JP2621509B2 - Transmission control device for continuously variable transmission for vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a continuously variable transmission for a vehicle, and in particular, to a shift control device that controls a gear ratio and a gear speed based on a predetermined data map. It is related to the improvement of.

2. Description of the Related Art A continuously variable transmission for a vehicle includes a continuously variable transmission mechanism such as a variable pulley, a speed change driving unit that changes a speed ratio by the continuously variable transmission mechanism, and a speed change control device that controls the speed change driving unit. The speed of the rotation of the engine is continuously changed and transmitted to the drive wheels. In general, the shift control device obtains a target gear ratio based on a predetermined data map using a required engine output amount, a vehicle speed, and the like as parameters so that the engine operates on a minimum fuel consumption rate curve, and The speed change drive means is controlled so that the speed change ratio of the speed change mechanism becomes the target speed change ratio. In addition, in order to smoothly change the speed ratio, the target speed is determined from a predetermined data map for the speed of change of the speed ratio, that is, the speed, and the speed ratio is changed to the target speed at the target speed. In some cases, the speed change driving means is controlled so as to change.
The required engine output corresponds to the engine load, and corresponds to an accelerator operation amount, a throttle opening, a fuel injection amount in the case of a diesel engine, and the like.

On the other hand, based on the shift control based on such a data map, the data map is obtained from a data map using a correction map or an arithmetic expression using parameters other than the driving parameters related to the data map, such as a road surface gradient, a vehicle acceleration, and an accelerator change amount. It is considered that the target value is corrected. For example, the shift control device described in Japanese Patent Application Laid-Open No. 61-220938 is an example of such a shift control. Performance can be obtained.

SUMMARY OF THE INVENTION However, in such a conventional shift control device, it is necessary to preset a large number of correction maps, arithmetic expressions, and the like in accordance with the traveling state. It was limited and could not always perform very fine shift control. That is, since a correction map and an arithmetic expression must be set for each driving state, the program amount (map amount) increases substantially in proportion to the power of the number of parameters. Is limited to about 2 to 3.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object thereof is to simplify a program for correction and to increase traveling parameters to be considered so as to perform more fine-grained shift control. It is in.

Means for Solving the Problems In order to achieve such an object, the target value may be corrected by ambiguous inference according to the traveling state,
According to the present invention, a target value of a shift speed of a continuously variable transmission for a vehicle is determined based on a predetermined data map, and a shift driving unit for changing a speed ratio of the continuously variable transmission is controlled in accordance with the target value. And (b) a detection function for detecting a traveling state of the vehicle other than the traveling parameters related to the data map, and (b) a membership function having the traveling state detected by the detecting means as a parameter. A rule calculation means for calculating a predetermined control rule based on fuzzy inference so that a target value suitable for the running state is finally determined; and (c) a calculation result based on the calculation result of the rule calculation means. And a determination means for determining a final target value.

Here, since the shift speed corresponds to the change speed of the rotation speed of the input shaft, the shift drive means may be controlled by obtaining a target value of the change speed of the input shaft rotation sparseness instead of the shift speed. There is no particular change, and the present invention includes such an embodiment.

Further, the detecting means is constituted by a sensor or the like for detecting a running state other than the running parameters of the basic data map, such as a road surface gradient, an acceleration of the vehicle, and whether or not the throttle valve is in an idle state. For example, in the case of acceleration, it is also possible to calculate from the vehicle speed.In that case, the detection means includes a vehicle speed sensor and a calculation means for calculating the acceleration from the vehicle speed. You.

Further, the control rule is, for example, a target value read from a data map is incorporated in the control rule,
The target value is determined so as to be corrected by calculating the control rule, but the travel value for reading the data map or the target value read from the data map or the travel parameter for reading the target value from the data map is determined. It may be set so that a correction value to be corrected according to the state is obtained. Further, the value of the correction map that corrects the target value by a travel parameter other than the travel parameter related to the data map may be further corrected according to other travel parameters by vague inference. In short, it is only necessary that the finally determined target value is corrected based on the fuzzy inference, and in the process, a correction map relating to some driving parameters can be used.

Further, as the correction map, for example, a map that corrects a data map according to a vehicle type, a vehicle weight, an engine specification, a driving vehicle preference, or the like is prepared, or a plurality of types of data maps in consideration thereof are used. It is also possible to incorporate them into the above-mentioned fuzzy inference control rules without mapping them.

In addition, the control rule may be determined to include a membership function having a traveling state of a vehicle other than a traveling parameter related to a predetermined data map as a parameter, and includes a membership function relating to a traveling parameter of the data map. Of course, there is no problem.

When the control rule includes a target value obtained from a data map, the determining means integrates or unifies (unambiguates) the calculation result of the control rule. Thus, when a correction value is obtained from the calculation result of the control rule, the data map, the driving parameters, and the like are corrected using the correction value, and the final target value is determined. It is configured to determine a value.

Further, the degree of satisfaction of the membership function in the fuzzy inference is usually defined as “1” when completely satisfied and “0” when not completely satisfied. Is expressed, but the degree of satisfaction is "0"
And "1".

Function and Effect of the Invention In such a shift control device, the shift speed is basically controlled based on a predetermined data map. Is detected,
A predetermined control rule is calculated based on fuzzy inference so that a target value suitable for the running state is finally determined by the rule calculation means, and a vehicle other than the driving parameters related to the data map is calculated based on the calculation result. The final target value in consideration of the running state of the vehicle is determined by the determining means. That is, in a shift control using a data map in which a normal accelerator operation amount and a vehicle speed are defined as parameters, a target value of the shift speed is determined in consideration of other running conditions such as a road surface gradient, vehicle acceleration, and accelerator change amount. By controlling the shift driving means in accordance with the target value, it is possible to suppress the program capacity to a small amount while ensuring drivability (acceleration feeling) and shift responsiveness by smooth shifting during shift shifting. it can.

In this case, in the shift control device of the present invention, a predetermined control rule including a membership function having a traveling state of the vehicle other than the traveling parameter related to the data map as a parameter is calculated based on ambiguous inference. As a result, the final target value is determined in consideration of the driving state other than such a data map, so that even if the number of parameters of the driving state to be considered is large, the program amount is small. . In other words, in the fuzzy inference method, the program amount only increases in substantially proportion to the number of parameters, so that the program is simplified as compared with a case where the driving state is divided into cases and a correction map or an arithmetic expression is set. Therefore, this makes it possible to increase the driving parameters to be considered and to perform a more detailed shift control.

Further, in the present invention, since the basic data map is determined in advance, there is an advantage that the entire program amount is reduced as compared with the case where all the determination of the target value is performed using the fuzzy inference. That is, when the number of parameters is small, for example, when the target value is determined by fuzzy inference from two parameters of the accelerator operation amount and the vehicle speed,
The amount of programs is rather increased as compared with the case where the data map is used, and since the basic data map is determined in advance, the amount of programs as a whole can be reduced accordingly.

Embodiment Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

In FIG. 1, a crankshaft 12 of an engine 10 is connected to a belt type continuously variable transmission mechanism 16 via a magnetic powder type electromagnetic clutch 14.
Is connected to the input shaft 18. It should be noted that other types of clutches such as a fluid coupling, a torque converter, and a centrifugal clutch may be used instead of the magnetic powder type electromagnetic clutch 14. The belt-type continuously variable transmission mechanism 16 is a variable pulley having a variable effective diameter provided on the input shaft 18 and the output shaft 20, respectively.
A shift control valve device 28 as a shift drive means provided in a hydraulic circuit (not shown) which includes a transmission belt 26 wound around the variable pulleys 22 and 24.
By changing the effective diameters of the variable pulleys 22 and 24, the gear ratio γ (the rotation speed of the input shaft 18 / the rotation speed of the output shaft 20) can be changed steplessly.
A drive wheel 32 of the vehicle is connected to an output shaft 20 of the belt-type continuously variable transmission mechanism 16 through a final reduction gear 30 including an intermediate gear and a differential gear.
The driving force of the engine 10 is transmitted to the drive wheels 32 via the magnetic powder type electromagnetic clutch 14, the belt type continuously variable transmission mechanism 16, and the final reduction gear 30.

The shift control valve device 28 changes the line hydraulic pressure or the flow rate supplied to the variable pulleys 22 and 24 according to the drive signal SQ supplied from the shift control device 34, thereby changing the speed ratio γ of the belt-type continuously variable transmission mechanism 16. Is the target shift speed dγ ^*
Is controlled to change to the target gear ratio γ ^* . The shift control device 34 includes a microcomputer 35 and a vehicle speed sensor.
36, an accelerator operation amount sensor 38, an inclination sensor 40, an acceleration sensor 42, and an idle switch 44. The microcomputer 35 sends a vehicle speed signal SV indicating the vehicle speed V of the vehicle, an accelerator operation amount accelerator operation amount signal Sθ representing θ, inclination signal Sα representing road surface gradient α,
An acceleration signal SG indicating the acceleration G of the vehicle and an idle signal SI indicating whether or not the throttle valve is in an idle state (substantially fully closed) are respectively supplied, and the drive is performed based on these signals. Outputs signal SQ.

The microcomputer 35 performs signal processing in accordance with a program stored in advance in the ROM while utilizing the temporary storage function of the RAM, and has the functions shown in FIG. In FIG. 2, the reference target gear ratio determination block 46 includes a vehicle speed V and an accelerator operation amount θ.
From a predetermined data map with
This is a block for determining the reference target gear ratio γ ′ based on the actual vehicle speed V and the accelerator operation amount θ represented by the vehicle speed signal SV and the accelerator operation amount signal Sθ. This data map is, for example, as shown in FIG. 3, a well-known data map for determining a gear ratio so that the engine 10 is operated on a minimum fuel consumption rate curve. It is remembered.

The reference target shift speed determination block 48 calculates a vehicle speed signal SV and an accelerator operation amount signal S from a predetermined data map using the vehicle speed V and the accelerator operation amount θ as parameters.
This is a block for determining a reference target shift speed dγ ′ based on the actual vehicle speed V represented by θ and the accelerator operation amount θ.
This data map is, for example, as shown in FIG. 4, a well-known data map for determining the shift speed so that the gear ratio can be smoothly changed, and is stored in advance in a storage means such as a ROM. .

The accelerator change amount calculation block 50 is a block for calculating a change amount Δθ of the accelerator operation amount θ represented by the accelerator operation amount signal Sθ, and the accelerator change amount Δθ is a change width of the accelerator operation amount θ within a predetermined time. And differential value d
θ / dt, or current accelerator operation amount θ and moving average Deviation from Etc. can also be used. Fig. 5 shows the accelerator operation amount θ and its moving average. And deviation 6 is a time chart showing a relationship with the above.

The ambiguous inference block 52 calculates the reference target gear ratio γ ′ determined in the reference target gear ratio determination block 46 and the reference target gear speed dγ ′ determined in the reference target gear speed determination block 48 by using the vehicle speed V and the vehicle speed V. A block for correcting according to the running state of the vehicle other than the accelerator operation amount θ. More specifically, it is based on the accelerator change amount Δθ, the road gradient α, the magnitude of the acceleration G, and whether the throttle valve is in an idle state. , A predetermined control rule is calculated based on the fuzzy inference, and the final target gear ratio γ is calculated.
^* , And the target shift speed dγ ^* are determined. In the present embodiment, the following five speed ratio control rules R _{1 to} R ₅ are defined as the control rules for the speed ratio, and the following four speed speed control rules r _{1 as the} control rules for the speed change.
~r ₄ are determined.

<Speed ratio control rule> Rule R _1: maintaining the accelerator change amount small current speed ratio.

Rule R _2: Rule R ₃ :( road gradient size to be larger than the accelerator change amount large reference target speed ratio) and (a reference target speed change ratio is small) rule R ₄ :( throttle valve is idle for greater than the reference target gear ratio) and (acceleration Univ.) rule R ₅ :( road gradient greater than the reference target gear ratio is not large) and (the acceleration when the throttle valve is in an idle state is not large) closer to the reference target speed ratio <shift speed control rule> Rule r ₁ : Set smaller than the target reference shift speed with small accelerator change amount Rule r ₂ : Set larger than the target shift speed with large accelerator change amount Rule r ₃ : Set slightly lower than the target reference shift speed with large road surface gradient Rule r ₄ : Road surface Make the gradient close to the reference target shift speed that is not large. Here, in each of the above rules, "small accelerator change amount"
Indicates that the accelerator change amount Δθ calculated in the accelerator change amount calculation block 50 is small, and “large accelerator change amount” indicates that the accelerator change amount Δθ is large. Function f ₁ (Δ
Examples of θ) and f ₂ (Δθ) are shown by a solid line and a dashed line in FIG. 6, respectively. The "large road surface gradient" indicates that the road surface gradient α represented by the inclination signal Sα is large, and the "road surface gradient is not large" indicates that the road surface gradient α is not large. The membership function to represent
An example of f ₃ (α) is shown by a solid line in FIG. In such a one-dot chain line in FIG. 7, the membership function that indicates the logical negation of the membership function _{f 3 (α) (1-} f 3 (α)),
The degree of satisfaction of “the road surface gradient is not large” is shown. “Small reference target gear ratio” indicates that the reference target gear ratio γ ′ determined in the reference target gear ratio determination block 46 is small, and an example of the membership function f ₄ (γ ′) is shown in FIG. Shown in The gear ratio γ _{min in} FIG.
This is the lower limit value of the gear ratio by the belt-type continuously variable transmission mechanism 16. "High acceleration" indicates that the acceleration G of the vehicle represented by the acceleration signal SG is high, and "Not high acceleration" indicates that the acceleration G is not high. A membership indicating the satisfaction of "high acceleration" An example of the function f ₅ (G) is shown by a solid line in FIG. The dashed line in FIG. 9 indicates the logical negation of the membership function f ₅ (G) (1−f ₅ (G)).
And the satisfaction function of “acceleration is not large”. The values of these membership functions, that is, the degrees of satisfaction, are all represented by numerical values from 0 to 1, and a value of 1 means that the condition is completely satisfied.

Also, "Maintain the current gear ratio" membership function
g ₁ (γ) is, for example, based on the speed ratio γ ₀ at that time,
Defined as shown in Figure 10. The membership functions g ₂ (γ) and g ₃ (γ) of “greater than the reference target gear ratio” and “close to the reference target gear ratio” are, for example, based on the reference target gear ratio γ ′ ₀ at this time. It is determined as shown by the solid line and the dashed line in FIG. The gear ratio γ _{max in} FIG.
6 is the upper limit of the gear ratio. Membership functions h ₁ (d) of “smaller than reference target shift speed”, “slightly lower than reference target shift speed”, “close to reference target shift speed”, “greater than reference target shift speed”
_{γ), h 2 (dγ)} , h 3 (dγ), h 4 (dγ) is solid to the standard target shift speed d [gamma] _'0 twelfth example with reference to the drawing at this time, respectively, one-dot chain line, two-dot chain line, It is defined as indicated by the three-dot chain line.

On the other hand, in the fuzzy inference method, “and” is defined as an algebraic product, a minimum operation, and the like. For example, if it is defined as a minimum operation, the inference result of each rule, that is, satisfaction R ₁ (γ) to R ₅ (γ) ), R ₁ (dγ) to r ₄ (dγ) are respectively expressed by the following equations (1) to
It is determined according to (5), (6) to (9). Note that SI
= OFF) when the throttle valve is not idle.
(SI = ON) is a case where the throttle valve is in an idle state, and is selected according to the idle signal SI.

R ₁ (γ) = min ｛f ₁ (Δθ), g ₁ (γ)｝ (1) R ₂ (γ) = min ｛f ₂ (Δθ), g ₂ (γ)｝ (( 2) R ₃ (γ) = min ｛f ₃ (α), f ₄ (γ '), g ₂ (γ)｝ (3) r ₁ (dγ) = min ｛f ₁ (Δθ), h ₁ (dγ)｝ (6) r ₂ (dγ) = min ｛f ₂ (Δθ), h ₄ (dγ)｝ (( 7) r ₃ (dγ) = min {f ₃ (α), h ₂ (dγ)} (8) r ₄ (dγ) = min {1−f ₃ (α), h ₃ (dγ)} (9) FIGS. 13 and 14 are examples of inference results R ₁ (γ) and R ₃ (γ) of rules R ₁ and R ₃ , respectively. Where y ₁ = f
₁ (Δθ ₀ ), y ₃ = min (f ₃ (α ₀ ), f ₄ (γ ′ ₀ )}, and Δθ ₀ , α ₀ , γ ′ ₀ are the actual accelerator change amounts Δθ at this time, respectively. 15 shows the values of the inference results R ₁ (γ) to R ₅ (γ) of the speed ratio control rules R _{1 to} R _5. FIG. 16 shows the inference results of the shift speed control rules r _{1 to} r ₄ .
It is a diagram collectively showing examples of r ₁ (dγ) to r ₄ (dγ).

Then, the above inference results R ₁ (γ) to R ₅ (γ), r ₁ (d
integrated gamma) ~r ₄ a (d [gamma]), respectively, the gear ratio control rule R ₁ degree to to R ₅ satisfies integrally R (gamma), satisfies the shift speed control rule r ₁ ~r ₄ integrated manner The degree r (dγ) is calculated. As a method of integrating the inference results, there are a maximum operation, an arithmetic mean, a dual geometric mean, a harmonic mean, and the like. For example, when integrating by the maximum operation, the following formula (10),
The satisfaction R (γ), r (dγ) is calculated according to (11),
When integrating by arithmetic mean, it is calculated according to the following equations (12) and (13). FIG. 17 and FIG.
15 and 16 show the calculation results of the total satisfaction R (γ) and r (dγ) obtained by the maximum calculation when the inference results shown in FIG. 16 are obtained.

R (γ) = max {R ₁ (γ), R ₂ (γ), R ₃ (γ), R ₄ (γ), R ₅ (γ)} (1
0) r (dγ) = max {r ₁ (dγ), r ₂ (dγ), r ₃ (dγ), r ₄ (dγ)} (1)
1) R (γ) = {R ₁ (γ) + R ₂ (γ) + R ₃ (γ) + R ₄ (γ) + R ₅ (γ)} / 5
(12) r (dγ) = {r ₁ (dγ) + r ₂ (dγ) + r ₃ (dγ) + r ₄ (dγ)} / 4 (13) Also, the overall satisfaction R (γ), From r (dγ), the final target gear ratio γ ^* and the target gear speed dγ ^* are calculated by unifying (unambiguating) each point. As the one-point method, there are a weighted centroid method, a maximum average method, a maximum midpoint method, and the like ^. , The target shift speed dγ ^* is calculated.

In the above example, the inference results R ₁ (γ) to R ₅ (γ), r ₁ (d
γ) to r ₄ (dγ) are integrated to obtain the overall satisfaction R
(Γ) and r (dγ) are calculated, and then they are converted into one point to obtain the target gear ratio γ ^* and the target gear speed dγ ^* . The above inference results R ₁ (γ) to R ₅ ( γ), r
₁ (dγ) to r ₄ (dγ) representative points, such as the center and the maximum grade point, are determined, and the representative point and area or height (maximum value)
Alternatively, the target gear ratio γ ^* and the target gear speed dγ ^* may be directly obtained from the load average or the like. Specifically described case of obtaining the target speed ratio gamma ^*, the inference result R ₁
When the representative points of (γ) to R ₅ (γ) are W _{1 to} W ₅ , the area is S _{1 to} S ₅ , and the heights are H _{1 to} H ₅ , the target speed is changed according to the following equations (16) and (17). The ratio γ ^* can be calculated. FIG. 19 shows W ₁ (center), S ₁ , and H ₁ for the inference result R ₁ (γ).

γ ^* = (W ₁ · S ₁ + W ₂ · S ₂ + W ₃ · S ₃ + W ₄ · S ₄ + W ₅ · S ₅ ) / (S ₁ + S ₂ + S ₃ + S ₄ + S ₅ ) (16) γ ^* = (W ₁ · H ₁ + W ₂ · H ₂ + W ₃ · H ₃ + W ₄ · H ₄ + W ₅ · H ₅ ) / (H ₁ + H ₂ + H ₃ + H ₄ + H ₅ ) (17) , when the center of the inference result R ₁ (gamma) of the representative point W _1, the W ₁ represents membership function g ₁ (gamma) current speed ratio gamma ₀ and the y ₁ as a reference (= f ₁ ( Δθ ₀ ) = H ₁ )
Is represented as a parameter, it can be obtained from, for example, a data map or an arithmetic expression as shown in FIG. However, when the membership function g ₁ (γ) is an isosceles triangle centered on the current speed ratio γ ₀ , the representative point W ₁ is the current speed ratio γ ₀ . For even area S _1, it can be measured by means of a data map or an arithmetic expression as shown in FIG. 21 in the same manner as described above. However, if the shape of the membership function g ₁ (γ) is always constant irrespective of the current gear ratio γ ₀ , the area S ₁ is determined using only the above y ₁ as a parameter. It of this such, other representative point W ₂ to _W-5, which is substantially the same for the area S ₂ to S _5. Note that the height H ₁ to H _5, are calculated in the calculation process of (1) to (5) below.

Returning to FIG. 2, the control amount determination block 54 controls the transmission control valve so that the transmission ratio γ of the belt-type continuously variable transmission mechanism 16 is changed to the target transmission ratio γ ^* at the target transmission speed dγ ^* . This is a block for determining a control amount Q for operating the device 28, and a data map F (γ ^* , d) using the target gear ratio γ ^* and the target gear speed dγ ^* as parameters.
The control amount Q is obtained from γ ^* ). Then, a drive signal SQ corresponding to the control amount Q is output to the shift control valve device 28. Note that an arithmetic expression or the like can be used instead of the data map.

Next, in the continuously variable transmission for a vehicle configured as described above, the main part of the operation when the speed ratio γ of the belt-type continuously variable transmission mechanism 16 is controlled by the edge element control device 34 is shown in the flowchart of FIG. This will be described with reference to FIG.

First, in step S1, the signals SV, Sθ, Sα, SG,
The SI is read, and in step S2, the accelerator change amount Δθ is calculated from the accelerator operation amount θ represented by the accelerator operation amount signal Sθ in the accelerator change amount calculation block 50.
In step S3, the reference target gear ratio determination block 46 and the reference target gear speed determination block 48 determine a predetermined data map from the vehicle speed V and the accelerator operation amount θ represented by the vehicle speed signal SV and the accelerator operation amount signal Sθ. From the reference target gear ratio γ ′ and the reference target gear speed d
γ ′ are determined respectively.

When the reference target gear ratio γ ′ and the reference target gear speed dγ ′ are obtained, steps S4 to S6 are executed in the fuzzy inference block 52. In step S4, the reference target gear ratio γ 'and the reference target gear speed are determined according to the road gradient α, acceleration G, whether or not the throttle valve is in the idle state, and the accelerator change amount Δθ represented by the signals Sα, SG, SI. In order to correct dγ ', predetermined gear ratio control rules R _{1 to} R ₅ and gear speed control rules r _{1 to} r ₄ are calculated, and their satisfaction R ₁ (γ) to R ₅ (γ ) And r ₁
(Dγ) to r ₄ (dγ) are, for example, the above equations (1) to (5),
It is calculated according to the equations (6) to (9). Also, in step S5, the above-mentioned satisfaction levels R ₁ (γ) to R ₅ (γ), r
_{From 1} (dγ) to r ₄ (dγ), the speed ratio control rules R _{1 to} R ₅ ,
Satisfaction level R that comprehensively satisfies shift speed control rules r _{1 to} r ₄
(Γ), r (dγ) is calculated according to, for example, the above-described formulas (10) and (11), or the formulas (12) and (13), and further, the overall satisfaction R (γ), r (dγ) ), The target gear ratio γ ^* and the target gear speed dγ ^* are calculated from the equations (14) and (15) in step S6. Satisfaction level R ₁ (γ) ~
From R ₅ (γ), r ₁ (dγ) to r ₄ (dγ), the above (16), (1
7) The target speed ratio γ ^* and the target speed dγ
^{When *} is required, step S5 is omitted.

In the present embodiment, the above-described step S4 is executed in the series of signal processing logic in the fuzzy inference block 52 for calculating the target shift speed dγ ^* by correcting the reference target shift speed dγ ′ based on the fuzzy inference. Steps S5 and S6 correspond to the rail calculation means.
Is equivalent to the determination means. The target speed dγ ^* is a final target value.

On the other hand, the accelerator operation amount sensor 38 and the accelerator change amount calculation block 50 for obtaining the accelerator change amount Δθ used for the vague inference, the inclination sensor 40 for detecting the road surface gradient α, the acceleration sensor 42 for detecting the acceleration G, the throttle valve The idle switch 44 for detecting the idle state of the vehicle is provided with a travel parameter related to the data map, that is, the vehicle speed V
And detection means for detecting the running state of the vehicle other than the accelerator operation amount θ. The road surface gradient α can be estimated from the vehicle driving torque and the acceleration G, and need not necessarily be detected by the inclination sensor 40. The vehicle driving torque includes the intake pipe pressure, the engine speed, the gear ratio γ, and the like. Can be calculated from In that case,
A detecting means for detecting the road surface gradient α includes a sensor for detecting the acceleration G, the intake pipe pressure, the engine speed, and the like, and a calculating means. Further, as the acceleration G, a change width of the vehicle speed V or a differential value dG / dt may be used, and the acceleration G is not necessarily required.
There is no need to detect by. In this case, a detecting means for detecting the acceleration G includes a sensor for detecting the vehicle speed V, an arithmetic means and the like.

Returning to FIG. 22, when the target gear ratio γ ^* and the target gear speed dγ ^* are obtained in step S6, step S7 is executed next, and the target gear ratio γ ^{* is} controlled in the control amount determination block 54 ^. The control amount Q is determined from a predetermined data map F (γ ^* , dγ ^* ) based on the target shift speed dγ ^* and the target shift speed dγ ^* . Then, a drive signal SQ corresponding to the control amount Q is output to the shift control valve device 28, so that the gear ratio γ of the belt-type continuously variable transmission mechanism 16 becomes the target gear ratio γ ^* at the target gear speed dγ ^{* .} The operation of the transmission control valve device 28 is controlled so as to change to.

As described above, after the shift control device 34 of the present embodiment obtains the reference target shift speed dγ ′ from the predetermined data map, the running state of the vehicle other than the running parameters related to the data map, specifically, the accelerator change In consideration of the amount Δθ, the road gradient α, the magnitude of the acceleration G, and whether or not the throttle valve is in the idle state, the reference target shift speed dγ ′ is corrected by ambiguous inference to obtain the final target shift speed d.
Since γ ^* is determined, it is possible to suppress the program capacity to a small amount while securing drivability (acceleration feeling) and shift responsiveness by smooth shifting during shift shifting.

Further, in the present embodiment, since the fuzzy inference is used in correcting the reference target shift speed dγ ', the program amount can be reduced even when the number of running state parameters to be considered is large. This is because when ambiguous inference is used, the program amount only increases in proportion to the number of driving parameters to be considered in correction, whereas when a correction map or the like is used, the driving state is changed. This is because a map of a number that is substantially proportional to the power of the number of travel parameters is required when divided into cases, whereby more detailed shift control can be performed by increasing the number of travel parameters to be considered.

Further, in the present embodiment, since the basic data map is predetermined, the program amount related to this point is smaller than that in the case of using the fuzzy inference, and when the shift control is performed based only on the fuzzy inference. Compared to,
As a result, the amount of the entire program can be reduced. By the way,
The difference between these program amounts is shown in the figure. When the data map and the correction based on the fuzzy inference are used together as in the present embodiment, the result is as shown by the solid line in FIG. 23. Is performed as shown by a dashed line in FIG. Also, the two-dot chain line in FIG. 7 shows the case where the shift control is performed only with the data map and the correction map.

Further, in the present embodiment, the membership function in the fuzzy inference is determined with a slope as shown in FIGS. 6 to 12, so that by appropriately determining the slope, the driver's sense can be determined. Thus, it is possible to perform the speed change control that further conforms to the above. In addition, according to the shift control based on the vague inference, even if a part of the control rule has a defect such as a failure of a sensor that detects a traveling state, the defect does not greatly affect the shift control. In addition, various advantages are obtained, such as that the shift control is favorably performed even when parameters that are difficult to measure with high accuracy are included.

Further, in this embodiment, the control amount Q of the transmission control valve device 28 is determined in consideration of not only the speed ratio γ of the belt-type continuously variable transmission mechanism 16 but also the speed speed dγ thereof. The shift control which is superior to the case where the shift is performed is performed.

As mentioned above, although one Example of this invention was described in detail based on drawing, this invention can be implemented in another aspect.

Further, in the above embodiment, the reference target gear ratio γ ′ and the reference target gear speed dγ ′ are obtained from the data map and are corrected by ambiguous inference. However, the data map itself is corrected according to the traveling state. The mode of correction by ambiguous inference is appropriately changed, such as setting a control rule or setting a control rule for correcting a traveling parameter (vehicle speed V and accelerator operation amount θ in the above-described embodiment) to be compared with the data map. it can. In short, the finally determined target value, that is, the target shift speed d
It suffices if γ ^* is corrected by fuzzy inference according to the running state.

In the above embodiment, the data map for obtaining the reference target gear ratio γ ′ and the reference target gear speed dγ ′ is determined using the vehicle speed V and the accelerator operation amount θ as parameters. It is also possible to use a data map using other running conditions as parameters.

In the above embodiment, five rules R _{1 to} R ₅ are used as the speed ratio control rules, and four rules r are used as the shift speed control rules.
Although ₁ ~r ₄ is defined, which like the number and content of rules, namely to consider the travel parameters such as may be changed as necessary.

Further, the membership functions of the fuzzy inference in the above embodiment are set with a slope, but there is no slope, and the degree of satisfaction is determined in two steps such as "1" or "0". May be.

Further, a target input shaft rotation speed or a change speed of the target input shaft rotation speed may be used instead of the target speed ratio γ ^* and the target speed dγ ^* .

Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram illustrating a drive system of a vehicle including a shift control device according to an embodiment of the present invention. FIG. 2 is a block diagram illustrating functions of the transmission control device of FIG. FIG. 3 is an example of a data map for obtaining a reference target gear ratio. FIG. 4 is an example of a data map for obtaining a reference target shift speed. FIG. 5 shows the accelerator change amount Δθ in the accelerator change amount calculation block shown in FIG.
6 is a time chart for explaining an example of FIG. 6 to
FIG. 12 is a diagram showing an example of a membership function used in the fuzzy inference block of FIG.
FIG. 13 is a diagram showing an example of the inference result of the gear ratio control rule R _1. Figure 14 is a diagram showing an example of the inference result of the gear ratio control rules R _3. FIG. 15 is a diagram collectively showing an example of the inference result of the gear ratio control rules R ₁ to R _5. FIG. 16 is a diagram collectively showing an example of the inference result of the shift speed control rule r ₁ ~r _4. FIG. 17 is a diagram showing an example of overall satisfaction that integrates inference result of the gear ratio control rules R ₁ to R _5. FIG. 18 is a diagram showing an example of the overall satisfaction degree obtained by integrating the inference results of the shift speed control rules r _{1 to} r ₄ . FIG. 19 is a diagram for explaining with reference representative point for obtaining the target speed change ratio without integrating the speed ratio control rules R ₁ to R _5, the area, and the inference result of rule R ₁ height. FIG. 20 shows an example of a data map for determining the representative point W ₁ in the inference rule results R _1. FIG. 21 shows an example of a data map for determining the area R ₁ in the inference rule results R _1. FIG. 22 is a flowchart for explaining the operation of the shift control device of FIG.
FIG. 23 is a diagram showing a comparison between the present invention and the conventional device with respect to the degree of increase in the program amount with respect to the number of parameters. 16: Belt-type continuously variable transmission mechanism 28: Transmission control valve device (transmission drive means) 34: Transmission control device 38: Accelerator operation amount sensor 40: Tilt sensor, 42: Acceleration sensor 44: Idle switch 50: Accelerator change amount calculation block 52: Ambiguous inference block Δθ: accelerator change amount, α: road gradient G: acceleration f ₁ (Δθ), f ₂ (Δθ), f ₃ (α), f ₅ (G): membership function dγ ^* : target shift Speed (final target value) Step S4: Rule calculation means Step S5, S6: Determination means

Claims (1)

(57) [Claims] 1. A variable speed drive means for changing a speed ratio of a continuously variable transmission for a vehicle based on a predetermined data map. A shift control device for controlling, comprising: detecting means for detecting a running state of a vehicle other than the running parameters related to the data map; and a membership function having a running state detected by the detecting means as a parameter. Rule calculating means for calculating a predetermined control rule based on fuzzy inference so that a target value suitable for the rule is finally determined; and determining a final target value based on a calculation result of the rule calculating means. A shift control device for a continuously variable transmission for a vehicle, comprising: