JPH0979362A - Gear shift control device for automatic transmission for vehicle - Google Patents

Abstract

(57) Abstract: The present invention relates to a shift speed control method and a shift speed control device for an automatic transmission for a vehicle, which are suitable for use in a mechanical automatic transmission. Students will be able to learn and estimate their preferences and intentions and set gears. In an automatic transmission for a vehicle, a gear shift control means (71) is provided, and the gear shift control means (71) learns a driving manipulation by a driver and learns a driving manipulation according to the personality of the driver. Means 3B and driving operation learning means 3
The target shift speed set in B is corrected by a desired fuzzy rule using the driving information having the vehicle load information as a parameter, and the fuzzy rule detecting means 1 for determining the optimum shift speed reflecting the driver's intention is provided. To configure.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art Conventionally, as a vehicle transmission, an automatic transmission that automates a gear shifting operation has been widely adopted. In the case of a small vehicle, such an automatic transmission mainly adopts a torque converter instead of the clutch, but in a large vehicle such as a bus or a truck, the amount of drive torque transmitted is large and the torque transmission is large. It is difficult for the converter to sufficiently transmit the driving torque.

Therefore, a mechanical clutch similar to that of a manual transmission is provided, and an actuator for automatically connecting and disconnecting the clutch is provided so that a gear shift can be performed without stepping on the clutch pedal. Transmissions have been developed. In such an automatic transmission,
A clutch actuator for engaging and disengaging the clutch and a gear shift unit (mainly a gear shift actuator) for switching the meshing state of the gear mechanism of the transmission are provided, and the engine speed is adjusted by an electronic governor in the injection pump. Configured to
The operation of the clutch actuator, the gear shift actuator, and the electronic governor is controlled on the basis of a command signal from a control means (controller) of the automatic transmission to perform a gear shifting operation.

[0004]

By the way, in such a conventional mechanical automatic transmission, the target shift speed is set according to, for example, vehicle speed information and accelerator opening information. The gear set in this way is
It does not always reflect the driver's preferences and intentions, and gear shifting may occur contrary to the driver's intention.

Therefore, for example, in a conventional mechanical automatic transmission, when the opening change of the accelerator pedal is large negatively, that is, when the driver suddenly turns off the accelerator pedal, an inadvertent shift on a curve or the like is performed. It is conceivable to perform control to prohibit the gear shift operation in order to prevent this, but the determination of the change in the accelerator opening is unique, and this cannot be said to sufficiently reflect the driver's intention.

On the other hand, in torque converter type automatic transmissions for passenger cars, automatic transmissions have been put into practical use in which gear change control can be performed according to the driver's driving preference. In light of this, there is a demand for mechanical automatic transmissions to be able to perform gear shifting operations while sufficiently reflecting the driver's preferences and intentions. Japanese Patent Laid-Open No. 3-153436 discloses a technique in which a driving pattern of a driver is learned and the shift characteristic itself in a shift map is changed based on the learning result. However, such a technique has a problem in that the shift point on the shift map needs to be learned in detail and the control logic becomes very complicated.

Further, Japanese Patent Laid-Open No. 3-186654 discloses a technique in which the shift pattern is switched based on the engine load (accelerator or throttle opening) and the vehicle speed. However, such a technique has a problem that the driver's driving preference cannot be sufficiently reflected because the learning control is based only on the accelerator opening and the vehicle speed.

The present invention was devised in view of the above problems, and it is possible to learn the driver's driving preference and to estimate the driver's intention to set the shift speed, and to easily configure the gear at low cost. It is an object of the present invention to provide a gear shift control device for an automatic transmission for a vehicle.

[0009]

Therefore, the gear shift control device for an automatic transmission for a vehicle according to the present invention determines the gear shift stage based on the driving information about the vehicle, and sets the gear shift stage to the gear shift stage. In a shift speed control device having a shift speed control means for controlling the automatic transmission so that
Driving operation learning means for learning the driving operation according to the individuality of the driver by using the driving information by the driving operation of the driver as input information, and the target shift speed setting for setting the target shift speed based on at least the vehicle speed and the engine load information. Means and a fuzzy rule detection means for outputting correction data determined by the fuzzy rule when a desired fuzzy rule is established using vehicle information having at least the load information of the vehicle as a parameter, and the driving operation learning The target shift speed is corrected based on the output information from the means and the output information from the fuzzy rule detection means, and the optimum shift speed reflecting the driver's intention is set. There is.

According to a second aspect of the present invention, there is provided a gear shift control device for an automatic transmission for a vehicle according to the first aspect, wherein the gear shift control means is provided by the driving operation learning means. Based on the output information, the target shift speed corresponding to the individuality of the driver is corrected, and the corrected target shift speed is corrected based on the output information from the fuzzy rule detecting means to change the target shift speed. It is characterized by setting the optimum shift speed that reflects the driver's intention.

According to a third aspect of the present invention, in addition to the structure of the first or second aspect, the fuzzy rule detecting means has at least the load of the vehicle. It is characterized in that information and vehicle information including the target shift speed information are used as parameters. In addition to the configuration according to claim 1 or 2, the gear shift control device for an automatic transmission for a vehicle according to a fourth aspect of the present invention,
The target shift stage setting means has a plurality of types of map format storage means for presetting the target shift stage, and the operation of the plurality of types of storage means is performed according to the output of the driving operation learning means. It is characterized in that the storage means is selected according to the individuality of the person.

According to a fifth aspect of the present invention, there is provided a gear shift control device for an automatic transmission for a vehicle according to the fourth aspect, wherein in addition to the configuration of the fourth aspect, the plurality of types of storage means are at least for economical traveling. It is characterized in that it has three kinds of storage means, a storage means for normal traveling and a storage means for power traveling. Further, a shift stage control device for an automatic transmission for a vehicle according to a sixth aspect of the present invention is the above-mentioned first, second, fourth, and sixth aspect.
In addition to the configuration described in any one of 5, the neural network in which the driving operation learning means receives a plurality of driving operation information by the driver and outputs an optimal memory selection signal according to the personality of the driver. It is characterized by having a net.

According to a seventh aspect of the present invention, there is provided a gear shift control device for an automatic transmission for a vehicle according to any one of the first to third aspects, in which the gear shift control means is a straight line. The vehicle load degree calculation means for calculating, as the vehicle load information, the vehicle load degree defined by the difference between the flat road empty vehicle equivalent acceleration information and the actual acceleration information, and the vehicle load information is inputted as a parameter to the fuzzy rule detection means. It is characterized by being done.

According to an eighth aspect of the present invention, in a gear shift control device for an automatic transmission for a vehicle according to the seventh aspect, in addition to the configuration according to the seventh aspect, the vehicle load degree calculating means includes engine output instruction information and an engine output instruction information. Engine torque calculating means for obtaining engine torque information from the rotational speed information, driving force calculating means for calculating driving force information based on the engine torque information obtained by the engine torque calculating means, and vehicle speed information of the vehicle from actual vehicle speed information. The air resistance calculation means for calculating the air resistance information, and the linear flat road empty vehicle equivalent acceleration information from the driving force information calculated by the driving force calculation means and the air resistance information calculated by the air resistance calculation means. From the difference between the straight flat road empty vehicle equivalent acceleration calculation means for calculating and the straight flat road empty vehicle equivalent acceleration information calculated by the straight flat road empty vehicle equivalent acceleration calculation means, and the actual acceleration information It is characterized in that it is configured to include a subtraction means for obtaining the vehicle load level information.

According to a ninth aspect of the present invention, in addition to the structure of the eighth aspect, the engine torque calculating means includes the engine output instruction information and the engine output instruction information. It is characterized in that it is a map type storage means for presetting the engine torque information based on the engine speed information. The gear shift control device for an automatic transmission for a vehicle according to a tenth aspect of the present invention is, in addition to the configuration according to the first aspect, as driving information regarding the vehicle, in addition to the vehicle load degree information, an accelerator pedal. Opening information,
While the accelerator opening change information, the vehicle speed information, and the brake information are provided, the fuzzy rule detecting means sets the target shift speed set by the target shift speed setting means to the vehicle load degree information and the accelerator opening degree. Information, accelerator opening change information, vehicle speed information, and driving information about the vehicle, including brake information, is used as a parameter and is corrected by the fuzzy rule to determine the optimum shift speed. .

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 11, in addition to the configuration described in claim 10, the fuzzy rule executed by the fuzzy rule detecting means is: When it is estimated from the driving information regarding the vehicle that the vehicle is traveling on an uphill road or traveling on a loaded vehicle, even if the current shift speed and the target shift speed are different, the current shift speed is set to the target shift speed. It is characterized by being set as a rule that gives priority.

According to a twelfth aspect of the present invention, in the gear shift control device for an automatic transmission for a vehicle of the present invention, in addition to the configuration according to the tenth aspect, the fuzzy rule executed by the fuzzy rule detecting means is: When it is estimated from the driving information regarding the vehicle that the vehicle is traveling on a downhill road, even if the current shift speed and the target shift speed are different, the current shift speed is prioritized over the target shift speed. It is characterized by being set as a rule.

According to a thirteenth aspect of the present invention, in the gear shift control device for an automatic transmission for a vehicle of the present invention, in addition to the configuration of the tenth aspect, the fuzzy rule executed by the fuzzy rule detecting means is: When it is estimated from the driving information about the vehicle that the vehicle is traveling on a congested road, even if the current shift speed and the target shift speed are different, the current shift speed is prioritized over the target shift speed. It is characterized by being set as a rule.

According to a fourteenth aspect of the present invention, in addition to the structure of the tenth aspect, the fuzzy rule detection means executes the fuzzy rule, When it is estimated from the driving information about the vehicle that the vehicle is decelerating before getting on a curved road,
Even if the current shift speed and the target shift speed are different, the rule is set so that the current shift speed is prioritized over the target shift speed.

According to a fifteenth aspect of the present invention, in addition to the structure of the tenth aspect of the present invention, in addition to the structure of the tenth aspect, the fuzzy rule detection means executes the fuzzy rule, When it is estimated from the driving information about the vehicle that the vehicle is accelerating after exiting a curved road, the current gear is set to the target gear even if the current gear and the target gear are different. It is characterized by being set as a rule that gives priority.

According to a sixteenth aspect of the present invention, in the gear shift control device for an automatic transmission for a vehicle according to the present invention, in addition to the configuration of the tenth aspect, the fuzzy rule executed by the fuzzy rule detecting means is: When it is estimated from the driving information about the vehicle that the vehicle is in the re-acceleration mode after the deceleration mode, the current speed is set to the target speed even if the current speed is different from the target speed. It is characterized by being set as a rule that gives priority.

According to a seventeenth aspect of the present invention, in the gear shift control device for an automatic transmission for a vehicle according to the present invention, in addition to the configuration of the tenth aspect, the fuzzy rule executed by the fuzzy rule detecting means is: When it is estimated from the driving information about the vehicle that the vehicle is decelerated by using the brake,
Even if the current shift speed and the target shift speed are different, the rule is set so that the current shift speed is prioritized over the target shift speed.

According to an eighteenth aspect of the present invention, in addition to the configuration of the tenth aspect, the gear shift control device for an automatic transmission for a vehicle according to the present invention is characterized in that the fuzzy rule executed by the fuzzy rule detecting means is: When it is estimated from the driving information about the vehicle that the vehicle is running on a steep uphill road or traveling on a loaded vehicle, there is a rule to downshift even if the current gear stage and the target gear stage are the same. It is characterized by being set.

According to a nineteenth aspect of the present invention, in the gear shift control device for an automatic transmission for a vehicle of the present invention, in addition to the configuration of the tenth aspect, the fuzzy rule executed by the fuzzy rule detecting means is: When it is estimated from the driving information about the vehicle that the vehicle is traveling on a steep downhill road, even if the current shift speed and the target shift speed are the same, a rule is set to shift down. Is characterized by.

According to a twentieth aspect of the present invention, in addition to the structure of the tenth aspect of the present invention, in addition to the structure of the tenth aspect, the fuzzy rule detection means executes the fuzzy rule, When it is estimated from the driving information about the vehicle that the vehicle is overtaking, even if the current shift speed and the target shift speed are the same, it is set as a rule to shift down. There is.

[0026]

BEST MODE FOR CARRYING OUT THE INVENTION A gear shift control device for an automatic transmission for a vehicle according to an embodiment of the present invention will be described below with reference to the drawings. FIG. 2 is a schematic configuration diagram showing the overall configuration,
FIG. 3 is a control block diagram showing a first-order lag filter (low-pass filter) for calculating the engine output torque, FIGS. 4 to 6 are diagrams showing the characteristics of the vehicle load degree as the shift control parameter, and FIG. FIG. 8 is a diagram showing the shift map, FIG. 8 is a diagram for explaining the fuzzy inference, FIGS. 9 to 20 are diagrams showing the membership function, FIG. 21 is a diagram showing the fuzzy rule, FIG.
23 is a flow chart for explaining the operation, FIG. 24 is a schematic view showing a shift pattern of the shift lever, FIG. 25 is a view for explaining its operation characteristic,
FIG. 26 is a diagram for explaining a control mode of the clutch,
FIG. 27 is a diagram for explaining the selection switching transition of the shift map, FIGS. 28 and 29 are diagrams for explaining the neural network, and FIG. 30 is a diagram for explaining teacher data of the neural network. Is.

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

Further, an engine rotation sensor 27 for detecting a rotation speed signal of the output shaft 13 of the engine 11 is attached to the fuel injection pump input shaft 19. Clutch 15
An air cylinder 33 is provided as a clutch actuator. Further, the clutch 15 is brought into a connected state by pressing the clutch plate 31 against the flywheel 29 by a well-known sandwiching means (not shown). Then, when the air cylinder 33 shifts from the non-actuated state to the actuated state, the holding means is actuated in the releasing direction, and the clutch 15 is changed from the engaged state to the disengaged state. A clutch stroke sensor 35 is attached to the clutch 15 to detect disconnection and connection information based on the clutch stroke amount.
A clutch touch sensor 37 may be used instead of the clutch stroke sensor 35.

Further, the input shaft 39 of the speed change mechanism 17 is provided with a clutch rotational speed sensor 41 for detecting the rotational speed of the input shaft 39 (hereinafter referred to as clutch rotational speed). By the way, an air passage 43 is connected to the air cylinder 33, and the air cylinder 33 is connected to a pair of air tanks 47 and 49 as an air source via a check valve 45. In the middle of the air passage 43, a solenoid valve X1, which serves as an opening / closing means, is duty-controlled to supply operating air.
X2, solenoid valves Y1 and Y2 whose duty is controlled to open the inside of the air cylinder 33 to the atmosphere, and the solenoid valve X.
A three-way solenoid valve W provided on the upstream side of 1, X2 is provided.

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

Now, in FIG. 26, when the vehicle is running (the clutch 15 is in contact), when the clutch 15 is disengaged, when the clutch is disengaged slowly, when the clutch is slowly engaged, and when the clutch is engaged, each solenoid valve X1 is connected. , X2, Y
The control mode of 1 and Y2 is shown. Such solenoid valves X1, X
Both the connection and disconnection of the clutch 15 and the connection time thereof are controlled by the control modes of 2, Y1 and Y2.

Of the pair of air tanks 47 and 49, the air tank 49 is an emergency tank, and if the main air tank 47 runs out of air for some reason, the solenoid valve 55 is opened to remove air from the emergency air tank 49. It is designed to supply. For this reason, air sensors 57 and 59 are attached to the air tanks 47 and 49, which output an ON signal when the internal air pressure falls below a specified value.

Further, the air passage 47 is provided in the air tank 47.
Is connected to an air passage branched into two systems on the downstream side, and this air passage is connected to a pair of solenoid valves MV.
It is connected to a pair of air masters 109, 109 in the braking system (air over hydraulic type) via Q111, 111. These air masters 109, 109 have strong brake pedal force sensors (hereinafter simply referred to as BRS sensors).
106 is attached. This BRS sensor 106
Is a diaphragm-type opening / closing switch that is turned on when it receives information on a strong brake pedal force corresponding to the air pressure when a strong braking force exceeding a set value is required.

In order to switch the shift speed of the speed change mechanism 17, for example, the driver operates the change lever 61 to the shift position corresponding to the shift pattern as shown in FIG. The gear shift unit 65 as a gear shift unit is operated based on the gear shift signal obtained by switching to shift the gear to the target gear corresponding to the shift pattern and display the gear on the indicator 67.

Here, R is a reverse gear, N and N1 are neutral, 1, 2, 3, 4, and 5 are designated gears, and D is an arbitrary automatic gear from 2nd to 7th gears. There is. Then, when the driver selects the D range, the 2nd to 7th speeds are automatically determined based on the traveling state of the vehicle by the optimum shift stage setting process. The setting of the optimum shift speed is a part of the gist of the present invention, and the optimum shift speed setting process will be described in detail later.

Further, when the brake pedal 69 is depressed or when an exhaust brake (not shown) is actuated, different shift maps are selectively adopted based on the respective actuation information. Maps are available. In the figure, reference numerals 120 and 12
An on / off switch 1 is provided near the driver's seat for switching the exhaust brake and the engine brake auxiliary device between an operation standby state and a non-operation state.

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

Then, each power cylinder is operated by the operation signal given to the solenoid valve 73 to select,
The meshing state of the gear type speed change mechanism 17 is changed in the order of shift. Further, the gear shift unit 65 is provided with a gear position switch 75 as a gear position sensor for detecting each shift stage, and a gear position signal from these gear position switches 75 is sent to the control unit 7.
It is output to 1. Further, a vehicle speed sensor 79 for detecting a vehicle speed signal is attached to the output shaft 77 of the speed change mechanism 17, and further,
The accelerator pedal 81 is provided with an accelerator sensor 85 for detecting the amount of depression. The accelerator sensor 85 is adapted to detect a resistance change according to the amount of depression of the accelerator pedal 81 as a voltage value, and the A / D converter 83 converts this into a digital signal and outputs it.

A brake sensor 87, which outputs a high-level brake signal when the brake pedal 69 is depressed, is attached to the brake pedal 69, and the engine 11 is engaged with the ring gear on the outer periphery of the flywheel 29 in a timely manner. A starter 89 for starting is attached, and the starter relay 91 is connected to the control unit 71.

Reference numeral 93 in FIG. 2 denotes an engine control unit provided separately from the control unit 71. Information from each sensor and the control unit 71 for the electronic governor 25 in the injection pump 21 are shown.
The drive control of the engine 11 is performed according to the accelerator signal from the engine. That is, the control unit 93
The electronic governor 25 that received the command signal from the rack 2
3 is operated to increase / decrease fuel, and the engine 11
The increase / decrease of the rotation speed of the output shaft 13 is controlled.

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

The slope start switch 103 is a system for preventing the vehicle from moving backward when the vehicle starts moving uphill (hereinafter referred to as AU).
S) is operated. Here, this AUS is a system for starting the vehicle while controlling the supply of air to the air masters 109, 109 of the plurality of wheel brakes 107, 107 via a pair of solenoid valves MVQ111, 111. The solenoid valve MVQ111 is controlled by the control unit 71.

Further, the FSS switch 105 is for starting the first speed in the D range, and when it is turned on, the first speed starting is executed in the automatic speed change range. In a large vehicle such as a bus or a truck, the vehicle is normally started in the second speed, and the first speed is lower than the normal gear ratio for starting. The shift stage is used when a large starting torque is required, such as when the bus occupant (or the load capacity of the truck) increases and the total weight of the vehicle becomes heavier, or when the vehicle starts on a slope.

On the other hand, the output port (output interface) 113 is provided with the above-mentioned engine control unit 93, starter relay 91 and solenoid valves X1, X2, Y.
1, Y2, W, 73 and 111 are respectively connected. In addition, reference numeral 115 in the drawing denotes an air tank 47, 49.
If the air pressure of has not reached the set value, the air sensor 5
An air warning lamp that lights up in response to a detection signal from 7, 59, a reference numeral 117 indicates a clutch warning light that lights up when a wear amount of the clutch 15 exceeds a specified value, and a reference numeral 116 indicates a brake pedal 69. It shows a stop lamp switch that is turned on by depressing.

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

The above-mentioned shift stage selection switch 63 outputs a select signal and a shift signal as shift signals. The shift stage positions corresponding to a pair of these signals are stored in advance as a data map and selected. When a signal and a shift signal are received, an output signal is calculated from this map, and this output is given to each solenoid valve 73 of the gear shift unit 65. In this case, the gear is adjusted to the target shift speed corresponding to the shift signal. ing. The gear position signal from the gear position switch 75 is output when the shift is completed,
It is used to determine whether all gear position signals corresponding to the select signal and the shift signal have been output, and to issue a signal indicating whether meshing is normal. Further, the ROM also stores a shift map for determining the optimum shift speed based on the vehicle speed, the accelerator, and the engine speed.

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

Although a description of the basic operation of the above-mentioned automatic transmission is omitted here, this automatic transmission operates in the same manner as that disclosed in, for example, Japanese Utility Model Laid-Open No. 2-49663. . Next, the control contents of the gear shift control means (or control unit) 71 as an essential part of the present invention will be described. As shown in FIG.
The control unit 71 of this automatic transmission is provided with a target shift stage setting unit 3 and a fuzzy rule detecting means 1. The target shift speed setting unit 3 learns the driving operation of the driver, changes the shift characteristics according to the driver's driving preference, and sets the target shift speed based on the vehicle speed and accelerator opening information. .

Further, the fuzzy rule detecting means 1 is means for reflecting the driver's intention and correcting the target shift speed, and here, the fuzzy theory is used to estimate the driver's intention and the running state of the vehicle. Then, the target shift speed setting unit 3
The target shift speed set in step 1 is corrected to the optimum shift speed. Therefore, the fuzzy rule detecting means 1 is configured as an optimum shift speed determining means.

Further, the target shift speed setting unit 3 has a storage means 3A as a target shift speed setting means for storing a shift map.
And driving operation learning means 3B for selecting a shift map, and the storage means 3A stores a plurality of shift maps (storage means) as shown in FIG. 7, for example. As the shift map, an economy mode shift map for economical traveling (economy driving storage means), a normal mode shift map for normal traveling (normal traveling storage means),
Three types of shift maps are stored, which are a power mode shift map (a storage unit for power running) that emphasizes acceleration. In the shift map shown in FIG. 7, shift-up shift regions are indicated by solid lines, and shift-down shift regions are indicated by broken lines.

Then, the driving operation learning means 3B of the target shift stage setting section 3 is adapted to select one of the above shift modes according to the driving preference of the driver. Note that the driver's driving preference mainly refers to a driving method such as whether he / she prefers an early shift-up with an emphasis on fuel consumption, or whether he / she prefers driving with an emphasis on acceleration. There is.

Here, the driving operation learning means 3B will be described. The driving operation learning means 3B learns the driving operation of the driver by using the driving operation information by the driver as input information, so that the driving operation learning means 3B can be adjusted according to the individuality and taste of the driver. The optimum shift map is selected from the plurality of shift maps in the storage means 3A. Therefore, as shown in FIG. 29, the driving operation learning means 3B is configured to include a neural network simulating a nervous system. In this neural network, the driving operation learning information is received from a plurality of drivers, An optimal storage means selection signal is output according to the individuality and taste of the.

Here, the learning of the driver's driving operation by the neural network will be briefly described. As shown in FIG. 28, in the input layer, information from various sensors is input data I ₁ , I ₂ , I ₃ ... , And each of these _{pieces of} information is transmitted in parallel to the intermediate layer with the degree of coupling according to the coupling coefficient W _ij . Then, the output value is calculated from each intermediate layer as a function of the coupling coefficient W _ij and the threshold value θ _ij . The threshold value θ _ij and the coupling coefficient W _ij are the result to be obtained for the input data (that is, the teacher data shown in FIG. 30) by the algorithm based on the backpropagation method and the output value in the output layer (Out _{12 in} FIG. 28). It is obtained in advance so that the square of the difference between and is minimized.

Further, as shown in FIGS. 1 and 29, the input data in the neural network is obtained based on the vehicle load degree calculating means 2, the vehicle speed sensor 79, the gear selection switch 63 and the accelerator opening sensor 85. Each information, namely vehicle load level, vehicle speed, manual operation frequency,
The accelerator opening and the change in the accelerator opening are used.

Further, the transition of selecting and changing the shift map by the driving operation learning means 3B will be briefly described with reference to the drawings as shown in FIG. In other words, while the vehicle is traveling in the economy mode shift map, it is possible to switch to the normal mode shift map when the running state such as slow shifting is determined by manual operation, and vice versa. When the vehicle is in a traveling state and the traveling state is judged by manual operation such as speeding up earlier, it is possible to switch to the economy mode shifting map. In addition, when a running condition such as a slow speed shift is determined by manual operation while running on the normal mode shift map, the power mode shift map can be switched to the power mode shift map. When a running state such as speed change is judged by manual operation, the mode can be switched to the normal mode.

Then, when the driver's driving preference is learned and the shift map corresponding to the driver's individuality is selected, the storage means 3A, based on the information from the vehicle speed sensor 79 and the accelerator opening sensor 85, The target shift speed is set from the optimum shift map. Now, when the target shift stage is set by the target shift stage setting unit 3 in this way, this target shift stage information is inputted to the fuzzy formula optimum shift stage determining means 1. The optimum gear position determination means 1 performs fuzzy calculation using a plurality of operation information as parameters,
The target shift speed is corrected, the optimum shift speed is determined, and the shift to the optimum shift speed is performed.

Here, as one of the above-mentioned plurality of driving information, the fuzzy optimal shift speed determining means 1 is adapted to apply the vehicle load information to the fuzzy rule. The vehicle load information is a difference (= vehicle load degree α _VL ) between an acceleration α ₀ when the vehicle accelerates on a straight flat road in an empty state and an actual acceleration α when the vehicle actually accelerates. It is defined.

For this reason, as shown in FIG. 1, the control unit 71 is provided with a vehicle load degree calculating means 2 for calculating the vehicle load degree α _VL . The vehicle load degree calculating means 2 comprises an engine torque calculating means 4, a driving force calculating means 5, an air resistance calculating means 6, a straight flat empty vehicle equivalent acceleration calculating means 7 and a subtracting means 8. The engine torque calculation means 4 calculates the engine torque T.

The engine torque calculating means 4 is shown in FIG.
As shown in, the position information (engine output instruction information) SRC of the control rack 23 and the engine speed information NE
Based on the engine torque setting means 4A for presetting the output engine torque, and the engine torque for calculating the actual engine torque by subjecting the engine torque information from the engine torque setting means 4A to the first-order delay processing. It is composed of a correction means 4B. Among them, the engine torque setting means 4A is configured as a map type storage means like the target shift speed setting section 3.

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

In this way, with respect to the engine torque information by the mapping of the engine torque setting means 4A,
The reason why the engine torque correction means 4B performs the primary delay process to calculate the actual engine torque is mainly for the following reasons. That is, normally, the output engine torque is set from the map of the engine torque setting means 4A based on the position information SRC of the control rack 23 and the engine speed information NE, but the engine torque actually output is the response of the engine 11. Due to a delay or the like, there is a delay with respect to the engine torque set by the mapping of the engine torque setting means 4A. Therefore, the engine torque setting means 4
The engine torque correction means 4B is provided in order to match the engine torque set by A with the engine torque actually output.

The engine torque correction means 4B will now be described. In the engine torque correction means 4B, as shown in FIG. Also, the switching information from the engine brake assist device on / off switch 121 is input. Exhaust brake on / off switch 1
20 and engine brake auxiliary device on / off switch 12
1 is connected because the characteristics of the engine differ depending on the usage of the exhaust brake and the engine brake auxiliary device. Therefore, these switches 120, 1 are connected.
The information of the exhaust brake and the engine brake auxiliary device is taken in from 21 and the calculation data in the engine torque correction means 4B is switched.

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

[0064] _{buffer1 = X n -b · buffer2 =} X n -b · X n-1 Then, in this buffer1 added buffer2, so calculated as actual engine torque output value Y those obtained by integrating predetermined constant is there. _{Y n = (buffer1 + buffer2)} · a = (X n -b · X n-1 + X n-1) · a = _{[X n + (1-b)} · X n-1 ] · a In the above formula The a and b used are constants set by the following equations, respectively.

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

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

By the way, the above-mentioned time constant τ is designed to be changed with the turning on and off of the exhaust brake and the engine brake auxiliary device.
The value of b can be switched. That is,
In the normal mode in which both the exhaust brake and the engine brake auxiliary device are off (hereinafter referred to as mode A), the time constant τ is set to τ _A. That is, a = T / (T + 2τ _A ), b = (T−2τ _A ) / (T +
2τ _A ). In this case, τ _A is set to about 1 second, for example.

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

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

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

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

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

Then, the subtracting means 8 reduces the load degree information α _VL of the vehicle based on the linear flat road empty vehicle equivalent acceleration information α ₀ calculated by the acceleration calculating means 7 and the actual acceleration information α from the vehicle speed sensor 79. It is designed to be calculated by a formula. α _VL = α ₀ −α That is, if α _VL > 0, the vehicle load is heavy, and α _VL <0
If so, it can be said that the vehicle load is light. And
Based on the magnitude of the value of α _VL , how heavy (or light) the vehicle load is is determined.

4 to 6 are all examples calculated by simulating the vehicle load degree α _VL , where the horizontal axis represents the gross vehicle weight (gvw = gloss vehicle weight) and the vertical axis represents the vehicle load degree. Is. 4 is a flat road, and FIG. 5 is 1
FIG. 6 is an example of calculation of the vehicle load degree α _{VL on} a 0% grade uphill road, and FIG. 6 is calculated under constant vehicle conditions except for the vehicle weight.

When the vehicle load degree α _VL is calculated by the vehicle load degree calculating means 2 in this manner, the fuzzy optimum gear shift stage determining means 1 adds the accelerator opening information in addition to the vehicle load degree α _VL. VA, accelerator opening change information ΔVA, vehicle speed information V, brake information, and current shift speed information are taken in and correction is performed for the target shift speed set by the target shift speed setting unit 3. ing. As the brake information, in addition to the foot brake operation information input from the brake sensor 87, operation information of an exhaust brake, an engine brake auxiliary device, etc. (not shown) is also input, and the optimum shift speed is determined. The means 1 is adapted to perform correction by taking these information into consideration.

Then, in the optimum gear position determining means 1,
Target information from a predetermined fuzzy rule by fuzzy inference
It is designed to correct the shift speed. Here, FIG.
~ Fig. 17 shows the optimum gear position determination as the parameter of the driving information.
Each information α input to the setting means 1_VL, VA, ΔVA Men
This is the Basip function, of which FIGS.
The gear ratio of the speed change mechanism 17 is 1 to 7th, respectively.
α _VLIs a membership function of. Also, FIG. 18 shows the dry
Member to adjust the gear stage to reflect the intention of the vehicle.
Function. FIG. 19 shows the membership of the vehicle speed information V.
20 is the membership function of engine speed.
is there.

[0077] Among the membership function of the vehicle load of alpha _VL, its absolute value in vehicle load index alpha _VL> 0 is large (i.e., vehicle load of alpha _VL is positive large) because, as follows It is defined as. First, the maximum gradient θ at which the vehicle can travel in the loaded state (acceleration 0) is calculated for each shift speed, and the vehicle load degree α when traveling on an uphill road having this gradient θ at the next lower shift speed
Calculate _VL . Then, a predetermined value as the efficiency of the above vehicle load of alpha _VL (e.g. 0.9) by integrating, the resultant value, the minimum value of the membership function vehicle load of alpha _VL is larger positive ( That is, it is defined as the load degree when the matching degree is 0). Then, the value obtained by adding a predetermined value (for example, 1) to the load degree when the fitness is 0 is the maximum value (that is, the fitness is 1).
The load level is defined as.

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

Then, the maximum gradient θ that can be traveled can be obtained from the following equation under the condition that the acceleration of the vehicle can take a positive value. (F−R) / (W + Wr) = 0 That is, on an uphill road satisfying (F−R) / (W + Wr) ≧ 0, it is possible to travel at least at the maximum torque generation rotational speed of the engine, and in some cases upshifting may occur. It shows that it is possible. Also, (FR) / (W + W
On an uphill road of θ that satisfies r) <0, traveling at this gear is impossible.

In this way, by defining the membership function in which the vehicle load degree α _VL is positively large among the membership functions, it is possible to perform gear shift control close to the actual driver's judgment. It will be. By the way, the optimum shift stage determining means 1 of the present apparatus corrects the target shift stage by the fuzzy inference method using the min-max combined center of gravity method. Here, first, the above-mentioned min-max is corrected. Synthetic center of gravity method Fig.8 (a)-(c)
Will be briefly explained. Fuzzy rules Find the goodness of fit of the membership function to the input value of the antecedent part for all fuzzy rules.

For example, assuming that the output from each sensor at a certain time t is a ₁ (t), a ₂ (t), ...
As shown in (a) and (b), each fuzzy rule R ₁ ,
In R ₂ , ..., From each membership function, a
Membership grades (fitness) A ₁ and A ₂ for ₁ (t) and a ₂ (t) are obtained. Next, the minimum value min of the goodness of fit is obtained for each rule.

That is, the fuzzy rule R in FIG.
₁In the antecedent part of₁Goodness of fit for (t) A₁Who
Is a₂Goodness of fit for (t) A₂Smaller than
And the fuzzy rule parameter is a₁(t), a₂2 of (t)
If only one, A₁Is the minimum value min. Similarly,
As shown in FIG. 8B, the fuzzy rule R₂Then, a
₂Goodness of fit for (t) A₂Is the minimum value min. With the above minimum value min, the membership function of the consequent part is defined.
Set.

Next, of the goodness of fit of the membership function of the consequent part, the part having the minimum value min or more obtained above is cut to define the membership function of the consequent part. This is also performed for each fuzzy rule R ₁ , R ₂ , ... As shown in FIGS. The graphs obtained by each fuzzy rule are overlaid ma
Find the x-figure.

Here, as shown in FIG. 8C, the maximum value of the membership function is obtained by superimposing the graph (graphic) obtained in the above. The barycentric position of the above figure is obtained. Then, the fuzzy rules R ₁ , R ₂ , ... Are obtained by obtaining the figure centroid C ₁ of the membership function shown in FIG. 8C.
It is possible to perform weighting according to the degree of conformity in. Then, in the membership function of the consequent part, the driver's intention is judged from the matching degree corresponding to the output C ₁ .

The membership functions shown in FIGS. 8 (a) to 8 (c) are for explaining the min-max combined centroid method, and are the members of this embodiment shown in FIGS. 9-18. It does not always match the ship function. On the other hand, as shown in FIG. 21, the fuzzy rule is R
₁₅ rules from _{1 to} R ₁₅ are set. Among them, in each of the fuzzy rules of R _{1 to} R ₁₀ and R ₁₅ , FIG.
Even if the target shift speed obtained from the shift map shown in (i.e., the shift speed set by the normal target shift speed setting unit 3) and the current shift speed are different, the optimum shift speed determination means 1
Assuming that the driver is not willing to shift,
A correction signal is output so as to maintain the current shift speed.

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

The reason why the engine speed information is incorporated is as follows. That is, even when it is estimated that the vehicle is traveling on an uphill road or traveling in a loaded state as described above, it is preferable to shift up when the engine torque has a margin, and a natural traveling feeling is obtained. Can be obtained. On the other hand, when the engine torque has no margin, it is better to suppress the shift-up of the shift speed for a better driving feeling. Therefore, in this device,
Since the engine speed is applied to the fuzzy rule, if the engine speed is medium, the above-mentioned fuzzy rule R ₁ suppresses the shift-up, and there is a margin in the engine torque so that the engine speed is somewhat high. If it goes up, it is excluded from the application of the above-mentioned fuzzy rule R ₁ and the shift up is performed.

In addition, the second fuzzy rule R₂Then the car
Both load α_VL> 0, its absolute value is medium, and
The opening VA is medium and the target shift speed setting unit 3 shifts
If you are instructed to shift up based on the map,
First fuzzy rule R ₁As with
When the vehicle is traveling on an uphill or in a loaded state in the fixing means 1.
It is presumed that the vehicle is running, but in this case as well, the optimum gear is determined.
Method 1 presumes that the driver has no intention of upshifting
The gear shift stage to the current state as the optimum shift stage.
To have.

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

In the fourth fuzzy rule R ₄ , the vehicle load degree α _VL <0, the absolute value is medium, the accelerator opening VA is small, and the shift-up is performed based on the shift map of the target shift stage setting section 3. Is instructed, the above-mentioned third
Similar to the fuzzy rule R _{3 of} No. ₃ , the optimum shift stage determining means 1 estimates that the vehicle is traveling on a downhill road. Then, similarly to the above, the gear shift command signal from the target gear stage setting unit 3 is corrected and the gear gear stage is held in the current state.

As described above, in the above-mentioned third and fourth fuzzy rules R ₃ and R ₄ , unnecessary shift-up is suppressed during traveling on a downhill road, and thereby effective engine braking is performed. You will be able to get it.
Therefore, the safety of the vehicle is improved and the drivability is also improved. Next, the fifth fuzzy rule R ₅ will be described. In the fifth fuzzy rule R ₅ , the accelerator opening VA is small, the vehicle speed V is low, and the shift map of the target shift stage setting unit 3 is set. When the upshift is instructed on the basis of the above, the optimum shift stage determining means 1 estimates that the vehicle is traveling on a congested road. In this case, the optimum shift stage determining means 1 estimates that the driver has no intention of upshifting and corrects the shift command signal from the target shift stage setting unit 3 so as to maintain the gear shift stage in the current state. As a result, the shift-up of the shift speed is suppressed and the current shift speed is maintained as the optimum shift speed. Therefore, unnecessary upshifting on a congested road is suppressed and drivability is improved.

The sixth fuzzy rule R ₆ is optimum when the accelerator opening change ΔVA <0, the absolute value is large, and the shift-up is instructed based on the shift map of the target shift stage setting section 3. It is presumed that the vehicle is decelerated before the curve in the gear position determination means 1. Also in this case, it is estimated that the driver has no intention of upshifting, and the correction is performed so that the gear shift stage is maintained in the current state. Therefore,
Upshifting of the shift speed is prohibited, and the current shift speed is maintained as the optimum shift speed. As described above, in the sixth fuzzy rule R ₆ , the shift up does not occur when the vehicle decelerates before the curve, and the effective engine braking can be obtained.

In the seventh fuzzy rule R ₇ , the accelerator opening change ΔVA> 0, the absolute value is medium, and the target shift speed is smaller than the current shift speed (that is, the shift speed of the target shift speed setting unit 3). If the shift-down is instructed based on the map), the optimum shift stage determining means 1 estimates that the vehicle is about to accelerate after passing the curve. And
In this case, it is estimated that the driver has no intention of downshifting, and the shift command signal from the target shift stage setting unit 3 is corrected so as to maintain the gear shift stage in the current state. As a result, downshifting of the shift speed is suppressed,
The current shift speed is held as the optimum shift speed. Therefore, frequent shift changes on a bend or the like are suppressed, and drivability is improved.

In the eighth fuzzy rule R ₈ , when the accelerator opening change ΔVA> 0, the absolute value is small, the vehicle speed V is low, and a downshift is instructed based on the shift map, the vehicle is once decelerated. It is estimated that it is the re-acceleration after the control is performed, and the current speed is maintained. This is also because the traveling is mainly taken into consideration when traffic is congested, and in such a case, the speed is often decelerated immediately even if gear shifting is executed.

In the ninth fuzzy rule R ₉ , when the accelerator opening change ΔVA> 0, the absolute value is medium, the vehicle speed V is low, and downshifting is instructed based on the shift map, the traffic jam also occurs. When the vehicle is decelerated once, the acceleration is estimated to be re-acceleration, and the current gear is held. That is, the eighth described above, in the ninth fuzzy rules R _8, R _9, at the time of acceleration in a traffic jam or the like, it is possible to suppress unwanted downshift is also to improve the drivability. There is also an advantage that fuel efficiency can be improved by suppressing downshift.

In the tenth fuzzy rule R ₁₀ , an auxiliary brake (exhaust brake, engine brake auxiliary device, etc.)
When the operation of is ON, the foot brake is OFF, and a downshift is instructed based on the shift map, it is estimated that the vehicle is trying to decelerate lightly, and the gear shift stage is kept at the current state. Thus, the shift command signal from the target shift stage setting unit 3 is corrected. As a result, the shift down of the shift speed is suppressed, and the current shift speed (the optimum shift speed) is maintained. Therefore, it is possible to suppress a large deceleration contrary to the driver's intention and to prevent a shift shock accompanying a downshift, thereby improving drivability.

Next, the eleventh fuzzy rule R ₁₁ to the first
Describing the fuzzy rule R ₁₄ of No. 4, in these fuzzy rules, even if the shift speed set based on the shift map shown in FIG. It is presumed that the driver is willing to shift gears, and a correction signal is output so that the driver shifts to a shift speed one step lower than the current shift speed.

That is, in the eleventh fuzzy rule R ₁₁ , the vehicle load degree α _VL > 0, the absolute value thereof is large, the accelerator opening VA is large, and the target gear position setting unit 3 does not give a gear shift instruction (Fig. If the gear set based on the gear shift map shown in FIG. 7 and the current gear are the same), the optimum gear decision unit 1 is in a state where the vehicle is traveling on a steep uphill road or is loaded. It is estimated that the vehicle is traveling in this state. And
In this case, even if the target shift stage setting unit 3 does not set a command to change the shift stage, the optimal shift stage determining unit 1 estimates that the driver has the intention to shift down, and the current shift stage is set. The shift command signal is corrected so as to shift to the next lower speed side. As a result, the shift speed is shifted down to the optimum shift speed, and it becomes possible to obtain a larger drive torque. Therefore, acceleration performance in traveling on a steep uphill road or traveling in a loaded state is improved. .

In the twelfth fuzzy rule R ₁₂ ,
When the vehicle load degree α _VL <0, the absolute value is large, the auxiliary brake is ON, and there is no shift instruction from the target shift stage setting unit 3, the optimum shift stage determination unit 1 drives the vehicle on a steep downhill road. Presumed to be in. Also in this case, even if the target shift speed setting unit 3 does not set a command to change the shift speed, the optimum shift speed determining unit 1 estimates that the driver has the intention of downshifting, and the gear shift is performed. The shift command signal is corrected so as to shift the gear from the current one to the lower speed side.

Next, in the thirteenth fuzzy rule R ₁₃ ,
When the vehicle load degree α _VL <0, the absolute value is large, the auxiliary brake is ON, the foot brake is ON, and there is no shift instruction from the target shift stage setting unit 3, the optimum shift stage determination unit 1 determines that the vehicle is It is estimated that the vehicle is traveling on a steep downhill road. That is, in this case, in addition to the above-described twelfth fuzzy rule R ₁₂ , the driver is operating the foot brake, and it is estimated that the vehicle is traveling on a steep downhill road. Therefore, the optimum shift stage determining means 1 also estimates that the driver has the intention of downshifting, and corrects the shift command signal so as to shift the gear shift stage from the current one to the lower speed side.

In the twelfth and thirteenth fuzzy rules R ₁₂ and R ₁₃ described above, the gear is downshifted to the optimum gear so that a large engine brake can be obtained and the foot brake load is reduced. It is possible to reduce the driving state to a more safe driving state. In the fourteenth fuzzy rule R ₁₄ , the vehicle load degree α _VL > 0 has a small absolute value, the accelerator opening VA is medium, and the accelerator opening change ΔVA> 0 has a large absolute value, and the vehicle speed V is When there is no shift command from the target shift speed setting unit 3, the optimum shift speed determination means 1 estimates that the vehicle is about to perform overtaking acceleration, and shifts the gear shift speed from the present one speed to the next lower speed. The shift command signal is corrected so as to shift to the side. As a result, a shift to the low speed stage side is executed, and smooth acceleration can be performed.

Lastly, the fifteenth fuzzy rule R ₁₅ will be described. In the fuzzy rule R ₁₅ , the vehicle load degree α _VL > 0, the absolute value is large, and the fuzzy rule R ₁₅ is based on the shift map of the target shift stage setting section 3. When the shift up is instructed, the vehicle is traveling on a steep uphill slope or is traveling in a loaded state in the optimum shift stage determining means 1 as in the _eleventh fuzzy rule R _11. Presumed to be.

In this case, it is presumed that the driver has no intention of upshifting, and the correction is performed so that the gear shift stage is maintained in the current state. Therefore, the upshifting of the shift speed is prohibited and the current shift speed is maintained. Since the shift speed control device for the automatic transmission for a vehicle as one embodiment of the present invention is configured as described above,
For example, according to the flowchart shown in FIG.
The target shift speed is corrected to determine the optimum shift speed.

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

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

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

Next, in step S6, the above step S
1 to S5, based on the vehicle load degree information α _VL , vehicle speed information V, manual shift operation frequency information, accelerator opening degree information VA, and accelerator opening degree change information ΔVA from each sensor, in addition to the vehicle load degree , Learning driver's driving preference using neural network. This learning is performed by the driving operation learning means 3B of the target shift speed setting unit 3. Then, in step S7, an optimum shift map is selected from a plurality of shift maps based on the result of this learning. Specifically, the optimum shift map is selected from the above-described economy mode shift map for economical driving, normal mode shift map for normal driving, and power mode shift map that emphasizes acceleration. . Then, from the selected shift map, the target shift speed suitable for the traveling state is set based on the vehicle speed V and the accelerator opening degree VA. The setting of the target shift speed in step S7 is executed by the storage unit 3A of the target shift speed setting unit 3.

Then, in step S8, step S1
~ Based on the information from each sensor in addition to the vehicle load degree obtained in S5, the optimum shift stage determining means 1 estimates the running state of the vehicle by the fuzzy rules R _{1 to} R ₁₅ described above and the driver's driving intention. To do. Next, in step S9, the target shift speed obtained in step S7 is compared with the driver's intention estimated in step S8 to set a correction signal for correcting the shift command to the target shift speed, and then the process returns. . As a result, the optimum shift speed reflecting the driver's intention with respect to the target shift speed is set.

Therefore, in the case where a target shift speed different from the current traveling shift speed is set by the target shift speed setting unit 3 and a downshift or upshift command signal is input to the optimum shift speed determining means 1. Also, when it is estimated that the optimum shift stage reflecting the driver's intention corresponds to the current traveling shift stage, the optimum shift stage determination means 1 sets a correction signal for prohibiting the shift operation to the target shift stage. . As a result, the vehicle travels while maintaining the current gear, and travels at the most appropriate gear according to the load condition of the vehicle and road conditions (uphill road, downhill road, presence of curves, traffic jams, etc.). You can do it.

Even when the target shift speed set by the target shift speed setting unit 3 matches the current traveling shift speed and the shift command signal is not input to the optimum shift speed determining means 1, When the optimum shift speed reflecting the intention is different from the current traveling shift speed (here, the target shift speed), the optimum shift speed determination means 1 sets a correction signal for executing the shift operation. As a result, the speed change mechanism 17 executes the speed change operation, and again, the vehicle can travel at the most appropriate speed according to the load condition of the vehicle and the road condition.

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

Then, in step SA3, the value of buffer1 is set based on the value of buffer2, and then step S3.
At A4, the output value is calculated based on buffer1 and buffer2. After that, the process returns to step SA3,
The process of steps SA3 to SA5 is repeated. In the gear shift control device for an automatic transmission for a vehicle according to the present invention, as described above, in the automatic transmission for a mechanical vehicle having the mechanical friction clutch 15, the driving operation of the driver is learned by using the neural network, Based on the learning result, the shift map is switched to the optimum shift map according to the driver's preference from a plurality of shift maps that have been conventionally provided, so that there is an advantage that the control logic can be relatively simple. is there. In addition, this makes it possible to suppress an increase in cost as much as possible. Further, it is possible to change gears according to the driver's preference, and it is possible to significantly improve drivability.

Further, in this device, the driver's driving operation is learned by using the neural network, and the target shift speed is corrected by the desired fuzzy rule using the vehicle load condition α _VL as a parameter to reflect the driver's intention. By determining the optimum shift speed, the drivability can be greatly improved. Further, by applying such a fuzzy calculation, for example, the engine brake can be positively utilized on a downhill road or the like, the load of the foot brake can be reduced, and a highly safe traveling state can be achieved. .

Further, in the present apparatus, since the driver's intention is reflected in the target shift speed set in the shift map by a simple rule as to whether or not to shift, a complicated fuzzy rule is unnecessary. There are advantages. Further, since the driver's intention is estimated based on the information from the sensor system conventionally provided in the vehicle, it is not necessary to provide a new sensor or the like, and it is only necessary to set a relatively simple fuzzy rule. The shifting software can also be simple. This has the advantage of not causing an increase in cost or weight.

Furthermore, by providing a shift map similar to that of the conventional automatic transmission, even when the neural network or the fuzzy calculation does not function normally, the same shift operation as that of the conventional automatic transmission can be performed. Therefore, it has an advantage that normal traveling is possible. The storage means 3A of the target shift speed setting unit 3 described above
Includes three types of shift maps of economy mode, normal mode, and power mode. As the shift map, a plurality of shift maps having different shift characteristics may be used, and the above three types of shift maps are not necessarily required. It is not limited to maps. Further, although the storage means 3A is adapted to take in the accelerator opening information VA as load information, such information is not limited to the accelerator opening information VA, and, for example, throttle opening information, etc.
It may be other engine load information.

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

[0117]

As described in detail above, according to the gear shift control device for an automatic transmission for a vehicle of the present invention, the gear shift stage is determined based on the driving information about the vehicle, and the gear shift is performed. In a shift speed control device having a shift speed control means for controlling an automatic transmission so as to shift to a shift speed, the shift speed control means uses driving information obtained by a driving operation of a driver as input information and responds to the personality of the driver. Driving operation learning means for learning a driving operation, target shift speed setting means for setting a target shift speed based on at least vehicle speed and engine load information, and a desired fuzzy rule using at least vehicle information having load information of the vehicle as a parameter And a fuzzy rule detecting means for outputting correction data determined by the fuzzy rule, and the output information from the driving operation learning means and the fuzzy rule. The target shift speed is corrected on the basis of the output information from the rule detecting means, and the optimum shift speed is set to reflect the driver's intention, thereby sufficiently reflecting the driver's individuality and intention. There is an advantage that it is possible to realize the automatic shift. Further, since the gear can be shifted to an optimum gear according to the load state of the vehicle, there is an advantage that drivability is significantly improved.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 2, in addition to the configuration described in claim 1, the gear shift control means includes the driving operation learning means. The target shift speed corresponding to the individuality of the driver is corrected based on the output information from the target shift speed, and the corrected target shift speed is corrected based on the output information from the fuzzy rule detecting means to obtain the target shift speed. With the configuration in which the gear is set to the optimum gear that reflects the driver's intention, it is possible to realize automatic gear shift that also sufficiently reflects the driver's individuality and intention, and drastically improve drivability. There is an advantage.

According to another aspect of the present invention, there is provided a gear shift control device for an automatic transmission for a vehicle according to the present invention.
In addition to the described configuration, the fuzzy rule detecting means uses at least the load information of the vehicle and the vehicle information including the target shift speed information as parameters, thereby reliably reflecting the vehicle state in the fuzzy control. be able to.

Further, according to the gear shift control device for an automatic transmission for a vehicle of the present invention as defined in claim 4, the above-mentioned claim 1 or 2 is provided.
In addition to the described configuration, the target shift speed setting means has a plurality of types of map format storage means for presetting the target shift speed, and the plurality of types according to the output of the driving operation learning means. The control logic can be made relatively simple by selecting the storage means according to the personality of the driver among the storage means. Also,
This also has an advantage that the increase in cost can be suppressed as much as possible. Further, it is possible to change gears according to the driver's preference, and it is possible to significantly improve drivability. In addition, even when the fuzzy calculation is not normally performed, the same gear shifting operation as that of the conventional automatic transmission can be performed, and there is an advantage that normal traveling can be performed.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 5, in addition to the configuration described in claim 4, the plurality of types of storage means are at least for economical traveling. The storage means, the storage means for normal traveling, and the storage means for power traveling are provided, and the driver's preference is sufficiently reflected by selecting any one of the three types of storage means. It has the advantage of being able to. Further, there is an advantage that the present invention can be realized at low cost by using the conventional storage means as the above-mentioned three types of storage means.

Further, according to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 6, the above-mentioned claims 1, 2,
In addition to the configuration described in any one of 4 and 5, the driving operation learning unit receives a plurality of driving operation information by the driver and outputs an optimum storage unit selection signal according to the personality of the driver. This configuration has the advantage of being able to surely learn the driving operation preference of the driving vehicle.

Further, according to the gear shift control device for an automatic transmission for a vehicle of the present invention as defined in claim 7, in addition to the configuration according to any one of claims 1 to 3, the gear shift control means is provided. ,
The vehicle has a vehicle load degree calculating means for calculating, as vehicle load information, a vehicle load degree defined by a difference between straight flat road empty vehicle equivalent acceleration information and actual acceleration information, and the vehicle load information is used as a parameter in the fuzzy rule detecting means. With the configuration of inputting, the running state of the vehicle can be estimated from the load of the vehicle, and there is an advantage that the intention of the driver can be reflected in the shift.

According to an eighth aspect of the present invention, in addition to the configuration of the seventh aspect, the vehicle load degree calculating means has the engine output instruction information. Engine torque calculation means for obtaining engine torque information from the engine speed information, driving force calculation means for calculating driving force information based on the engine torque information obtained by the engine torque calculation means, and actual vehicle speed information Air resistance calculation means for calculating air resistance information of the vehicle, and the straight flat empty vehicle equivalent acceleration from the driving force information calculated by the driving force calculation means and the air resistance information calculated by the air resistance calculation means A straight flat road empty vehicle equivalent acceleration calculation means for calculating information; and a straight flat road empty vehicle equivalent acceleration information calculated by the straight flat road empty vehicle equivalent acceleration calculation means and the actual acceleration information. By being configured to include a subtraction means for obtaining the said vehicle load level information from, there is an advantage that it is possible to calculate a reliable and simple vehicle load degree.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention as defined in claim 9, in addition to the structure of claim 8, the engine torque calculation means causes the engine output instruction to With the configuration of the storage means in the map format in which the engine torque information is preset based on the information and the engine speed information, there is an advantage that the engine torque can be easily calculated.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 10, in addition to the configuration described in claim 1, the vehicle load degree information is provided as driving information regarding the vehicle. In addition, the accelerator opening information, the accelerator opening change information, the vehicle speed information, and the brake information are provided, and the fuzzy rule detecting means sets the target shift speed set by the target shift speed setting means to the above-mentioned Of the vehicle load degree information, accelerator opening information, accelerator opening change information, vehicle speed information, and brake information are used as parameters, and the fuzzy rule is used for correction to determine the optimum shift speed. By being configured, there is an advantage that the driver's intention can be estimated based on the information from the sensor system conventionally provided in the vehicle. Therefore, there is an advantage that it is not necessary to provide a new sensor or the like, and the cost and weight are not increased. Further, since it is only necessary to set a relatively simple fuzzy rule, there is also an advantage that the shifting software can be simplified. In addition, since the vehicle has a shift map similar to that of a conventional automatic transmission, the intention of the driver is reflected by a relatively simple rule as to whether or not to shift the target shift speed set in this shift map. There is also an advantage that complicated fuzzy rules are unnecessary.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 11, in addition to the configuration described in claim 10, the fuzzy optimum gear shift determining means is executed. When the fuzzy rule is estimated from the driving information about the vehicle to be traveling on an uphill road or traveling on a loaded vehicle, even if the current shift speed and the target shift speed are different, the current shift speed is changed. The configuration in which the rule is set to give priority to the target shift speed has an advantage that unnecessary shift is suppressed and drivability is improved when traveling on an uphill road or traveling in a loaded state.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 12, in addition to the configuration described in claim 10, the fuzzy type optimum gear position determination means is executed. When the fuzzy rule is estimated from the driving information about the vehicle that the vehicle is traveling on a downhill road, even if the current shift speed and the target shift speed are different, the current shift speed is set to the target shift speed. Due to the configuration that is set as a rule that gives priority to, there is an advantage that unnecessary downshifting is suppressed when traveling on a downhill road. As a result, an effective engine brake can be obtained, and the load on the foot brake can be reduced.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 13, in addition to the configuration described in claim 10, the fuzzy optimum gear shift determining means is executed. When the fuzzy rule is estimated from the driving information about the vehicle that the vehicle is traveling on a congested road, even if the current shift speed and the target shift speed are different, the current shift speed is set to the target shift speed. With the configuration in which the rule is set to give priority to, there is an advantage that unnecessary gear shifting on a congested road is suppressed and drivability is improved.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 14, in addition to the configuration described in claim 10, the fuzzy optimum gear shift determining means is executed. When the fuzzy rule is estimated from the driving information about the vehicle that the vehicle is decelerating before the vehicle travels on a curved road, even if the current gear position and the target gear position are different, the current gear position is different. Is set as a rule that gives priority to the target shift speed, the shift up does not occur when the vehicle decelerates before the curved road. Therefore, there is an effect that effective engine braking can be obtained and smooth deceleration can be performed.

Further, according to the gear shift control device for an automatic transmission for a vehicle of the present invention as defined in claim 15, in addition to the configuration of the above-mentioned claim 10, the fuzzy optimal gear position determination means is executed. When the fuzzy rule is estimated from the driving information about the vehicle that the vehicle is accelerating after exiting a curved road, even if the current shift speed and the target shift speed are different, the current shift speed is changed. The configuration in which the rule is set to give priority to the target shift speed has an advantage that frequent shift changes on a curved road or the like are suppressed and drivability is improved.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention, which is described in claim 16, in addition to the structure described in claim 10, the fuzzy optimum gear shift determining means is executed. When the fuzzy rule is estimated from the driving information about the vehicle to be the time of re-acceleration after deceleration, even if the current shift speed and the target shift speed are different, the current shift speed is changed. With the configuration in which the rule is set to give priority to the target shift speed, unnecessary shift down can be suppressed at the time of acceleration such as traffic jam, and drivability is also improved. In addition, there is an advantage that fuel efficiency can be improved by suppressing downshift.

According to the gear shift control device for an automatic transmission for a vehicle of the present invention described in claim 17, in addition to the configuration described in claim 10, the fuzzy type optimum gear position determination means is executed. When the fuzzy rule is estimated from the driving information about the vehicle that the vehicle is decelerating due to the use of a brake, even if the current shift speed and the target shift speed are different, the current shift speed is set to the target shift speed. The configuration in which the rule is set to give priority to the shift speed has an advantage that a large deceleration contrary to the driver's intention can be suppressed. In addition, it is possible to prevent a shift shock due to downshifting, which also has an advantage of improving drivability.

Further, according to the gear shift control device for an automatic transmission for a vehicle of the present invention as set forth in claim 18, in addition to the configuration of claim 10, the fuzzy optimal shift speed determination means is executed. When the fuzzy rule is estimated from the driving information about the vehicle that the vehicle is traveling on a steep uphill road or when traveling on a loaded vehicle, the downshift is performed even if the current gear stage and the target gear stage are the same. With the configuration set as such a rule, the shift speed is downshifted to the optimum shift speed, and a larger drive torque can be obtained. Therefore, there is an advantage that acceleration performance in traveling on a steep uphill road or traveling in a loaded state is improved.

Further, according to the gear shift control device for an automatic transmission for a vehicle of the present invention as defined in claim 19, in addition to the configuration of the above-mentioned claim 10, the fuzzy optimal shift speed determining means is executed. When the fuzzy rule is estimated to be driving on a steep downhill road from the driving information about the vehicle,
Even if the current shift speed and the target shift speed are the same, a large engine brake can be obtained by the configuration in which the rule is set so as to shift down, thereby reducing the load on the foot brake. There is an advantage that

Further, according to a gear stage control device for an automatic transmission for a vehicle of the present invention as defined in claim 20, the above-mentioned claim 10 is adopted.
In addition to the described configuration, when the fuzzy rule executed by the fuzzy optimal shift stage determining means is estimated to be overtaking traveling from the driving information about the vehicle, the current shift stage and the target shift stage Even if the number of steps is the same, there is an advantage that smooth acceleration can be performed by the configuration in which the rule is set so as to shift down.

[Brief description of drawings]

FIG. 1 is a schematic block diagram showing a configuration of a main part of a shift stage control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

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

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

FIG. 4 is a diagram showing a characteristic of a vehicle load degree as a shift control parameter in a shift stage control device for a vehicle automatic transmission according to an embodiment of the present invention.

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

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

FIG. 7 is a diagram showing a shift map in a shift stage control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

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

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

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

FIG. 11 is a diagram showing a membership function in a shift stage control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

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

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

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

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

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

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

FIG. 18 is a diagram showing a membership function in a shift speed control device for an automatic transmission for a vehicle as an embodiment of the present invention.

FIG. 19 is a diagram showing a membership function in a shift speed control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

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

FIG. 21 is a diagram showing a fuzzy rule in a shift stage control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

FIG. 22 is a flow chart for explaining the operation of the shift speed control device for an automatic transmission for a vehicle as an embodiment of the present invention.

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

FIG. 24 is a schematic diagram showing a shift pattern of a shift lever in a shift speed control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

FIG. 25 is a diagram for explaining operating characteristics in a shift stage control device for an automatic transmission for a vehicle as an embodiment of the present invention.

FIG. 26 is a diagram for explaining a control mode of a clutch in a shift speed control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

FIG. 27 is a view for explaining transition of selection shift of a shift map in a shift speed control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

FIG. 28 is a diagram for explaining a neural network in a gear shift control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

FIG. 29 is a diagram for explaining a neural network in a shift speed control device for an automatic transmission for a vehicle according to an embodiment of the present invention.

FIG. 30 is a diagram showing an example of teacher data of a neural network in a gear shift control device for a vehicle automatic transmission according to an embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Optimal shift speed determination means as fuzzy rule detection means 2 Vehicle load degree calculation means 3 Target shift speed setting section 3A Storage means as target shift speed setting means 3B Driving operation learning means 4 Engine torque calculation means 4A Engine torque setting means 4B Engine torque correction means 5 Driving force calculation means 6 Air resistance calculation means 7 Straight line empty road equivalent acceleration calculation means 8 Subtraction means 11 Engine (diesel engine) 13 Output shaft 15 Clutch 17 Gear transmission (transmission mechanism) 19 Fuel injection pump input Axis 21 Fuel injection pump (injection pump) 23 Control rack 25 Electromagnetic actuator 27 Engine speed sensor 29 Flywheel 31 Clutch plate 33 Clutch actuator (air cylinder) 35 Clutch stroke sensor 37 Clutch touch sensor 39 Transmission mechanism input shaft 41 Clutch rotation speed sensor 43 Air passage 45 Check valve 47,49 Air tank 57,59 Air sensor 55,73,111, X1, X2, Y1, Y2 solenoid valve 61 Change lever 63 Change speed selection switch 65 Gear shift Unit (gear stage switching means) 67 Indicator 69 Brake pedal 71 Control unit (gear stage control means) 75 Gear position switch (gear stage detection sensor) 77 Gear mechanism output shaft 79 Vehicle speed sensor 81 Accelerator pedal 83 A / D converter 85 Axel Sensor (accelerator opening sensor) 87 Brake sensor 89 Starter 91 Starter relay 93 Engine control unit 95 Microprocessor (CPU) 97 Memory 99 Interface 99 (input / output signal processing circuit) 1 01 Input port (input interface) 103 Slope start switch 105 First speed start switch (FSS switch) 106 Strong brake pedal force sensor (BPS sensor) 107 Wheel brake 109 Air master 113 Output port (output interface) 115 Air warning lamp 117 Clutch warning lamp 116 Stop Lamp Switch 120 Exhaust Brake On / Off Switch 121 Engine Brake Auxiliary Device On / Off Switch 123 Rack Position Detection Sensor W 3-way Solenoid Valve

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display F16H 59:66

Claims (20)

[Claims] 1. A shift stage control device having a shift stage control means for determining a shift stage based on driving information about a vehicle and controlling an automatic transmission so that the shift stage is set to the shift stage. A driving operation learning means for learning a driving operation according to a driver's individuality by using driving information based on a driving operation of a driver as input information; and a target shift speed for setting a target shift speed based on at least vehicle speed and engine load information. And a fuzzy rule detecting means for outputting correction data determined by the fuzzy rule when a desired fuzzy rule is satisfied with vehicle information having at least the load information of the vehicle as a parameter. The target shift speed is corrected based on the output information from the learning means and the output information from the fuzzy rule detection means to reflect the driver's intention. Optimum transmission is configured to set the stage, characterized in that is, shift speed control device for a vehicular automatic transmission. 2. The shift speed control means corrects the target shift speed according to the individuality of the driver based on the output information from the driving operation learning means, and the corrected target shift speed is corrected by the shift speed control means. The automatic transmission for a vehicle according to claim 1, characterized in that the target shift speed is set to an optimum shift speed that reflects the driver's intention, by correcting based on the output information from the fuzzy rule detecting means. Gear control device. 3. The fuzzy rule detecting means uses at least load information of the vehicle and vehicle information including the target shift speed information as parameters.
A gear shift control device for an automatic transmission for a vehicle according to claim 1. 4. The target shift speed setting means has a plurality of types of map format storage means for presetting the target shift speed, and the plurality of types of storage are stored according to the output of the driving operation learning means. 3. The gear shift control device for an automatic transmission for a vehicle according to claim 1, wherein the storage means is selected from among the means according to the personality of the driver. 5. The plurality of types of storage means are provided with at least three types of storage means, that is, storage means for economical traveling, storage means for normal traveling, and storage means for power traveling. The gear shift control device for an automatic transmission for a vehicle according to claim 4. 6. The driving operation learning means comprises a neural network which receives a plurality of driving operation information by the driver and outputs an optimum storage means selection signal according to the individuality of the driver. Claims 1, 2, 4, 5 characterized
A gear shift control device for an automatic transmission for a vehicle according to any one of 1. 7. The gear shift control means has a vehicle load degree calculation means for calculating, as vehicle load information, a vehicle load degree defined by a difference between straight flat road empty vehicle equivalent acceleration information and actual acceleration information, The gear shift control device for an automatic transmission for a vehicle according to any one of claims 1 to 3, wherein the vehicle load information is input as a parameter to the fuzzy rule detecting means. 8. The vehicle load degree calculating means obtains engine torque information from engine output instruction information and engine speed information, and based on the engine torque information obtained by the engine torque calculating means. Driving force calculating means for calculating driving force information, air resistance calculating means for calculating air resistance information of the vehicle from actual vehicle speed information, the driving force information calculated by the driving force calculating means and the air resistance calculating means Corresponding linear flat road empty vehicle equivalent acceleration calculating means for calculating the linear flat road empty vehicle equivalent acceleration information from the air resistance information calculated in, and straight line flat empty vehicle equivalent acceleration calculating means calculated by the linear flat road empty vehicle equivalent acceleration calculating means 8. The vehicle automatic vehicle according to claim 7, further comprising subtraction means for obtaining the vehicle load degree information from a difference between acceleration information and the actual acceleration information. Gear shift stage control device. 9. The engine torque calculation means is a storage means in a map format in which the engine torque information is preset based on the engine output instruction information and the engine speed information. 9. A shift stage control device for an automatic transmission for a vehicle according to claim 8. 10. The driving information regarding the vehicle is provided with accelerator opening information, accelerator opening change information, vehicle speed information, and brake information, in addition to the vehicle load degree information, and the fuzzy rule detecting means includes: The target shift speed set by the target shift speed setting means is set with the driving information about the vehicle including the vehicle load degree information, accelerator opening information, accelerator opening change information, vehicle speed information, and brake information as a parameter. The shift stage control device for an automatic transmission for a vehicle according to claim 1, wherein the shift stage control device is configured to perform correction by using a fuzzy rule to determine the optimum shift stage. 11. When the fuzzy rule executed by the fuzzy rule detecting means is estimated from traveling information about the vehicle to be traveling on an uphill road or traveling on a loaded vehicle, the current gear and the target gear shift are performed. Even if the steps are different,
11. The rule is set so that the current gear is prioritized over the target gear.
A shift speed control device for an automatic transmission for a vehicle as described above. 12. The present gear stage and the target gear stage are different when the fuzzy rule executed by the fuzzy rule detecting means is estimated from the driving information regarding the vehicle to be traveling on a downhill road. 11. The gear shift control device for an automatic transmission for a vehicle according to claim 10, wherein the current gear is set as a rule to give priority to the target gear. 13. The present gear stage and the target gear stage are different when the fuzzy rule executed by the fuzzy rule detecting means is estimated from the driving information about the vehicle to be traveling on a congested road. 11. The gear shift control device for an automatic transmission for a vehicle according to claim 10, wherein the current gear is set as a rule to give priority to the target gear. 14. The present gear stage and the target when the fuzzy rule executed by the fuzzy rule detecting means is estimated from the driving information about the vehicle during deceleration before obtaining a curved road advance. 11. The gear shift control for an automatic transmission for a vehicle according to claim 10, wherein a rule is set so that the current gear is prioritized over the target gear even if the gear is different. apparatus. 15. When the fuzzy rule executed by the fuzzy rule detecting means is estimated to be during acceleration running after exiting a curved road from the driving information about the vehicle,
11. The vehicle according to claim 10, wherein a rule is set such that even if the current shift speed and the target shift speed are different, the current shift speed is prioritized over the target shift speed. Gear control device for automatic transmission. 16. When the fuzzy rule executed by the fuzzy rule detecting means is estimated to be during re-acceleration traveling after deceleration traveling from the driving information regarding the vehicle,
11. The vehicle according to claim 10, wherein a rule is set such that even if the current shift speed and the target shift speed are different, the current shift speed is prioritized over the target shift speed. Gear control device for automatic transmission. 17. When the fuzzy rule executed by the fuzzy rule detecting means is estimated to be during deceleration traveling by using a brake from the driving information about the vehicle, the current gear stage and the target gear stage are determined. 11. The gear shift control device for an automatic transmission for a vehicle according to claim 10, wherein a rule is set such that the current gear is prioritized over the target gear even when the gear shift is different. 18. When the fuzzy rule executed by the fuzzy rule detecting means is estimated to be during a steep uphill road traveling or a vehicle traveling from the driving information about the vehicle, the current shift speed is 11. The gear shift control device for an automatic transmission for a vehicle according to claim 10, wherein the gear shift control device is set as a rule to shift down even if the target gear shift is the same. 19. When the fuzzy rule executed by the fuzzy rule detecting means is estimated to be during a steep downhill traveling from the driving information about the vehicle, the current shift speed and the target shift speed are determined. 11. The shift stage control device for an automatic transmission for a vehicle according to claim 10, wherein a rule is set so as to shift down even if the same. 20. When the fuzzy rule executed by the fuzzy rule detection means is estimated to be during overtaking traveling from the driving information regarding the vehicle, the current gear stage and the target gear stage are the same. 11. The gear shift control device for an automatic transmission for a vehicle according to claim 10, wherein the rule is set so as to shift down even if there is.