatory diagram showing a group of rules used in the second embodiment, and FIG. 47 is an explanatory diagram showing a fuzzy inference method. 10... Internal combustion engine main body, 16... Throttle valve, 1
8... Engine output shaft, 20... Transmission,
22... Torque converter, 24... Main shaft, 26... Counter shaft, 30... Oil path, 3
2.34...Shift valve, 36.38...Electromagnetic solenoid, 42...Differential device, 46.
... Rear wheel, 50... Throttle sensor, 52... Crank angle sensor, 54... Brake switch, 56...
...Vehicle speed sensor, 60...Speed change control unit, 62.
...Range selector switch, 64...Shift position switch, 80...Micro computer, 1
00... Continuously variable transmission, 102... Fixed discharge type hydraulic pump, 104... Drive shaft, 106... Variable displacement type hydraulic motor, 108... Hydraulic closed circuit, 110... Short circuit path , 112...Clutch valve, 114, Replenishment pump, 1
16.118, 120... Check valve, 122... Oil tank, 124... Relief valve, 130... Forward/forward switching device, 132... First drive gear, 134... Second
Drive gear, 136... First driven gear, 138... Intermediate gear, 140... Second driven gear, 142... Driven clutch gear, 144... Clutch member, 150...
・Servo cylinder, 152...Range drive mechanism, 15
4... Hydraulic cylinder, 156... Cylinder, 158
...Head chamber, 160...Rod chamber, 162...
Piston, 164...Piston rod, 166...
Spring, 168... Link, 170... Connecting member, 1
72... Cylinder block, 174... Piston,
176... oblique plate, 178,180... cylinder chamber,
182... Swing link, 184, 186... Bin,
190... Cylinder, 192... Head chamber, 1
94... Rod chamber, 196... Piston, 198...
...Piston rod, 200...Pilot valve, 20
2,204... Oil path, 206... Supply path, 208.
...Return oil path, 210... Sleeve, 212... Spool, 214... Link, 220... Pilot valve, 222, 224... Oil path, 226... Return oil path, 228... ...Sleeve, 230...Spool

Claims (6)

[Claims] (1) a. Vehicle operating state detection means for detecting the operating state of the vehicle, including at least the throttle opening, the amount of change thereof, engine speed, and vehicle running acceleration, or a combination thereof; b. The vehicle operating state. Driving in which the output of the detection means is input to calculate the driving force output by the vehicle, and the product of the detected running acceleration and vehicle weight is calculated and subtracted from the driving force to calculate the running resistance applied to the vehicle. a resistance calculating means, c, inputting the outputs of the running resistance calculating means and the vehicle driving state detecting means, calculating the driving force when the throttle is fully opened after shifting from the detected value, and determining the ratio with the running resistance; d. vehicle reaction suitability prediction means for quantitatively predicting the suitability of the vehicle's reaction after a shift to the driver's shift intention estimated from at least the throttle opening degree; The output of the driving state detection means is inputted as an evaluation scale, and a plurality of shift rules consisting of linguistic expressions set based on judgments and operations derived by analyzing the driver's gear shifting actions are applied to perform the gear shifting. Shift rule evaluation means for evaluating the degree of satisfaction of the rules; e. Shift control for inputting the output of the shift rule evaluation means, selecting one of the shift rules based on the evaluation value, and determining a shift control value based on it; 1. A control device for an automatic transmission using fuzzy inference, characterized in that it comprises: a value determining means; and f, a speed change means for inputting the output of the speed change control value determining means to drive a speed change mechanism. (2) The automatic transmission control device according to claim 1, wherein the running resistance calculating means calculates the driving force using an average value of driving forces during a predetermined control period. (3) A control device for an automatic transmission equipped with a continuously variable transmission mechanism, which detects the operating state of the vehicle, including a, throttle opening, engine speed, or a combination thereof. Means (b) inputting the output of the vehicle driving state detecting means to calculate the driving force output by the vehicle, and calculating the product of the detected running acceleration and the vehicle weight and subtracting it from the driving force to apply it to the vehicle. a running resistance calculation means for calculating the running resistance of the vehicle; d. vehicle reaction suitability prediction means for determining the ratio of the vehicle's response to the resistance and quantitatively predicting the suitability of the vehicle's response after the gear shift to the driver's gear shift intention estimated from the ratio at least from the throttle opening; d. The outputs of the reaction suitability predicting means and the vehicle driving state detecting means are inputted as an evaluation scale, and a plurality of linguistic expressions are set based on judgments and operations derived by analyzing the driver's gear shifting operation. a shift rule satisfaction evaluation means for applying a shift rule and evaluating the satisfaction of the shift rule; e. inputting the output of the shift rule evaluation means and determining a gear ratio of the continuously variable transmission mechanism based on the evaluation value; an automatic transmission using fuzzy inference, characterized in that the automatic transmission comprises: a speed change control value determining means for determining the speed change control value; Control device. (4) A post-shift rotation speed prediction means is provided which inputs the output of the engine operating state detection means and predicts the engine rotation speed after the shift, and the shift rule evaluation means inputs the output of the post-shift rotation speed prediction means. 4. The control device for an automatic transmission according to claim 3, wherein the detected value and the predicted value are used as an evaluation scale. (5) Inputting the output of the engine operating state detection means, calculating the driving force expected by the driver or the amount of change thereof, and the driving force actually output by the vehicle or the amount of change thereof, etc. A driver satisfaction prediction means is provided for quantitatively predicting the driver's satisfaction level by comparing the driver's expectations and the vehicle's capabilities from the ratio, 4. The control device for an automatic transmission according to claim 3, wherein the output of the satisfaction predicting means is inputted and used as an evaluation scale together with the detected value and the predicted value. (6) The automatic transmission control according to any one of claims 3 to 5, wherein the speed change control value determining means calculates the target speed ratio by multiplying the current speed ratio by a predetermined coefficient. Device.