JP3129167B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly to a shift control device for an automatic transmission applied to an engine having an engine auxiliary brake.

[0002]

2. Description of the Related Art Conventionally, as a vehicle transmission, an automatic transmission in which a shift operation is automated has been frequently used. This type of automatic transmission mainly employs a torque converter in place of a clutch in the case of a small vehicle, while transmission of a driving torque is performed in a large vehicle such as a bus or a truck. Due to the large amount, it is difficult for the torque converter to sufficiently transmit the driving torque.

[0003] Therefore, in a mechanical transmission similar to a manual transmission, an automatic transmission having a structure in which an actuator for automatically connecting and disconnecting a clutch is provided to thereby release the clutch pedal has been developed for large vehicles. Have been. Normally, in such a shift control device of a mechanical automatic transmission, a target shift speed is set according to a vehicle speed and an accelerator opening. However, in many cases, the driver's intention is not sufficiently reflected in the target gear. Therefore, in this case, there is a possibility that a gearshift contrary to the driver's will is performed.

[0004] In view of the above, fuzzy inference is performed based on information such as road surface inclination, vehicle speed, accelerator opening, and brake operation status, and the shift characteristics of a shift map are switched in accordance with the obtained fuzzy rules. Thus, a shift control device configured to shift the speed by reflecting the driver's intention is disclosed in Japanese Patent Application Laid-Open Nos. 1-255748 and 2-33738.

Further, recently, a vehicle load corresponding to the weight of the vehicle and the gradient resistance of the vehicle is obtained based on the load and the driving torque, and the fuzzy inference is performed better and more easily by taking these as parameters. Thus, a shift control device of a mechanical automatic transmission which sufficiently reflects the driver's intention has been developed.

[0006]

In recent years, in large vehicles such as buses and trucks, in order to obtain a large braking force, an engine auxiliary brake such as an exhaust brake or a compression release type engine auxiliary brake is used in addition to a foot brake. It is always used. As described above, these engine auxiliary brakes are also applied to an engine having an automatic transmission that performs fuzzy inference using the load degree of the vehicle based on the loaded load and the driving torque as a parameter to perform shift control.

Incidentally, since these engine auxiliary brakes affect the output of the engine, that is, the driving torque, fuzzy inference is also affected when the engine auxiliary brake is used. Therefore, when performing fuzzy inference using the load degree of the vehicle as a parameter in a state where the engine auxiliary brake is operated, first, a corrected drive torque corresponding to the use of the engine auxiliary brake is obtained from a map or the like, and the vehicle drive is determined from the corrected drive torque. Fuzzy inference is performed by calculating the degree of load by calculation.

However, normally, the exhaust brake and the compression-release type engine auxiliary brake have a certain operation delay from when the operation signal is supplied until the actual operation. Therefore, at the time of switching control of the auxiliary brake such as the exhaust brake and the compression-release type engine auxiliary brake, an unmatch occurs between the corrected drive torque based on the map and the like and the actual drive torque. For this reason, the shift executed based on the fuzzy inference may not always be in accordance with the driver's intention, and the driving feeling may be degraded.

The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to always provide a driver's intention even when an engine auxiliary brake such as an exhaust brake or a compression open type engine auxiliary brake is used. It is an object of the present invention to provide a shift control device for an automatic transmission for a vehicle, which is capable of achieving good shift control suitable for the vehicle.

[0010]

SUMMARY OF THE INVENTION In order to achieve the above object, a first aspect of the present invention provides a shift control device for an automatic transmission for a vehicle connected to an engine having an engine auxiliary brake. Vehicle speed detecting means, engine load information detecting means for detecting engine load information, target shift speed setting means for setting a target shift speed based on the vehicle speed and the engine load information, and a vehicle having at least vehicle load information Vehicle information detecting means for detecting information;
Engine assist brake operation detecting means for detecting that the engine assist brake is operating, and fuzzy inference is performed using the vehicle information as a parameter, and when a desired fuzzy rule is established by the fuzzy inference, based on the fuzzy rule, Shift control means for controlling the shift speed of the automatic transmission by correcting the target shift speed so as to reflect the driver's intention, wherein the shift control means is provided for a predetermined time after the operation of the engine auxiliary brake is switched. During this period, the shift speed is maintained at the current shift speed.

Therefore, normally, when a desired fuzzy rule is established by fuzzy inference, the target shift speed is corrected based on the fuzzy rule to reflect the driver's intention, and the shift speed of the automatic transmission is controlled. However, for a predetermined time after the operation switching of the engine auxiliary brake is performed, the gear position is forcibly maintained at the current gear position. As a result, the engine torque becomes temporarily unstable due to the delay in the switching operation of the engine auxiliary brake, but during this time when the engine torque is not stable, the current gear stage is preferably maintained without switching. The driving feeling is maintained, and deterioration of the driving feeling due to unintended gear shifting is prevented.

Further, in the invention according to claim 2, the shift control means holds the shift speed at the current shift speed for a predetermined time after the operation of the engine auxiliary brake is switched, regardless of whether the fuzzy rule is satisfied. It is characterized by. Therefore, during the predetermined time after the switching of the operation of the engine auxiliary brake, the shift speed is forcibly maintained at the current shift speed regardless of the establishment of the fuzzy rule. As a result, the engine torque becomes temporarily unstable due to the delay of the switching operation of the engine auxiliary brake, but during this time when the engine torque is not stabilized, the shift speed correction based on the fuzzy rule, that is, the shift control is completely prohibited. Thus, the deterioration of the driving feeling due to the unintended shift is prevented.

According to a third aspect of the present invention, the load information of the vehicle is a vehicle load corresponding to a weight of the vehicle and a slope resistance of the vehicle. Accordingly, the load information of the vehicle is represented by one parameter that takes into account the vehicle weight, that is, the vehicle load, and the gradient resistance of the vehicle, and the fuzzy inference becomes better and easier.

Further, in the invention according to claim 4, the vehicle information detecting means can detect the target shift speed and the current shift speed, and the shift control means includes at least the target shift speed and the current shift speed. In response to the input condition that the gear is the same as the gear, the driver's intention includes a downshift fuzzy rule that leads to an output result of downshifting from the current gear to the next lower gear. Is established, the target shift speed is corrected to the one-speed lower speed side to control the shift speed.

Therefore, normally, under an input condition that the target shift speed and the current shift speed match, the driver's intention leads to an output result of a downshift from the current shift speed to the lower gear by one step. The downshift fuzzy rule is established. In this case, the target shift speed is corrected to the first-stage low-speed side and the shift speed is controlled. However, it is assumed that the fuzzy rule for shifting to the low-speed side is established. However, during the predetermined time during which the engine torque is not stabilized after the operation switching of the engine auxiliary brake is performed, the shift speed is preferably maintained at the current shift speed, and deterioration in driving feeling is prevented.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A 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. 1 is a schematic block diagram showing the main configuration, and FIG. 2 is a schematic configuration diagram showing the entire configuration. First, the overall structure of the transmission control device of the present invention will be described with reference to FIG.

As shown in FIG. 2, the shift control device of the present invention is a diesel engine (hereinafter referred to as engine).
This is a system for automatically changing the rotational driving force of 11 using a gear type transmission (hereinafter referred to as a transmission mechanism) 17 having a clutch 15. Here, the speed change mechanism 17 has seven forward speeds in addition to the reverse speed, and can perform not only automatic shifting but also manual shifting.

The engine 11 is provided with a fuel injection pump (hereinafter, referred to as an injection pump) 21 having a pump input shaft 19 which rotates at half the rotation speed of the engine output shaft 13. An electromagnetic actuator 25 is connected to the control rack 23. Further, a rack position detection sensor 123 for detecting the position of the control rack 23 is also provided. The pump input shaft 19 is provided with an engine rotation sensor 27 for detecting a rotation speed signal of the output shaft 13 of the engine 11.

An exhaust pipe 12a for guiding exhaust gas extends from the engine 11 through an exhaust manifold 12, and an exhaust brake device 119, which is one of engine auxiliary brakes, is interposed in the exhaust pipe 12a. .
The clutch 15 is provided with an air cylinder 33 as a clutch actuator. This clutch 15
Is connected by bringing the clutch plate 31 into pressure contact with the flywheel 29 by well-known holding means (not shown). That is, when the air cylinder 33 shifts from the non-operation state to the operation state, the holding means operates in the release direction, whereby the clutch 15 changes from the connected state to the disconnected state.

The clutch 15 is provided with a clutch stroke sensor 35 for detecting disconnection and connection information based on the clutch stroke amount. Note that a clutch touch sensor 37 may be used in place of the clutch stroke sensor 35. Transmission mechanism 1
7 is provided with a clutch rotation sensor 41 for detecting the number of rotations of the input shaft 39.

An air passage 43 is connected to the air cylinder 33. The air cylinder 33 is connected via a check valve 45 to a pair of air tanks 47 as an air source.
49. In the middle of the air passage 43, there are solenoid valves X1 and X2 that are duty-controlled to supply working air and function as opening / closing means, and solenoid valves Y1 and Y that are duty-controlled to open the air cylinder 33 to the atmosphere.
2, and a three-way solenoid valve W is provided upstream of the solenoid valves X1 and X2.

As shown in FIG.
X2 are connected in parallel with each other and are normally closed. The solenoid valves Y1 and Y2 are also connected in parallel to each other, and are normally open. When the air cylinder 33 is turned on, the solenoid valve W
The air passage is controlled so as to connect the air passage to the air passage when the air cylinder 33 is turned off.

The solenoid valves X1 and X2 and the solenoid valves Y1 and Y2 are used alternately, so that the solenoid valves X1, X2, Y1 and Y2 can be used for a long 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. The reliability of the entire device is maintained.

Incidentally, of the pair of air tanks 47, 49, the air tank 49 is an emergency tank. If the air in the main air tank 47 runs out for some reason, the solenoid valve 55 is opened to release the air from the emergency air tank 49. Supply. For this reason, air sensors 57, 59 that output an ON signal when the internal air pressure falls below a specified value are attached to each of the air tanks 47, 49.

The air tank 47 has an air passage 43.
Is connected to an air passage that branches into two systems on the downstream side, and the leading end of the air passage is connected to a braking system (air overhydraulic type) through a pair of solenoid valves MVQ111 and 111. Pair of air masters 109, 10
9 is connected. These air masters 109, 10
9 includes a strong brake pedal force sensor (BPS sensor) 106
Is installed. The BPS sensor 106 is configured as a diaphragm open / close switch that is turned on when receiving strong brake depression force information corresponding to air pressure when a strong braking force exceeding a set value is required.

The change lever 61 is a select lever of the speed change mechanism 17 and can move in a select direction and a direction orthogonal to the select direction, as shown in FIG. From the selected position in the shift direction parallel to the select direction. In the select pattern and shift pattern in each of these directions, in the select direction, an N (neutral) range, an R (reverse) range, and a D (drive) range corresponding to the automatic shift mode are set. In the direction, the change lever 61 is set to a position where the change lever 61 is moved in the orthogonal direction from the D (drive) range, and corresponds to M (manual) corresponding to the manual shift mode.
UP (shift up) position and DO across the range
An I-type shift pattern having a WN (shift down) position is set.

In such a select pattern and a shift pattern, the change lever 61 located in the N range, the R range, and the D range is held and stopped at the position even if the driver's hand is released after the operation to the position. On the other hand, if the shift operation is performed to the UP position or the DOWN position after the M range is selected,
After the operation, when the driver's hand is released, the driver automatically returns to the M range and is held at that position (indicated by HOLD in FIG. 20). The detection of each range and position of the change lever 61 is performed by a gear position selection switch 63.
As a result, the gear shift unit 65 is operated, and the gears in the transmission mechanism 17 are switched according to the select range and the shift position.

The gear shift unit 65 has a plurality of solenoid valves (only one is shown in FIG. 2) which is operated by an operation signal from a control unit 71 as a shift control means.
73 and a pair of power cylinders (not shown) for operating a select fork and a shift fork (both not shown) in the transmission mechanism 17. This power cylinder is connected to the air tank 47,
It operates when high-pressure operating air is supplied from 49. That is, each power cylinder is operated by the operation signal given to the solenoid valve 73, and the meshing state of the gear type transmission mechanism 17 is changed in the order of select and shift.

Further, the gear shift unit 65 is provided with a gear position switch 75 as a gear position sensor for detecting each gear position. A gear position signal from the gear position switch 75 is output to the control unit 71. A vehicle speed sensor (vehicle speed detecting means) 79 for detecting a vehicle speed signal is attached to the output shaft 77 of the transmission mechanism 17.
Further, the accelerator pedal 81 is provided with an accelerator opening sensor (engine load information detecting means) 85 for detecting the amount of depression (accelerator opening VA) as engine load information. The accelerator opening sensor 85 detects a change in resistance according to the depression amount of the accelerator pedal 81 as a voltage value (V
A), which is converted into a digital signal by the A / D converter 83 and output. FIG. 4 shows a map showing the relationship between the accelerator opening and the voltage value (VA), and the accelerator opening VA is set based on this map.

A brake sensor 87 for outputting a high-level brake signal when the brake pedal 69 is depressed is attached to the brake pedal 69. Is mounted. The starter 89 is provided with a starter relay 91, and the starter relay 91 is connected to the control unit 71.

Reference numerals 120 and 121 in the figure denote exhaust brake devices 11 which are engine auxiliary brakes, respectively.
9. An engine brake auxiliary device, that is, an exhaust brake on / off switch (engine auxiliary brake operation detecting means) for switching a compression-release type engine auxiliary brake device (not shown) between an operation standby state and a non-operation state, and an engine brake auxiliary device These are on / off switches, which are arranged near the driver's seat.

Reference numeral 93 in FIG. 2 denotes an engine control unit provided separately from the control unit 71. The engine control unit 71 supplies information from each sensor to the electronic governor 25 in the injection pump 21 and the control unit 71.
The drive control of the engine 11 is performed in accordance with the accelerator opening information VA and the like received from the ECU. That is, in the electronic governor 25 which has received the command signal from the engine control unit 93, the control rack 23 operates to increase or decrease the fuel, thereby controlling the increase or decrease in the rotation speed of the output shaft 13 of the engine 11.

The control unit 71 comprises a microcomputer (hereinafter referred to as a CPU) 95, a memory 97, and an interface 99 as an input / output signal processing circuit. The input port (input interface) 101 of the interface 99 includes the above-mentioned gear position selection switch 63, brake sensor 87, accelerator sensor 85, engine rotation sensor 27, clutch rotation sensor 41, gear position switch 75, vehicle speed sensor 79, clutch. Stroke sensor 35, clutch touch sensor 37
(Used when outputting the connection / disconnection information of the clutch 15 instead of the clutch stroke 35), the air sensors 57, 5
9. BRS sensor 10 that outputs strong brake pedal force information
6. Exhaust brake on / off switch 120, engine brake auxiliary device on / off switch 121, rack position detection sensor 123, and slope start switch 103 described later.
And a first-speed start switch (hereinafter, referred to as FSS) 105 are connected, and detection information is input to the control unit 71 from these sensors.

The hill start switch 103 is for activating a system (hereinafter referred to as AUS) for preventing the vehicle from moving backward when the vehicle starts on an uphill. This AUS is
Air master 1 for a plurality of wheel brakes 107
The supply of air to the valves 09 and 109 is controlled by a pair of solenoid valves MVQ
This is a system in which a vehicle is started while being controlled via 111,111.

On the other hand, the output port (output interface) 113 is connected to the engine control unit 93, the starter relay 91, and the solenoid valves X1, X2, Y.
1, Y2, W and the solenoid valves 55, 73, 111 are respectively connected. Reference numeral 115 in the figure denotes an air warning lamp which is turned on in response to a detection signal from the air sensors 57, 59 when the air pressure in the air tanks 47, 49 has not reached the set value. Reference numeral 117 denotes wear of the clutch 15. Reference numeral 116 denotes a stop lamp switch that is turned on when the brake pedal 69 is depressed, the clutch warning lamp being turned on in response to a detection signal when the amount exceeds a specified value.

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 writable RAM. In the ROM, in addition to the control program, the duty ratios of the solenoid valves X1, X2, Y1, and Y2 corresponding to the accelerator opening information VA are stored in advance as a map.
Reference numeral 95 appropriately reads an appropriate value from this map.

The shift position selection switch 63 outputs a select signal and a shift signal as shift signals. The shift position corresponding to a paired combination of the two signals is previously stored in the ROM as a data map. ing.
Accordingly, when the control unit 71 receives the select signal and the shift signal, the CPU 95 calculates an output signal from this map, and further provides this output to each of the solenoid valves 73 of the gear shift unit 65 to set the target gear corresponding to the shift signal. Set the gear. The gear position signal from the gear position switch 75 is output when the shift is completed, and it is determined whether all the gear position signals corresponding to the select signal and the shift signal have been output. That is, the gear position signal is used to generate a signal indicating whether the meshing is normal.

When a target gear position in the D range exists in the ROM, a shift map for determining an optimum gear position based on the values of the vehicle speed V, the accelerator opening VA, and the engine speed Ne is also provided. It is remembered. Table 1 shows a shift map as a selection map according to the on / off status of the foot brake signal and the exhaust brake signal from the brake sensor 87 and the exhaust brake on / off switch 120.
As shown in FIG. 3, three types, # 1, # 2, and # 3, are set. The three types are set in order to improve the running feeling on a downhill.

[0039]

[Table 1] In addition, since the required driving torque of a bus or truck usually changes depending on the loading situation or driving situation, the RO
M indicates the loading status (for example, a vehicle load degree αV described later).
A shift map which is automatically or in accordance with the driver's intention in accordance with L) or driving conditions is also stored. The shift map according to the loading situation or driving situation includes, for example, a fuel economy-oriented economy mode, a normal mode,
There are three types of power modes that emphasize acceleration, and these are provided for each of the shift maps # 1, # 2, and # 3. That is, the ROM stores, for example, nine types of shift maps in terms of the relationship between the vehicle speed V and the accelerator opening VA. FIGS. 5 to 13 show these nine types of shift maps. FIGS. 5 to 7 show the shift maps of # 1, # 2, and # 3 in the economy mode, and FIGS. Shows shift maps of # 1, # 2, and # 3 in the normal mode, and FIGS. 11 to 13 show shift maps of # 1, # 2, and # 3 in the power mode. That is, the CPU 95 appropriately selects a shift map according to the situation from the shift map group. In these shift maps,
The shift characteristic of upshift is shown by a solid line, and the shift characteristic of downshift is shown by a broken line.

By the way, the basic operation of the above-mentioned automatic transmission is well known, and the detailed description thereof is omitted here.
This automatic transmission operates, for example, in the same manner as that disclosed in Japanese Utility Model Laid-Open No. 2-49663. Next, control contents in the control unit 71 as a main part of the present invention will be described.

As shown in FIG. 1, the control unit 71 of the automatic transmission selects a suitable shift map from the above-described shift map group, and outputs the vehicle speed information V from the vehicle speed sensor 79 and the vehicle speed information V from the accelerator opening sensor 89. Target gear position setting means 3 for setting the target gear position from the selected map based on the accelerator opening information VA; and optimal gear position determining means (shift control means) capable of correcting the target gear position by reflecting the driver's intention. 1) is provided.

Here, the optimum gear position determining means 1 determines the driver's intention and the running state of the vehicle using fuzzy logic, and can correct the target gear position set by the target gear position setting means 3. It is configured as an optimal gear position determining means. The target shift speed setting means 3 is widely used in ordinary automatic transmissions. The target shift speed setting means 3 stores the shift map groups shown in FIGS. Therefore, the target gear position setting means 3 is configured as a map-type storage means.

In the fuzzy type optimum gear position determining means 1, vehicle information having vehicle load information is applied as a parameter to a fuzzy rule which will be described later. The difference between the acceleration α0 when the vehicle is accelerated and the actual acceleration α when the vehicle is actually accelerated (= vehicle load αVL) is used as a parameter.

For this reason, as shown in FIG. 1, the control unit 71 is provided with a vehicle load degree calculating means (vehicle information detecting means) 2 for calculating the vehicle load degree αVL. The vehicle load degree calculating means 2 is provided with an engine torque calculating means 4, a driving force calculating means 5, an air resistance calculating means 6, an acceleration calculating means 7 equivalent to a straight flat road vehicle, and a subtracting means 8. The engine torque calculation means 4 calculates the engine torque Te from the position information SRC of the control rack 23 supplied from the rack position detection sensor 123 and the engine speed information Ne. As in the case of No. 3, it is configured as a storage means of a map format.

Here, the position information SRC of the control rack 23 is used to calculate the engine torque Te. The position information SRC, which is the actual rack position and voltage value, is used.
Has a relationship as shown in FIG. In using the position information SRC, a filtering process for removing noise is performed. Specifically, a known low-pass filter (Butterworth-type primary digital filter) as shown in FIG. 15 is used as the filter. In this low-pass filter, processing coefficients a and b
Are represented by the following equations.

A = ωc / (ωc + 2) b = (ωc−2) / (ωc + 2) where ωc is a cutoff frequency, for example, 0.0
628 rad / sec. FIG. 16 shows a flowchart of the low-pass filter processing routine of FIG. 15, and the filter processing will be briefly described with reference to FIG.

In step F10, an initial value 0 is set for the processing variables buffer1 and buffer2. And step F
At 12, the processing coefficients a and b are calculated based on the above equation, and at step F14, the processing variable buffer2 is temporarily changed to the processing variable buffer1.
And In step F16, a processing variable buffer1 is set from the following equation based on the processing variable buffer2 obtained as described above.

Buffer1 = buffer2 · (−b) + (input value) In step F18, a final output value, that is, SRC is obtained from the following equation. (Output value) = SRC = (buffer1 + buffer2) · a As described above, the position information SRC, which is the voltage value, is subjected to the filter processing. (Yes), as long as the input value exists.

The same filtering process is performed on the engine speed information Ne. The engine torque Te is determined based on a preset map (not shown) from the position information SRC and the engine speed information Ne filtered as described above. Since it differs depending on the use of the brake, in a situation where the exhaust brake or the compression release type engine auxiliary brake is used, a map (not shown) separately set according to the situation is used.

The values obtained from the respective maps are subjected to a first-order lag processing. The low-pass filter and the processing routine shown in FIGS. 15 and 16 are applied to the first-order lag processing. At this time, the processing coefficients a and b are determined based on the exhaust brake (EXB) and the compression-release type engine auxiliary brake (P
It is set as shown in Table 2 according to the usage situation of T).

[0051]

[Table 2] Here, T indicates a calculation cycle, and τA, τB, and τC are time constants set in advance for each use condition of the exhaust brake (EXB) and the compression release type engine auxiliary brake (PT).

However, in this case, the exhaust brake (EXB)
At the point of time when the use state of the compression-release type engine auxiliary brake (PT) is switched, the initial values of the processing variables buffer1 and buffer2 in step F10 of the processing routine shown in FIG. It is calculated by the formula. buffer1 = y / a-buffer2 buffer2 = (y / ax) / (1-b) where x is an input value immediately before switching and y is an output value immediately before switching.

Further, the driving force calculating means 5 generates the engine torque information Te obtained by the engine torque calculating means 4.
The driving force F of the vehicle is calculated based on the following formula. The driving force F is calculated by the following equation, for example. F = (Te · it · if · η) / R where it is the gear ratio of the shift speed, 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, the acceleration calculating means 7 (hereinafter, referred to as acceleration calculating means) 7 equivalent to a straight flat road vehicle will be described. The acceleration calculating means 7 includes the driving force information F calculated by the driving force calculating means 5 and the air resistance. Based on the air resistance coefficient information Rl calculated by the calculation means 6, the acceleration α0 when the vehicle accelerates on a straight flat road in an empty state, that is, the acceleration equivalent to a straight flat road empty vehicle is calculated. The acceleration α0 corresponding to the straight flat road vehicle is calculated by the following equation using the driving force F of the vehicle.

Α0 = g · {F− (μW0 + R1)} / (W0 + Wr) where g is the gravitational acceleration, μ is the road surface friction coefficient, W0 is the weight of the empty vehicle, and Wr is the weight of the rotating part. Then, in the subtraction means 8, the acceleration information α 0 corresponding to the straight flat road vehicle calculated by the acceleration calculation means 7 and the actual acceleration information α from the vehicle speed sensor 79.
And the vehicle load degree information αVL is calculated by the following equation. The vehicle load information αVL corresponds to the weight of the vehicle and the gradient resistance of the vehicle. Note that the actual acceleration information α
Is the average value of the actual accelerations in the past several times.

ΑVL = α0−α That is, if αVL> 0, the vehicle load is heavy, and if αVL <0, the vehicle load is light. Then, it is determined from the magnitude of the value of αVL how heavy (or light) the vehicle load is. 17 to 19 are examples in which the vehicle load αVL is simulated and calculated. The horizontal axis represents the total vehicle weight gvw (gross vehicle weight), and the vertical axis represents the vehicle load αVL. FIG.
Is a flat road, FIG. 18 is a 10% gradient uphill road, and FIG.
This is a calculation example of the vehicle load αVL on a downhill road with a 0% gradient, which is calculated by keeping the conditions of the vehicle constant except for the vehicle weight.

When the vehicle load degree αVL is calculated by the vehicle load degree calculation means 2 in this way, the fuzzy type optimum gear position determination means 1 adds the accelerator opening information VA, in addition to the vehicle load degree αVL. Each of the accelerator opening change information ΔVA, the vehicle speed information V, the brake information, and the current gear position information is fetched, and the target gear position set by the target gear position setting means 3 is corrected. As the brake information, in addition to the operation information of the foot brake input from the brake sensor 87, the operation information of the exhaust brake, the compression-release type engine auxiliary brake, and the like is also input. Is corrected in consideration of the above information.

That is, the optimal gear position determining means 1 corrects the target gear position by fuzzy inference of each information from a predetermined fuzzy rule. 20 to 22 show membership functions of the information αVL, VA, and ΔVA that are input to the optimal gear position determining means 1 as parameters of the driving information. FIG. 20 shows the membership function of the vehicle load degree αVL. Here, α1, α2, α3, α4,
α5 and α6 are preset, and these values take different values for each of the seven forward speeds.
That is, each shift speed has a unique membership function for the vehicle load αVL.

FIG. 23 shows a membership function for correcting the gear position reflecting the driver's intention. Note that the membership function of the vehicle speed information V is omitted. In the optimum gear position determining means 1, the target gear position is corrected by a fuzzy inference method using the min-max composite center of gravity method. FIG. 24 shows the min-max composite centroid method.
A brief description will be given step by step using (a) to (c).

1) First, the degree of conformity of the membership function to the input value of the fuzzy rule antecedent is obtained for all fuzzy rules. For example, assuming that the outputs from the sensors at a certain time t are a1 (t), a2 (t),..., As shown in FIGS. 24 (a) and (b), each fuzzy rule R1, R2,. In step (1), membership grades (degrees of conformity) A1 and A2 for a1 (t) and a2 (t) are obtained from each membership function.

2) Next, the minimum value m of the conformity for each rule
Find in. That is, the fuzzy rule R shown in FIG.
In the antecedent part 1, the fitness A1 for a1 (t) is smaller than the fitness A2 for a2 (t), and therefore the parameters of the fuzzy rule are a1 (t), a2
In the case of only two of (t), A1 is the minimum value min. Similarly, as shown in FIG. 24B, in the fuzzy rule R2, the degree of conformity A2 to a2 (t) is the minimum value mi.
n.

3) The membership function of the consequent part is defined by the minimum value min. Then, of the conformity of the membership function of the consequent part, a part having the minimum value min or more obtained in the above 2) is cut, and the membership function of the consequent part is defined. This is also shown in FIGS. 24 (a) and (b).
This is performed for each fuzzy rule R1, R2,....

4) A graph obtained by each fuzzy rule is superimposed to obtain a max figure. Here, FIG.
As shown in (c), the maximum value of the membership function is obtained by superimposing the graphs (graphics) obtained in 3) above. 5) The position of the center of gravity of the figure in 4) is obtained. Then, the graphic center of gravity C of the membership function shown in FIG.
By obtaining 1, each fuzzy rule R1, R2,.
Weighting can be performed according to the degree of conformity in.
Then, in the membership function of the consequent part, the intention of the driver is determined from the fitness corresponding to the output C1.

The membership functions shown in FIGS. 24A to 24C are for explaining the min-max composite centroid method, and the membership functions of the present embodiment shown in FIGS. It does not always match the ship function. By the way, as shown in FIG. 25, fifteen rules R1 to R15 are set as fuzzy rules. Of these, in each of the rules R1 to R10, the target shift speed determined from the shift maps shown in FIGS. 5 to 13 (that is, the shift speed set by the normal target shift speed setting means 3)
Even if the current gear is different from the current gear, the optimal gear determining means 1 estimates that the driver has little intention to shift and outputs a correction signal to maintain the current gear.

The fuzzy rules R1 to R10 will be described below. In the first fuzzy rule R1, the vehicle load degree αVL> 0, the absolute value is medium, the accelerator opening VA is large, and When the target shift speed is larger than the current shift speed and an upshift is instructed based on the shift map of the target shift speed setting means 3 (for example, the above-described # 1 selection map), the optimum shift speed determining means is selected. In 1,
It is estimated that the vehicle is traveling on an uphill or traveling in a loaded state. In this case, even if the upshift is instructed by the target gear position setting means 3, the optimal gear position determining means 1 estimates that the driver does not intend to upshift, and shifts the gear speed to the current state. The gear shift command signal from the target gear position setting means 3 is corrected so as to be maintained. As a result, upshifting of the shift speed is suppressed, and the current shift speed (optimum shift speed) is maintained.

In the second fuzzy rule R2, the vehicle load degree αVL> 0, the absolute value thereof is medium, the accelerator pedal opening degree VA is medium, and the shift map (for example, ## When an upshift is instructed based on 1), the first fuzzy rule R
As in the case of 1, the optimum gear position determining means 1 estimates that the vehicle is traveling on an uphill road or is running in a loaded state. In this case also, the optimal gear position determining means 1 gives the driver an intention to shift up. It is presumed that there is no gear speed, and the gear speed is maintained in the current state as the optimum speed.

As described above, in the first and second fuzzy rules R1 and R2, unnecessary upshifting is suppressed when the vehicle is traveling on an uphill or in a loaded state, and drivability is improved. In the third fuzzy rule R3, when the vehicle load αVL <0, the absolute value is small and the accelerator opening VA
Is small and the upshift is instructed based on the shift map (for example, # 1) of the target shift speed setting means 3, the optimum shift speed determining means 1 estimates that the vehicle is traveling on a downhill road. I do. In this case as well, it is estimated that the driver does not intend to shift up, and the shift command signal from the target shift speed setting means 3 is corrected to maintain the gear shift speed in the current state.

In the fourth fuzzy rule R4, the vehicle load αVL <0 has a medium absolute value and the accelerator opening V
When A is small and an upshift is instructed based on the shift map (for example, # 1) of the target gear position setting means 3, as in the case of the above-mentioned third fuzzy rule R3, the optimum gear position determining means 1 It is assumed that the vehicle is traveling on a downhill. Then, similarly to the above, the gear shift command signal from the target gear position setting means 3 is corrected, and the gear speed is maintained at the current state.

As described above, in the third and fourth fuzzy rules R3 and R4, unnecessary upshifting during traveling on a downhill road is suppressed, whereby an effective engine brake can be obtained. become. Therefore,
The safety of the vehicle is improved and the drivability is improved. Next, the fifth fuzzy rule R5 will be described. In the fifth fuzzy rule R5, the accelerator opening VA is small, the vehicle speed V is low, and the shift map (for example, , # 1), when an upshift is instructed, the optimum gear position determining means 1 estimates that the vehicle is traveling on a congested road. In this case, the optimal gear position determining means 1 estimates that the driver does not intend to upshift, and corrects the gear shift command signal from the target gear position setting means 3 so as to maintain the gear gear position in the current state. As a result, upshifting of the shift speed is suppressed, and the current shift speed is maintained as the optimal shift speed. Therefore, unnecessary upshifts on congested roads are suppressed, and drivability is improved.

In the sixth fuzzy rule R6, when the vehicle load αVL> 0, the absolute value is small and the accelerator opening change Δ
If VA <0, the absolute value is large, and the target gear position setting means 3
When an upshift is instructed based on the shift map (for example, # 1), the value 1 is set in the corner flag fc.
And the optimum gear position determining means 1 estimates that the vehicle has decelerated just before the curve. Also in this case, it is estimated that the driver does not intend to upshift, and the gear shift speed is corrected so as to be maintained in the current state. Therefore, upshifting of the shift speed is prohibited, and the current shift speed is maintained as the optimal shift speed. As described above, according to the sixth fuzzy rule R6, it is possible to prevent an upshift when decelerating just before a curve, to obtain an effective engine brake, and to improve drivability.

In the seventh fuzzy rule R7, the vehicle load degree αVL <0, the absolute value of which is large, the accelerator pedal opening degree VA is small, and one of the exhaust brake and the compression-release type engine auxiliary brake is used. When the up-shift is instructed based on the shift map of the target gear position setting means 3 (for example, the selection map of # 3) with the auxiliary brake on, the vehicle is traveling on a steep slope by the optimal gear position determining means 1. Presumed to be medium. Also in this case, it is estimated that the driver does not intend to upshift, and the gear shift speed is corrected so as to be maintained in the current state. Therefore, upshifting of the shift speed is prohibited, and the current shift speed is maintained as the optimal shift speed. Thus, in the seventh fuzzy rule R7,
Upshifting on a steeply sloping road will not occur, and in this case also, effective engine braking can be obtained.

In the eighth fuzzy rule R8, when the accelerator opening change ΔVA> 0, its absolute value is small and the vehicle speed V is low, and the target gear is smaller than the current gear, ie, When a downshift is instructed based on the shift map of the target gear position setting means 3 (for example, the selection map of # 1), the optimum gear position determining means 1 performs the re-acceleration after the vehicle is once decelerated. It is estimated that there is. And
In this case, it is estimated that the driver does not intend to downshift, and correction is made so as to maintain the current gear position. Therefore, downshifting of the gear position is suppressed, and the current gear position is maintained as the optimal gear position. This also mainly takes into account running in a traffic jam, and is based on the fact that in such a traffic jam, the vehicle often decelerates immediately even after performing a shift.

In the ninth fuzzy rule R9, when the accelerator opening change ΔVA> 0, the absolute value is medium, the vehicle speed V is low, and a downshift is instructed based on a shift map (for example, # 1). If it is, it is assumed that the vehicle is re-accelerated after decelerating the vehicle once in a traffic jam or the like, and the gear position is maintained at the current gear position. That is, in the eighth and ninth fuzzy rules R8 and R9, unnecessary downshifting can be suppressed during acceleration in a traffic jam or the like, and the drivability is also improved. In addition, there is an advantage that fuel economy can be improved by suppressing downshifting.

In the tenth fuzzy rule R10, the operation of auxiliary brakes such as the exhaust brake and the compression-release type engine auxiliary brake is on, the foot brake is off, and the downshift is performed based on the shift map (for example, # 3). When instructed, it is assumed that the vehicle is to be decelerated lightly, and the shift command signal from the target shift speed setting means 3 is corrected so as to maintain the gear shift speed in the current state. As a result, downshifting of the shift speed is suppressed,
The gear is kept at the current gear (optimum gear). Therefore, it is possible to suppress a large deceleration that is contrary to the driver's intention,
Shift shock associated with downshifting can be prevented, and drivability is improved.

The eleventh fuzzy rule R11 to the fourteenth fuzzy rule R14 will be described. In these fuzzy rules, the shift speed set based on the shift maps shown in FIGS. Even if they match, the optimum gear position determining means 1 estimates that the driver has a will to change gears and outputs a correction signal so as to shift to a gear position one speed lower than the current gear position. (Downshift fuzzy rule).

That is, in the eleventh fuzzy rule R11,
When the vehicle load degree αVL> 0, the absolute value is large, the accelerator opening VA is large, and there is no shift instruction by the target shift speed setting means 3, that is, a shift set based on a shift map (for example, # 1). When the gear and the current gear are the same, the optimum gear deciding means 1 estimates that the vehicle is traveling on a steep hill or traveling in a loaded state. Then, in this case, even if the target gear position setting means 3 does not set an instruction to change the gear position,
The optimal gear position determining means 1 estimates that the driver intends to downshift, and sets the gear gear position to be one gear lower than the current gear position.
The shift command signal is corrected so as to shift to the lower gear. As a result, the shift speed is shifted down to the optimum shift speed, so that a larger driving torque can be obtained, and therefore, the acceleration performance in traveling on a steep uphill road or traveling in a loaded state is improved. .

In the twelfth fuzzy rule R12,
When the vehicle load degree αVL <0, the absolute value is large, the auxiliary brake is on, and there is no gear shift instruction based on the shift map (for example, # 3) of the target gear position setting means 3, the optimum gear position determining means 1 It is estimated that the vehicle is traveling on a steep downhill road. Also in this case, even if the gear change command is not set by the target gear setting means 3, the optimum gear determination means 1 estimates that the driver intends to downshift, and the gear shift is performed again. The shift command signal is corrected so that the speed is shifted to a speed one speed lower than the current speed. This makes it possible to obtain a larger engine brake.

In the thirteenth fuzzy rule R13,
The vehicle load degree αVL <0, the absolute value of which is large, the auxiliary brake is on, the foot brake is on, and there is no shift instruction based on the shift map of the target shift speed setting means 3 (for example, the selection map of # 2). In this case, the optimal gear position determining means 1 estimates that the vehicle is traveling on a steep downhill road.
That is, in this case, the twelfth fuzzy rule R12
In addition to this, it is assumed that the driver operates the foot brake, and it is estimated that the vehicle is traveling on a steeper downhill. Therefore, the optimum gear position determining means 1 again estimates that the driver intends to downshift, and instructs the gear position to shift to the gear position one step lower than the current gear position. Correct the signal.

As described above, in the twelfth and thirteenth fuzzy rules R12 and R13, the shift speed is shifted down to the optimum shift speed, so that a large engine brake can be obtained and the load on the foot brake can be reduced. As a result, a more safe driving state can be achieved. In the fourteenth fuzzy rule R14, the absolute value is small when the vehicle load αVL is greater than 0, and the accelerator opening VA is medium, the absolute value is large when the accelerator opening change ΔVA is greater than 0, and the vehicle speed V is moderate. ,
In addition, the shift map (for example, #
If there is no gear change instruction based on 1), the optimum gear position determining means 1 estimates that the vehicle is about to perform overtaking acceleration, and shifts the gear gear position one gear lower than the current gear position. The shift command signal is corrected so as to shift to the first gear. As a result, the shift to the lower gear is performed, and smooth acceleration can be performed.

In the fifteenth fuzzy rule R15, the vehicle load degree αVL> 0, the absolute value thereof is large, and the target gear is larger than the current gear, and the shift map of the target gear setting means 3 (for example, When an upshift is instructed based on # 1), the optimal gear position determining means 1 determines whether the vehicle is traveling on a steep uphill road or in a loaded state irrespective of the accelerator opening VA or the like. It is estimated that the vehicle is running. In this case, even if an instruction to shift up is given by the target shift speed setting means 3, the optimal shift speed determining means 1 estimates that the driver does not intend to shift up and sets the gear shift speed to the current state. The shift command signal from the target shift speed setting means 3 is corrected so as to hold the speed change command signal. As a result, the shift-up of the gear is suppressed, and the gear is maintained at the current gear, which is also the optimum gear.

In the shift control device for a vehicular automatic transmission according to one embodiment of the present invention, the target shift speed is corrected as described above to determine the optimum shift speed. Is determined by the control unit 71 in accordance with the flowchart of the main routine as shown in FIG. Hereinafter, the procedure for determining the optimal gear position will be described with reference to FIG.

First, in step S10, the engine torque Te is calculated by the engine torque calculating means 4 as described above. Then, in step S12, the driving force F of the vehicle is calculated by the driving force calculating means 5, and in the next step S14, the air resistance Rl of the vehicle is calculated by the air resistance calculating means 6. In step S16, the linear flat road empty vehicle equivalent acceleration calculating means 7 calculates the linear flat road empty vehicle equivalent acceleration α0 from the driving force information F calculated in step S12 and the air resistance information Rl calculated in step S14.
Is calculated.

Then, in step S18, step S
The vehicle load degree information αVL is calculated based on the acceleration α0 equivalent to the straight flat road empty vehicle calculated in step 16 and the actual acceleration information α from the vehicle speed sensor 79. In the next step S20, it is determined whether or not the corner flag fc is 1 and the vehicle is approaching a corner. As described above, the corner flag fc is set to a value of 1 based on the sixth fuzzy rule R6, and is set in step S32, which will be described later, for inferring the driver's intention in this routine. If the result of the determination in step S20 is true (Yes) and the corner flag fc is 1, that is, it is determined that the vehicle is approaching a corner and decelerating just before the corner, then step S20 is executed.
Proceed to 26.

In step S26, post-corner processing is performed. This corner post-processing is a process of resetting the corner flag fc to a value of 0. Here, the corner flag fc is reset when the following condition is satisfied. fc reset condition: vehicle load αVL is smaller than predetermined value TH2 (αVL <TH2), accelerator opening VA is equal to or larger than predetermined value TH3 (VA ≧ TH3), or target gear matches current gear (current = target) Normally, immediately after the corner flag fc is set to the value 1, the reset condition of the corner flag fc is not satisfied. In this case, the corner flag fc is maintained at the value 1 without being reset. And then step S
Proceed to 28.

In step S28, the final target stage is set to the current stage. As a result, when the corner flag fc is determined to be 1 and the vehicle is decelerating just before the corner by the determination in the step S20, the driver's intention is not inferred as described later. Larger than the current stage,
That is, even when the upshift is instructed, the gear position is maintained as it is regardless of the target gear position (sixth fuzzy rule R6).

On the other hand, if the determination result of step S20 is false (N
In o), when the corner flag fc is set to the value 0 by executing step S26 and it is determined that the vehicle is traveling straight, the process proceeds to step S22. Step S
In step S22, the target gear position suitable for the running state is obtained by the target gear position setting means 3 based on the vehicle speed V and the accelerator pedal opening VA, as in the case of a normal gear shift.

Then, in step S24, step S
10 Based on the fuzzy rules R1 to R15, based on the fuzzy rules R1 to R15, based on the information from the sensors and the target shift speed, in addition to the vehicle load degree αVL obtained in step S18, the driver's driving intention is determined. presume. In step S30, the shift command to the target shift speed is corrected for each of the fuzzy rules R1 to R15 based on the driver's intention estimated in step S24 (see FIG. 25). Specifically, in this step S30, a subroutine for target gear position correction shown in FIGS. 27 and 28 is executed. Less than,
The procedure for correcting the target shift speed will be described with reference to FIGS.

In step S32 in FIG. 27, it is determined whether or not a predetermined time t1 (for example, 3 seconds) has elapsed since the previous shift was completed. If the determination result is false and it is determined that the predetermined time t1 (for example, 3 seconds) has not yet elapsed after the shift is completed, the shift is continuously performed so that the shift shock is not caused. Step S4
Proceed to 2 to hold the final target stage at the current stage. On the other hand, if the result of the determination is true and it is determined that the predetermined time t1 (for example, 3 seconds) has elapsed since the end of the shift, the process proceeds to step S34.

In step S34, a predetermined time t2 (for example, after the on / off switching of the auxiliary brake such as the exhaust brake or the compression release type engine auxiliary brake) is performed.
3s) is determined. If the determination result is false and it is determined that the predetermined time t2 (for example, 3 seconds) has not yet elapsed after the on / off switching of the auxiliary brake, the process also proceeds to step S42, and the final target stage is held at the current stage. That is, as described above, the engine torque Te is calculated based on the map according to the on / off state of the auxiliary brake such as the exhaust brake and the compression-opening type engine auxiliary brake, but immediately after this on / off switching,
There is a delay in the operation of the exhaust brake and the compression-release type engine auxiliary brake, and an unmatch occurs between the calculated engine torque Te and the actual engine torque, thereby causing unnecessary shifting contrary to the driver's intention. It is preventing it.

The result of determination in step S34 is true, and a predetermined time t2 (for example, 3 seconds) after on / off switching of the auxiliary brake
If it is determined that has elapsed, then step S36
Proceed to. In step S36, the output value of the fuzzy inference,
That is, it is determined whether or not the membership grade (degree of conformity) of each membership function described above is greater than a predetermined value TH0 (for example, value 0) and equal to or less than a predetermined value TH1 (for example, value 0.5). That is, it is determined whether or not the driver's intention is such that the gear position is desired to be maintained at the current gear position.

If the decision result in the step S36 is true, the output value is larger than the predetermined value TH0 (for example, the value 0) and equal to or less than the predetermined value TH1 (for example, the value 0.5) (TH1 ≧ output value> TH)
When it is determined as 0), the process proceeds to step S42, and the final target stage is held at the current stage. On the other hand, the determination result of step S36 is false, and the output value is a predetermined value TH0 (for example, value 0).
Alternatively, if it is determined that the value is larger than the predetermined value TH1 (for example, the value 0.5), the process proceeds to step S38.

In step S38, the output value of fuzzy inference, that is, the membership grade (degree of conformity) is set to a predetermined value TH.
It is determined whether it is greater than 1 (for example, a value of 0.5).
In other words, it is determined whether or not the driver's intention is to shift down the shift speed by one speed. If the decision result in the step S38 is true, and the output value is a predetermined value TH1 (for example, the value 0.
5) If it is determined that the value is greater than (output value> TH1), the process proceeds to step S40.

In this step S40, it is determined whether or not the vehicle speed V is equal to or higher than the overrun vehicle speed. If the determination result is true, the process proceeds to step S42, and the final target stage is held at the current stage. On the other hand, if the determination result is false, the process proceeds to step S44. In step S44, step S38
As a result, the output value becomes the predetermined value TH1 (for example, the value 0.
5) Based on the determination that the target value is greater than (output value> TH1), the final target speed is shifted down to a speed one speed lower than the current speed.

If the result of the determination in the previous step S38 is false, and it is determined that the output value is not greater than the predetermined value TH1 (for example, the value 0.5), the process proceeds to step S46.
Such a situation is a case where the output value is equal to a predetermined value TH0 (for example, value 0). In this case, it is not necessary to apply the above fuzzy rules, and step S4
In 6, the final target gear is set to the target gear determined in step S22 in FIG.

As described above, the optimal gear position reflecting the driver's intention with respect to the target gear position is set based on the fuzzy rules R1 to R15. That is, even if the target gear position different from the current traveling gear position is set by the target gear position setting means 3 and a shift down or shift up command signal is input to the optimum gear position determination means 1, When it is estimated that the optimum gear position reflecting the intention corresponds to the current traveling gear position, the correction for prohibiting the shift command to the target gear position is performed by the optimum gear position determining means 1. Accordingly, in this case, the vehicle travels while maintaining the current gear position, and the most appropriate gear position according to the load condition of the vehicle and road conditions (uphill, downhill, curve presence, congested road, etc.). It is possible to run with.

Further, even if the target gear set by the target gear setting means 3 matches the current traveling gear and the gearshift command signal is not input to the optimum gear determination means 1, the driver's operation can be performed. If the optimum gear position reflecting the intention is different from the current traveling gear position (here, the target gear position), the optimum gear position determining means 1 sets a correction signal for executing a gear shift operation. As a result, the speed change mechanism 17 performs the speed change operation, and the vehicle can run at the most appropriate speed according to the load state of the vehicle and the road condition.

If the target shift speed and the optimum shift speed are the same, the target shift speed naturally becomes the optimum shift speed, and a shift operation to this target shift speed is performed. FIG.
In step S50, it is determined whether or not a jump shift-up command (for example, 4th → 6th) has been output. That is, in step S46, the final target gear is set as the target gear based on the shift map. However, it is determined whether the target gear at this time is not a gear shift command for each gear but a jump shift-up command.

If the result of the determination in step S50 is false and it is determined that the jump up command has not been output, the routine is terminated and the process returns to the main routine of FIG. On the other hand, when the result of the determination in step S50 is true and it is determined that the jump up command has been output, the process proceeds to step S52.

In step S52, it is determined whether or not a predetermined time t3 (for example, 3 seconds) has elapsed since the output of the jump shift up command and a jump shift flag fj described later has a value of 1. If the determination result is false, that is, from the time immediately after the output of the jump shift-up command to the time until a predetermined time t3 (for example, 3 seconds) elapses, the next step S
At 54, it is assumed that the final target stage is shifted up by only one stage from the current stage irrespective of the jump up instruction. As a result, the jump up can be performed for a predetermined time t3.
(For example, for 3 seconds), the shift feeling is effectively prevented from being deteriorated. Then, in step S56, a value 1 is set to the jump shift flag fj in order to store that the final target stage has been shifted up by one stage from the current stage.

Then, the routine is executed next time, and as determined in step S52, a predetermined time t3 (for example, 3 seconds) has elapsed since the jump shift-up command was output, and the jump shift flag fj has a value of 1. Is determined, the jump shift flag fj is reset to a value of 0 in step S58. As described in detail above, in the shift control device for a vehicle automatic transmission according to the present invention, the target shift speed is corrected by a desired fuzzy rule using the vehicle load degree αVL as a parameter, and the optimum Determining the gear position has the effect of greatly improving drivability, making it possible to actively use the engine brakes on downhill roads, etc., reducing the load on the foot brake and improving safety. High running state.

Further, in the present apparatus, a predetermined time t2 (for example, 3 sec) has elapsed after the end of the previous shift, and a predetermined time t2 after the on / off switching of the engine auxiliary brake of the exhaust brake and the compression-open type engine auxiliary brake. Until the elapse of (for example, 3 seconds), the final target gear is held at the current gear regardless of the driver's intention based on the fuzzy rules R1 to R15 (steps S32 and S34 in FIG. 27). And step S4
2) Deterioration of the running feeling due to unintended gear shifting by the driver caused by the mismatch between the calculated engine torque Te and the actual engine torque is suitably prevented.

The target gear position setting means 3 incorporates the accelerator opening information VA as load information. However, such information is not limited to the accelerator opening information VA. May be the engine load information. In the present embodiment, min-ma
The optimal shift speed is determined by a fuzzy inference method using the x-synthetic center-of-gravity method.
A fuzzy inference method such as an algebraic product-addition centroid method other than the x composite centroid method may be used.

Further, in this embodiment, the vehicle load degree calculating means 2 is provided with the air resistance calculating means 6 for calculating the air resistance Rl as the running resistance of the vehicle. There are also a gradient resistance Ri, a rolling resistance Rr during free rolling, a cornering resistance Rc, and the like. Instead of the air resistance calculating means 6, a running resistance calculating means for calculating these vehicle running resistances may be provided. Although a specific method of calculating the gradient resistance Ri, the rolling resistance Rr, the cornering resistance Rc, and the like is omitted, in this case, the vehicle running resistance includes the air resistance Rl, the gradient resistance Ri, and the rolling resistance Rr.
And the sum of the cornering resistance Rc and the like.

[0104]

As described above, according to the shift control device for a vehicle automatic transmission according to the first aspect, in the shift control device for a vehicle automatic transmission connected to an engine having an engine auxiliary brake, Vehicle speed detecting means for detecting vehicle speed; engine load information detecting means for detecting engine load information; target gear position setting means for setting a target gear position based on vehicle speed and engine load information; and at least load information of the vehicle. Vehicle information detecting means for detecting vehicle information, engine auxiliary brake operation detecting means for detecting that the engine auxiliary brake is operating, and fuzzy inference is performed using vehicle information as a parameter, and a desired fuzzy rule is obtained by the fuzzy inference. When the condition is satisfied, the target shift speed is corrected to reflect the driver's intention based on this fuzzy rule and automatic Shift control means for controlling the shift speed of the engine, and the shift control means is configured to hold the shift speed at the current shift speed for a predetermined time after the operation of the engine auxiliary brake is switched. When a desired fuzzy rule is established by fuzzy inference, the target shift speed is corrected based on the fuzzy rule to reflect the driver's intention, and the shift speed of the automatic transmission is controlled. During a predetermined time after the switching of the operation of the brake is performed, the shift speed can be forcibly maintained at the current shift speed. Therefore, during a period in which the engine torque is temporarily unstable due to a delay in the switching operation of the engine auxiliary brake, the shift speed change is prohibited and the current shift speed can be maintained, and the driving feeling is deteriorated due to an unintended shift speed. Can be suitably prevented.

Further, according to the shift control device for an automatic transmission for a vehicle of the present invention, the shift control means sets the current gear position for a predetermined time after the operation switching of the engine auxiliary brake regardless of the fuzzy rule being established. Since the gear is held at the gear, the gear can be forcibly held at the current gear during a predetermined time after the operation of the engine auxiliary brake is switched, regardless of the establishment of the fuzzy rule. Therefore, the engine torque becomes temporarily unstable due to the delay in the switching operation of the engine auxiliary brake, but during this time when the engine torque is not stable, the shift speed correction based on the fuzzy rule, that is, the shift control, can be prohibited at all. In addition, it is possible to preferably prevent the driving feeling from deteriorating due to an unintended shift.

According to the shift control device for a vehicle automatic transmission of the present invention, the load information of the vehicle is the vehicle load degree corresponding to the weight of the vehicle and the gradient resistance of the vehicle. Can be represented by one parameter of the vehicle weight and the vehicle load corresponding to the gradient resistance of the vehicle,
Fuzzy inference can be better and easier.

Further, according to the shift control device for an automatic transmission for a vehicle of the present invention, the vehicle information detecting means can detect the target shift speed and the current shift speed, and the shift control means can detect at least the target shift speed. In response to an input condition that the gear and the current gear correspond, the driver's intention includes a downshift fuzzy rule that leads to an output result of downshifting from the current gear to the next lower gear. When the fuzzy rule is satisfied, the target shift speed is corrected to the one-speed lower speed side to control the shift speed. Therefore, the driver normally does not respond to the input condition that the target shift speed matches the current shift speed. The intention is to establish a downshift fuzzy rule that leads to an output result of downshifting from the current gear to one lower gear, and to control the gear by correcting the target gear to one lower gear. But this is it Even if a fuzzy rule that shifts to a lower gear is established, the gear is maintained at the current gear for a predetermined time after the operation of the engine auxiliary brake is switched. Deterioration of feeling can be suitably prevented.

[Brief description of the drawings]

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

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

FIG. 3 is a diagram showing a select pattern of a change lever.

FIG. 4 is a graph showing a relationship between an accelerator opening and VA.

FIG. 5 is a graph showing a shift map # 1 in the economy mode.

FIG. 6 is a graph showing a shift map # 2 in the economy mode.

FIG. 7 is a graph showing a shift map # 3 in the economy mode.

FIG. 8 is a graph showing a shift map # 1 in a normal mode.

FIG. 9 is a graph showing a shift map # 2 in a normal mode.

FIG. 10 is a graph showing a shift map # 3 in a normal mode.

FIG. 11 is a graph showing a shift map # 1 in a power mode.

FIG. 12 is a graph showing a shift map # 2 in the power mode.

FIG. 13 is a graph showing a shift map # 3 in the power mode.

FIG. 14 is a graph showing a relationship between a rack position and an SRC.

FIG. 15 is a diagram showing a configuration of a low-pass filter.

FIG. 16 is a flowchart illustrating a filter processing procedure of a low-pass filter.

FIG. 17 is a diagram showing characteristics of a vehicle load degree as a shift control parameter on a flat road.

FIG. 18 is a diagram showing characteristics of a vehicle load degree as a shift control parameter on a 10% uphill road.

FIG. 19 is a diagram showing a characteristic of a vehicle load degree as a shift control parameter on a 10% downhill road.

FIG. 20 is a diagram illustrating a membership function of a vehicle load degree.

FIG. 21 is a diagram showing a membership function of an accelerator opening.

FIG. 22 is a diagram showing a membership function of an accelerator opening change.

FIG. 23 is a diagram showing a membership function of driver intention.

FIG. 24 is a diagram for describing fuzzy inference.

FIG. 25 is a diagram showing a fuzzy rule.

FIG. 26 is a flowchart illustrating a main routine of a shift control.

FIG. 27 is a part of a flowchart showing a subroutine for target gear position correction in FIG. 26;

FIG. 28 is the remaining part of the flowchart showing the subroutine for correcting the target gear position following FIG. 27;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Optimal gear position determining means (shift control means) 2 Vehicle load degree calculating means (vehicle information detecting means) 3 Target gear position setting means 4 Engine torque calculating means 5 Driving force calculating means 6 Air resistance calculating means 7 Equivalent to a straight road vehicle Acceleration calculating means 8 Subtraction means 11 Diesel engine (engine) 17 Gear transmission (Transmission mechanism) 61 Change lever 65 Gear shift unit 71 Control unit 79 Vehicle speed sensor (Vehicle speed detecting means) 81 Accelerator pedal 85 Accelerator opening sensor (Engine load information detection) Means) 119 Exhaust brake device (engine auxiliary brake) 120 Exhaust brake on / off switch (engine auxiliary brake operation detecting means)

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ identification code FI F16H 59:52 59:54 59:70 59:74 (58) Investigated field (Int.Cl. ⁷ , DB name) F16H 61 / 00-61/24

Claims (4)

(57) [Claims] 1. A shift control device for an automatic transmission for a vehicle connected to an engine having an engine auxiliary brake, comprising: a vehicle speed detecting means for detecting a vehicle speed; an engine load information detecting means for detecting engine load information; Target gear position setting means for setting a target gear position based on vehicle speed and the engine load information; vehicle information detecting means for detecting vehicle information having at least vehicle load information; and the engine auxiliary brake being operated. Engine auxiliary brake operation detecting means for detecting the fuzzy inference using the vehicle information as a parameter,
When a desired fuzzy rule is established by the fuzzy inference, a shift control means for controlling the shift speed of the automatic transmission by correcting the target shift speed to reflect the driver's intention based on the fuzzy rule. The shift control device for an automatic transmission for a vehicle, wherein the shift control means holds the shift speed at a current shift speed for a predetermined time after the operation of the engine auxiliary brake is switched. 2. The gear shift control means according to claim 1, wherein the shift speed is maintained at the current shift speed for a predetermined time after the operation of the engine auxiliary brake is switched, regardless of the establishment of the fuzzy rule. 2. The shift control device for an automatic transmission for a vehicle according to claim 1. 3. The shift control device for an automatic transmission for a vehicle according to claim 1, wherein the load information of the vehicle is a vehicle load corresponding to a weight of the vehicle and a gradient resistance of the vehicle. . 4. The vehicle information detecting means is capable of detecting the target shift speed and the current shift speed, and the shift control means is configured to input at least that the target shift speed and the current shift speed match. The driver's intention with respect to the condition includes a downshift fuzzy rule that derives an output result of downshifting from the current shift speed to the one-speed lower speed side, and when the downshift fuzzy rule is satisfied, the target The shift control device for an automatic transmission for a vehicle according to any one of claims 1 to 3, wherein the shift speed is controlled by correcting the shift speed to the one-speed lower speed side.