JPH0625592B2 - Shift control device for automatic transmission - Google Patents

Description

TECHNICAL FIELD The present invention relates to a shift control device for an automatic transmission (automatic transmission).

<Prior Art> Conventionally, in an electronically controlled automatic transmission for an automobile, a shift position (gear position; 1) corresponding to a vehicle speed and a throttle valve opening.
(Speeds 3 to 4) has a predetermined shift pattern map, and when the select lever is in the D range, shift control is performed based on this map (actually open 62-1942).
31).

<Problems to be Solved by the Invention> However, if the control characteristic target of the shift timing of the automatic transmission is predetermined in this way, there is a problem that it is not optimal in a specific operating state. .

For example, if the shift timing of the automatic transmission is set to a shift-up early stage in which fuel consumption is prioritized, it becomes difficult to repeat the shift even when the vehicle is running in a traffic jam.

In addition, there is a problem that it is difficult to uniformly handle various user preferences and needs.

For example, the shift timing of the automatic transmission should be pulled more freely during sports driving, but it was difficult to deal with it in the past.

Therefore, in order to make the shift timing of the automatic transmission variable according to the driving state (or driving environment) such as traffic jam driving, city driving, high speed driving, sports driving, etc. It has been considered that factor analysis is performed based on the state parameter to recognize and determine the operating state, and based on this, the shift control of the automatic transmission is optimized.

However, if it is judged to be sports driving with a large engine speed, a high speed of up to 6000 rpm is used for a skilled driver or a driver who likes sports, but in general, for a female driver or an elderly driver, it is originally about 2000 to 3000 rpm. Even if you don't use it and occasionally run in sports, it often stops at 4000 rpm.

Therefore, if there is only one criterion for the engine speed, it will be meaningless for some driving vehicles.

In view of such conventional problems, the present invention provides a shift control device for an automatic transmission, which can optimize shift control of the automatic transmission according to not only the driving state but also the level of the driver. The purpose is to do.

<Means for Solving the Problems> Therefore, the shift control device for an automatic transmission according to the present invention is
As shown in FIG. 1, a vehicle equipped with a shift control means for detecting a vehicle speed and a throttle valve opening, setting a shift position based on a predetermined shift pattern based on these, and controlling a shift of an automatic transmission, At least the engine speed is detected, a small to large classification is determined according to a predetermined determination criterion, and a shift pattern changing means for changing the shift pattern based on the determination result is provided, while the engine speed from the past is changed. An engine speed change range storage means for storing the change range and a judgment reference changing means for changing the judgment reference based on the change range are provided.

<Operation> In the above configuration, the shift position is set based on the predetermined shift pattern based on the vehicle speed and the throttle valve opening,
In response to this, when performing shift control of the automatic transmission, at least the engine speed is detected, a small to large division is determined according to a predetermined determination standard, and the shift pattern is changed based on the determination result. As a result, according to driving conditions such as traffic congestion, city driving, high speed driving, sports driving, etc.
Change the shift pattern to the optimum one.

On the other hand, the change range (usage range) of the engine speed from the past is stored, and the judgment criterion of the small to large classification of the engine speed is changed based on the change range.

That is, as illustrated in FIG. 2, when the change range is large (A), as a skilled driver or a driver who likes sports, for example, the rotation speed, which is the criterion for sports running, is set to a large value S _A. When the range of change is small (B), generally, as a female driver or an elderly driver, for example, the rotation speed, which is a criterion for sports driving, is set to a small value S _B. These make each person the best fit for their senses.

<Example> An example of a shift control device for an automatic transmission according to the present invention will be described below.

Referring to FIG. 3, the automatic transmission 2 is provided on the output side of the engine 1. The automatic transmission 2 includes a torque converter 3 connected to the output shaft of the engine 1, a gear type transmission 4 connected to the output shaft of the torque converter 3, and various transmission elements in the gear type transmission 4. And a hydraulic actuator 5 for performing a coupling / releasing operation. The operating oil pressure for the hydraulic actuator 5 is controlled via various solenoid valves. Here, the shift solenoid valves 6A, 6A for automatic shifting are used.
Only B is shown.

The control unit 7 has a built-in microcomputer and controls the shift solenoid valves 6A, 6B and the like on the basis of signals from various sensors to shift-control the gear-type transmission 4 via the hydraulic actuator 5. .

As the various sensors, a position sensor 8 for detecting an operation position (P, R, N, D, 2, 1) of a select lever (not shown) is provided.

Further, a vehicle speed sensor 9 for detecting a vehicle speed VSP by obtaining a rotation signal from the output shaft of the gear type transmission 4 is provided.

Further, the opening TV of the throttle valve 10 of the intake system of the engine 1
A throttle sensor 11 for detecting O is provided.

A crank angle sensor 12 is provided on the output shaft of the engine 1 or a shaft that rotates in synchronization with the output shaft. The signal from the crank angle sensor 12 is, for example, a pulse signal for each reference crank angle, and the engine speed N is calculated from the cycle thereof.

Here, the control unit 7 performs gear shift control based on various input signals in accordance with the operating position of the select lever and the operating conditions of the vehicle. Particularly, when the select lever is in the D range, the gear shifting positions of 1st to 4th Is automatically set to control the combination of ON / OFF of the shift solenoid valves 6A and 6B to control the gear type transmission 4 to its shift position.

The shift control in the D range by the control unit 7 is performed according to the flowchart of FIG. 7 as described later, but as a premise of this, the driving condition (or driving environment) is recognized and judged in consideration of the driver's level. .

The outline of the method of driving state recognition is basically to perform fuzzy inference. For example, as shown in FIG. 4, the driving state to be recognized and judged can be, for example, traffic congestion, city driving, high speed driving. Divided into running and sports driving,
In these operating conditions, the engine speed N, the rate of change ΔN / Δt, the throttle valve opening TVO, and the rate of change Δ
TVO / Δt, vehicle speed VSP, change rate ΔVSP / Δ
t, gear position, gear position change frequency (shift count / time)
Approximate state quantities of operating state parameters such as (small / medium /
(Large) is defined in advance, and this is used as an evaluation function (membership function) of the driving state.

In recognizing the operating condition, first, engine speed N,
Time series data is obtained by sampling the state quantities of a plurality of operating state parameters such as the throttle valve opening TVO for each unit time.

Next, for each operating state parameter, each sampling data is evaluated and assigned to the corresponding section according to a predetermined evaluation function based on the state quantity for the small to large sections.

Next, representative data is created for each operating state parameter based on the frequency distribution of the sampling data assigned to each section.

Next, the satisfaction degree of each evaluation function is calculated based on the representative data of the plurality of operation state parameters by using a predetermined plurality of operation state evaluation functions.

Next, from each satisfaction of multiple evaluation functions, directly or by obtaining the weighted average etc. of these, quantify the operating state,
Determine the operating condition.

Here, with respect to the engine speed N that is one of the operating state parameters, a change range (use range) of the engine speed N from the past is stored. Then, based on the change range, the evaluation function for the corresponding small to large sections is modified / changed.

Next, a specific method of recognizing the driving state will be described with reference to the flowchart of FIG.

However, in the following, for convenience of description, the operating state parameters will be described focusing on the engine speed N and the throttle valve opening TVO.

In step 1 (denoted as S1 in the figure, the same applies hereinafter), the engine speed N is sampled for each unit time, and time-series data in a predetermined time section of the engine speed N is obtained.

In step 2, the small, medium, and large evaluation functions that are set in advance for the engine speed N are used to evaluate each piece of sampling data, and are assigned to small, middle, and large.

For example, when the sampling data of the engine speed at a certain time point t ₁ is N ₁ , allocation is made as small 0.3, medium 0.7, large 0.0.

However, the small, medium, and large evaluation functions used here are modified and changed according to the flowchart of FIG. 6 as described later.

In step 3, all the small sampling data
The medium and large assigned values are added up to create a small, medium and large frequency distribution.

In step 4, representative data of the engine speed is determined from the small, medium and large frequency distributions.

That is, the respective weights w ₁ , w ₂ , w ₃ are determined in advance so that the numerical values become large in the order of small / medium / large (for example, small w ₁ = 0.25, medium w ₂ = 0.50. , Large w ₃ = 0.
75), where each frequency (integrated value of assigned values) is a, b, c, the representative data W is calculated by taking the weighted average from the following equation.

Alternatively, the centroid of the area surrounded by the envelope of the frequency distribution may be obtained and used as the representative data.

In step 5, the representative data (small / medium / large data) is evaluated using a predetermined driving condition evaluation function, and the representative data is evaluated and assigned to traffic congestion, city driving, high speed driving, and sports driving. .

For example, when the representative data of the engine speed is W _1, it is assigned as traffic congestion 0.3, city driving 0.7, high speed driving 0.0, sports driving 0.0.

Further, in steps 1 ′ to 5 ′, the same processing as these is performed in parallel with steps 1 to 5 for the throttle valve opening TVO, the representative data of the throttle valve opening TVO is evaluated, and the traffic congestion driving and the city driving are performed. Assign to high-speed driving and sports driving.

Then, go to steps 6 and 7.

In step 6, the assigned values of traffic jam driving, city driving, high speed driving, and sports driving for all driving condition parameters are integrated, and their frequency distributions are created.

If this frequency distribution is created by compression so that the total value (a + b + c + d) of each frequency becomes 1, it represents the degree of satisfaction.

In step 7, the judgment value of the driving state is obtained from the respective satisfaction levels regarding traffic jam driving, city driving, high speed driving, and sports driving.

That is, the weights x ₁ , x ₂ , x ₃ , x ₄ of these driving states are determined in advance so that the numerical values increase in the order of traffic jam driving, urban driving, high speed driving, and sports driving (for example, , Traffic congestion x ₁ = 0.2, city driving x ₂ = 0.
4, high-speed running x ₃ = 0.6, sports running x ₄ = 0.8), and the respective frequency values are a, b, c, d, the judgment value X is calculated by taking the weighted average from the following equation.

Alternatively, the centroid of the area surrounded by the envelope of the satisfaction distribution may be obtained and used as the determination value.

From the above, the judgment value X of the driving state is obtained, and the large or small of the numerical value represents the congested driving, urban driving, high speed driving, and sports driving.

Therefore, by performing the shift control of the automatic transmission while changing the shift pattern in accordance with the determination value X, it is possible to perform control suitable for the operating state.

Next, the flowchart of FIG. 6 will be described. This is for correcting / changing the small / medium / large evaluation function, which is the criterion of the engine speed N used in step 2 of FIG. 5, according to the driver's level.

In step 21, the engine speed N is read every unit time.

In step 22, the read engine speed N is compared with the maximum value MAX so far, and if N> MAX, MAX = N is set in step 23.

In step 24, the read engine speed N is compared with the minimum value MIN so far. If N <MIN, step 25 sets MIN = N.

Thus, the maximum value MAX of the change range of the engine speed N
And the minimum value MIN.

The maximum value MAX and the minimum value MIN are stored in the backup memory. However, it may be cleared at every predetermined travel distance or time, or the maximum value and the minimum value may be stored as time-series data at every predetermined travel distance or time and cleared in order from past data. Also, the minimum value MI
Since N is almost constant for any number of people, the memory may be omitted.

In step 26, the change range ΔN = MAX-MIN is calculated.

In step 27, the small, medium, and large evaluation functions, which are the criteria for determining the engine speed N, are modified or changed based on the magnitude of the change range ΔN.

For example, when ΔN is large, the boundary between medium and large is moved to the large side, and when ΔN is small, the boundary between medium and large is moved to the small side.

This allows the engine speed N to be evaluated according to the driver's level.

Next, the shift control will be described with reference to the flowchart of FIG.

In step 11, vehicle speed VSP, throttle valve opening TVO
Read.

In step 12, a predetermined value C for the judgment value X of the operating state
_{1, C 2 (where,} C 1 _{<C 2)} compared with a predetermined value _{C 1} when the following congestion traveling to step 13, the predetermined value _{C 1} ~ predetermined value C
Go to Step 14 when driving in urban areas up to ₂ and running at high speed.
Predetermined value C ₂ or more during sports traveling to step 15, the process proceeds respectively.

In steps 13, 14 and 15, the map of the shift pattern in which the shift position (1st speed to 4th speed) is determined corresponding to the vehicle speed VSP and the throttle valve opening TVO is referred to, and the corresponding shift position is searched. Then, the shift solenoid valves 6A and 6B are controlled so as to control the shift to the shift position.

Here, the shift pattern maps used in steps 13, 14, and 15 are different from each other.

If the map of step 14 is normal, the map of step 13 is for traveling in a traffic jam, so only the shift points between the first speed and the second speed are moved to the low vehicle speed side, and the map of step 15 is Since it is for sports driving, all shift points are moved to the high vehicle speed side so that it can be pulled freely.

In addition, instead of comparing the determination value X with a predetermined value, if it is determined whether or not the vehicle is traveling in a traffic jam, for example, refer to step 6 in FIG. 5, and a / (a + b + c + d) is the traffic congestion satisfaction level. Since this is represented, this may be compared with a predetermined value.

The steps 11 and 13 to 15 in FIG. 7 correspond to the shift control means, the steps 1 to 7 in FIG. 5 and the step 12 in FIG. 7 correspond to the shift pattern changing means, and the sixth The steps 21 to 26 in the figure correspond to the engine speed change range storage means, and the step 27 in FIG. 6 corresponds to the judgment reference changing means.

<Effects of the Invention> As described above, according to the present invention, it is possible to realize a shift pattern adapted to the level of each driver, and an effect that the driving feeling is significantly improved can be obtained.

[Brief description of drawings]

FIG. 1 is a functional block diagram showing the configuration of the present invention, FIG. 2 is a schematic diagram showing the operation of the present invention, and FIG. 3 is a system diagram of a shift control device for an automatic transmission showing an embodiment of the present invention. FIG. 4 is a diagram showing an evaluation function of the driving condition, FIG. 5 is a flowchart for recognizing the driving condition, FIG. 6 is a flowchart for changing the judgment standard, and FIG. 7 is a flowchart for the shift control. DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 3 ... Torque converter, 4 ... Gear type transmission, 5 ... Hydraulic actuator, 6
A, 6B ... solenoid valve for shift, 7 ... control unit, 9 ... vehicle speed sensor, 11 ... throttle sensor, 12 ... crank angle sensor

Claims (1)

[Claims] 1. A shift control of an automatic transmission, comprising a shift control means for detecting a vehicle speed and a throttle valve opening, setting a shift position based on a predetermined shift pattern based on these, and controlling the shift of the automatic transmission. In the device, at least the engine speed is detected, a small to large classification is determined according to a predetermined determination standard, and a shift pattern changing means for changing the shift pattern based on the determination result is provided, while the engine from the past is provided. A shift control device for an automatic transmission, comprising: an engine speed change range storage means for storing a change range of rotation speed; and a judgment reference changing means for changing the judgment reference based on the change range. .