Control method and apparatus for shifting automatic transmission from one position to another

• US 5,101,350 A
• Filed: 05/16/1989
• Issued: 03/31/1992
• Est. Priority Date: 05/18/1988
• Status: Expired due to Term

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Tokoro, Setsuo
• Primary Examiner(s): Teska, Kevin J.
• Assistant Examiner(s): AUCHTERLONIE, THOMAS
• Application Number:
  US07/352,498
• Time in Patent Office: 1,050 Days
• Field of Search: 74/866, 364/424.1
• US Class Current: 701/57
• CPC Class Codes: B60W 2050/0057 Frequency analysis, spectral techniques or transforms
• CPC Class Codes: F16H 2061/0075 characterised by a particular control method
• CPC Class Codes: F16H 2061/0081 Fuzzy logic
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/14 Control of torque converter lock-up clutches
• CPC Class Codes: Y10S 706/90 Fuzzy logic

Abstract

A method of controlling an automatic transmission for a motor vehicle having a plurality of operating positions such that the operating positions are automatically selected. A plurality of control rules and a plurality of logical equations are provided such that the control rules and logical equations correspond to the operating positions of the transmission. Each of the control rules consists of a plurality of sub-rules for effecting determinations associated with running conditions of the motor vehicle. A logical operation of each control rule is performed according to a corresponding one of the logical equations, based on results of the determinations of the sub-rules corresponding to each control rule. A decision is made as to whether the each control rule is satisfied, or not. The transmission is shifted to one of the operating positions which corresponds to the control rule which is satisfied.

Claims

1. A method of controlling an automatic transmission for a motor vehicle having at least three operating gear positions such that the operating positions are automatically selected, comprising the steps of:

(a) preparing a plurality of control rules and a plurality of logical equations which correspond to respective different values of a variable Δ

N representative of the number of the operating position or positions as counted from a currently selected one of said at least three operating positions of the transmission to a newly selected one of said at least three operating positions, said variable Δ

N being zero where said transmission is maintained at said currently selected operating position, positive where said transmission is shifted up from said currently selected operating position to said newly selected operating position, and negative where said transmission is shifted down from said current selected operating position to said newly selected position, each of said control rules comprising a plurality of sub-rules for effecting determinations associated with running conditions of the motor vehicle;

(b) effecting the determinations of said sub-rules of one of said control rules which corresponds to one of said different values of said variable Δ

N;

(c) effecting a logical operation according to one of said logical equations which corresponds to said one control rule, based on results of said determinations, and thereby making a decision as to whether said one control rule is satisfied or not;

(d) effecting a shifting action of said transmission according to said one value of said variable Δ

N if said one control rule is satisfied;

(e) if said one control rule is not satisfied, changing said variable Δ

N to another of said different values, effecting the determinations of the sub-rules of another control rule corresponding to said another value of said variable Δ

N, effecting a logical operation according to another of said logical equations corresponding to said another control rule, based on the determinations made on said another value of said variable Δ

N, and thereby making a decision as to whether said another control rule is satisfied or not, effecting a shifting action of the transmission according to said another value of said variable Δ

N if said another control rule is satisfied; and

(f) if said another control rule is not satisfied, repeating a step similar to the step (e), for at least one of the other values of said variable Δ

N, said one of the other values being greater than the absolute value of one, until any one of said control rules which corresponds to any one of said different values of said variable Δ

N is satisfied and the transmission is shifted according to said any one value of the variable Δ

N.

2. A method according to claim 1, wherein each of said plurality of control rules includes a sub-rule for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide a desired vehicle drive torque corresponding to an amount of operation of an accelerator pedal of the vehicle.

3. A method according to claim 1, wherein said plurality of control rules include a current-position holding control rule for maintaining the currently established position of the transmission, a shift-up control rule for shifting up the transmission, and a shift-down control rule for shifting down the transmission.

4. A method according to claim 3, wherein said current-position holding control rule includes:

a sub-rule A for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine; and

a sub-rule C for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine,

and wherein the logical equation corresponding to said current-position holding control rule is being expressed as L(Δ

N=0)=A·

B·

C.

5. A method according to claim 4, wherein said permissible range is defined by a lower limit below which the engine may stall, and an upper limit which is a permissible highest speed of the engine.

6. A method according to claim 3, wherein said shift-up control rule includes a first shift-up control rule for shifting up the transmission to the operating position which is one position higher than the currently established operating position, and a second shift-up control rule for shifting up the transmission to the operating position which is at least two positions higher than the currently established operating position.

7. A method according to claim 6, wherein said first shift-up control rule includes:

a sub-rule A for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B'"'"' for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine;

a sub-rule C for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine;

a sub-rule D representing that a rate at which the accelerator pedal is operated is held within a range which indicates that the accelerator pedal is kept at a substantially same position;

a sub-rule E representing that a time lapse after a last shifting action of the transmission exceeds a predetermined threshold value;

a sub-rule F representing that a rate at which the accelerator pedal is released is lower than a predetermined threshold value; and

a sub-rule G representing that a steering angle of the vehicle is smaller than a predetermined threshold value,

and wherein the logical equation corresponding to said first shift-up control rule is expressed as L(Δ

N=+1)=A·

B'"'"'·

C·

{(D·

E)+F.multidot.G}.

8. A method according to claim 6, wherein said second shift-up control rule includes:

a sub-rule A for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine;

a sub-rule C for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine;

a sub-rule F representing that a rate at which the accelerator pedal is released is lower than a predetermined threshold value; and

a sub-rule G representing that a steering angle of the vehicle is smaller than a predetermined threshold value,

and wherein the logical equation corresponding to said second shift-up control rule is expressed as L(Δ

N=+2)=A·

B·

C·

F·

G.

9. A method according to claim 6, wherein said shift-down control rule includes:

a sub-rule A for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B'"'"' for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine;

a sub-rule C for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine;

a sub-rule D representing that a rate at which the accelerator pedal is operated is held within a range which indicates that the accelerator pedal is kept at a substantially same position; and

a sub-rule H representing that a rate at which the accelerator pedal is depressed exceeds a predetermined threshold value above which the transmission should be kicked down to increase the vehicle drive force,

and wherein the logical equation corresponding to said shift-down control rule is expressed as L(Δ

N=-1)=A·

B'"'"'·

C (D+H).

10. A method according to claim 1, wherein said transmission is connected to said engine through a lock-up clutch, and said operating positions of the transmission includes at least a 1st-speed position, a 2nd-speed position, a 3rd-speed position and a 4th-speed position, said plurality of control rules including a lock-up clutch engaging control rule for operating said lock-up clutch to an engaged position thereof,

said lock-up clutch engaging control rule including a sub-rule I representing that an estimated value of an actual speed of the engine while said lock-up clutch is placed in said engaged position exceeds a predetermined threshold value, a sub-rule II representing that a rate at which the accelerator pedal is depressed exceeds a predetermined threshold value above which the transmission should be kicked down to increase the vehicle drive torque, a sub-rule III representing that a rate at which the accelerator pedal is released is lower than a predetermined threshold value, a sub-rule IV representing that the transmission is currently placed in said 3rd-speed or 4th-speed position, and a sub-rule V representing that a shift lever of the vehicle is placed in a drive position in which the transmission is automatically shifted,

and wherein the logical equation corresponding to said lock-up clutch engaging control rule is expressed as L(LOCK-UP CLUTCH ON)=I·

V·

[{(II+III)·

IV}+(II+III).

11. A method of controlling an automatic transmission for a motor vehicle having at least three operating gear positions such that the operating positions are automatically selected, comprising the steps of:

preparing a plurality of control rules and a plurality of logical equations which correspond to respective different values of a variable Δ

N representative of the number of the operating position or positions as counted from a currently selected one of said at least three operating positions of the transmission to a newly selected one of said at least three operating positions, said variable Δ

N being zero where said transmission is maintained at said currently selected operating position, positive where said transmission is shifted up from said currently selected operating position to said newly selected operating position, and negative where said transmission is shifted down from said current selected operating position to said newly selected position, each of said control rules comprising a plurality of sub-rules for effecting determinations associated with running conditions of the motor vehicle;

effecting the determinations of said sub-rules of all of said plurality of control rules;

effecting logical operations according to said plurality of logical equations, based on results of said determinations, and thereby calculating degrees of satisfaction of said plurality of control rules; and

effecting a shifting action of said transmission to select one of said at least three operating positions which corresponds to one of said control rules whose degree of satisfaction is the highest of all the control rules, wherein said one of said at least three operating positions which corresponds to one of said control rules whose degree of satisfaction is the highest of all the control rules may be separated by at least one intervening operating position from the currently selected one of said at least three operating positions.

12. A method according to claim 11, wherein said step of effecting a logical operation and making a decision comprises expressing the calculated degrees of satisfaction r(j) of said plurality control rules along a first axis of a two-dimensional coordinate system, and the number j of positions between the currently established operating position and the operating positions corresponding to said control rules, along a second axis of said coordinate system, said step further comprising determining a center x of distribution of said calculated degrees of satisfaction, positioning said center x along said second axis of said coordinate system, and selecting said one operating position of the transmission such that said one operating position corresponds to one of said number j of positions which is positioned closest to said distribution center x along said second axis, said center x being determined by the following equation:

##EQU2##

13. A method according to claim 11, wherein said plurality of control rules include a current-position holding control rule for maintaining the currently established position of the transmission, a shift-up control rule for shifting up the transmission, and a shift-down control rule for shifting down the transmission.

14. A method according to claim 11, wherein said current-position holding control rule includes:

a sub-rule Ax for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine; and

a sub-rule C for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine,

and wherein the logical equation corresponding to said current-position holding control rule is expressed as R(Δ

N=0)=Ax and Bx and Cx, and an overall degree of satisfaction r(Δ

N=0) of said current-position control rule is expressed as r(Δ

N=0)=r_A ×

r_B ×

r_C

where, r_A, r_B and r_C represent degrees of satisfaction of said sub-rules Ax, Bx and Cx, respectively.

15. A method according to claim 11, wherein said shift-up control rule includes a first shift-up control rule for shifting up said transmission to the operating position which is one position higher than the currently established position, and a second shift-up control rule for shifting up the transmission to the operating position which is at least two positions higher than the currently established operating position.

16. A method according to claim 15, wherein said first shift-up control rule includes:

a sub-rule Ax for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B'"'"'x for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine;

a sub-rule Cx for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine;

a sub-rule Dx representing that a rate at which the accelerator pedal is operated is held within a range which indicates that the accelerator pedal is kept at a substantially same position;

a sub-rule Ex representing that a time lapse after a last shifting action of the transmission exceeds a predetermined threshold value;

a sub-rule Fx representing that a rate at which the accelerator pedal is released is lower than a predetermined threshold value; and

a sub-rule Gx representing that a steering angle of the vehicle is smaller than a predetermined threshold value,

and wherein the logical equation corresponding to said first shift-up control rule is expressed as R(Δ

N=+1)=Ax and Bx'"'"' and Cx and {(Dx and Ex) or (Fx and Gx)}, and an overall degree of satisfaction r(Δ

N=+1) of said first shift-up control rule is expressed as r(N=+1)=r_A ×

r_B'"'"' ×

r_C ×

{max (r_D ×

r_E, r_F ×

r_G)},

where, r_A, r_B '"'"', r_C, r_D, r_E, r_F and r_G represent degrees of satisfaction of said sub-rules Ax, B'"'"'x, Cx, Dx, Ex, Fx and Gx, respectively.

17. A method according to claim 15, wherein said second shift-up control rule includes:

a sub-rule Ax for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B'"'"'x for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine;

a sub-rule Cx for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine;

a sub-rule Fx representing that a rate at which the accelerator pedal is released is lower than a predetermined threshold value; and

a sub-rule Gx representing that a steering angle of the vehicle is smaller than a predetermined threshold value,

and wherein the logical equation corresponding to said second shift-up control rule is expressed as R(Δ

N=+2)=Ax and Bx'"'"' and Cx and Fx and Gx, and an overall degree of satisfaction r(Δ

N=+2) of said second shift-up control rule is expressed as r(N=+2)=r_A ×

r_B'"'"' ×

r_C ×

r_F ×

r_G,

where, r_A, r_B'"'"', r_C, r_F and r_G represent degrees of satisfaction of said sub-rules Ax, Bx'"'"', Cx, Fx and Gx, respectively.

18. A method according to claim 11, wherein said shift-down control rule includes:

a sub-rule Ax for selecting the operating position of the transmission which provides a desired vehicle drive torque which is determined based on an amount of operation of an accelerator pedal and a running speed of the vehicle;

a sub-rule B'"'"'x for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine, so as to provide said desired vehicle drive torque and minimize a fuel consumption and an operating noise of the engine;

a sub-rule Cx for selecting the operating position of the transmission which permits the actual speed of the engine to be held within a permissible range that allows a normal operation of the engine;

a sub-rule Dx representing that a rate at which the accelerator pedal is operated is held within a range which indicates that the accelerator pedal is kept at a substantially same position; and

a sub-rule Hx representing that a rate at which the accelerator pedal is depressed exceeds a predetermined threshold value above which the transmission should be kicked down to increase the vehicle drive torque,

and wherein the logical equation corresponding to said shift-down control rule is expressed as R(Δ

N=-1)=Ax and Bx'"'"' and Cx and (Dx or Hx), and an overall degree of satisfaction r(Δ

N=-1) of said shift-down control rule is expressed as r(Δ

N=-1)=r_A ×

r_B'"'"' ×

r_C ×

{max (r_D, r_H)},

where, r_A, r_B '"'"', r_C, r_D and r_H represent degrees of satisfaction of said sub-rules Ax, B'"'"'x, Cx, Dx and Hx, respectively.

19. A method according to claim 11, wherein said transmission is operatively connected to said engine through a lock-up clutch interposed therebetween, and said operating positions of the transmission includes a 1st-speed position, a 2nd-speed position, a 3rd-speed position and a 4th-speed position, said plurality of control rules further including a lock-up clutch engaging control rule for operating said lock-up clutch to an engaged position thereof, and a lock-up clutch disengaging control rule for operating the lock-up clutch to a disengaged position thereof,

and wherein said lock-up clutch engaging control rule includes:

a sub-rule Ix representing that an estimated value of an actual speed of the engine while said lock-up clutch is placed in said engaged position exceeds a predetermined threshold value;

a sub-rule IIx representing that a rate at which the accelerator pedal is depressed exceeds a predetermined threshold value above which the transmission should be kicked down to increase the vehicle drive torque;

a sub-rule IIIx representing that a rate at which the accelerator pedal is released is lower than a predetermined threshold value;

a sub-rule IVx representing that the transmission is currently placed in said 3rd-speed or 4th-speed position;

a sub-rule Vx representing that a shift lever of the vehicle is placed in a drive position in which the transmission is automatically shifted; and

a sub-rule VIx representing that the rate at which the accelerator pedal is operated is held within a range in which the accelerator pedal is kept at a substantially same position,

and wherein said lock-up clock disengaging control rule includes;

a sub-rule I'"'"'x representing that said estimated value of the actual speed of the engine is lower than said predetermined threshold value;

said sub-rule IIx;

said sub-rule IIIx;

a sub-rule IV'"'"' representing that the transmission is currently placed in said 1st-speed position or 2nd-speed position; and

a sub-rule V'"'"' representing that said shift lever is not placed in said drive position,

and wherein the logical equation corresponding to said lock-up clutch engaging control rule is expressed as Rx(LOCK-UP CLUTCH ON)=Ix and [{(IIIx or IIx) and IVx} or VIx] and Vx, and an overall degree of satisfaction of said lock-up clutch engaging control rule is expressed as r1×

max {max (r3, r2)×

r4, r6 }×

r5, where r1, r2, r3, r4, r5 and r6 represent the degrees of satisfaction of said sub-rules Ix, IIx, IIIx, IVx, Vx and VIx,

and wherein the logical equation corresponding to said lock-up clutch disengaging control rule is expressed as Rx(LOCK-UP CLUTCH OFF)=I'"'"'x or {(IIIx or IIx) and IV'"'"'x} or V'"'"'x, and an overall degree of satisfaction of said lock-up clutch disengaging control rule is expressed as max {r1'"'"', max (r2, r3)×

r4'"'"', r5'"'"'}.

20. An apparatus for controlling an automatic transmission for a motor vehicle having at least three operating gear positions such that the operating positions are automatically selected, comprising:

memory means for storing a plurality of control rules and a plurality of logical equations which correspond to respective different values of a variable Δ

N representative of the number of the operating position or positions as counted from a currently selected one of said at least three operating positions of the transmission to a newly selected one of said at least three operating positions, said variable Δ

N being zero where said transmission is maintained at said currently selected operating position, positive wherein said transmission is shifted up from said currently selected operating position to said newly selected operating position, and negative where said transmission is shifted down from said current selected operating position to said newly selected position, each of said control rules comprising a plurality of sub-rules for effecting determinations associated with running conditions of the motor vehicle;

determining means for effecting the determinations of said sub-rules of one of said control rules which corresponds to one of said different values of said variable Δ

N, effecting a logical operation according to one of said logical equations which corresponds to said one control rule, based on results of said determinations, and thereby making a decision as to whether said one control rule is satisfied or not;

shifting means for effecting a shifting action of said transmission according to said one value of said variable Δ

N if said one control rule is satisfied;

variable changing means operable if said one control rule is not satisfied, for changing said variable Δ

N to another of said different values, said determining means effecting the determinations of the sub-rules of another control rule corresponding to said another value of said variable Δ

N, effecting a logical operation according to another of said logical equations corresponding to said another control rule, based on the determinations made on said another value of said variable Δ

N, and thereby making a decision as to whether said another control rule is satisfied or not, so that said shifting means effects a shifting action of the transmission according to said another value of said variable Δ

N if said another control rule is satisfied,

said variable changing means and said determining means being operated if said another control rule is not satisfied, for repeating determinations, a logical operation and a decision similar to those effected on said another value of said variable Δ

N, for at least one of the other values of said variable Δ

N, said one of the other values being greater than the absolute value of one, until any one of said control rules which corresponds to any one of said different values of said variable Δ

N is satisfied and the transmission is shifted according to said any one value of the variable Δ

N.

21. An apparatus according to claim 20, wherein each of said plurality of control rules stored in said memory means includes a sub-rule for selecting the operating position of the transmission in which an actual speed of an engine of the vehicle is maintained at or near a desired speed of the engine so that said engine provides a desired vehicle drive torque corresponding to an amount of operation of an accelerator pedal of the vehicle.

22. An apparatus according to claim 20, wherein said plurality of control rules stored in said memory means include a current-position holding control rule for maintaining the currently established position of the transmission, a shift-up control rule for shifting up the transmission, and a shift-down control rule for shifting down the transmission, said determining means sequentially performing the logical operations of said plurality of control rules according to the corresponding logical equations, to make decisions as to whether the control rules are satisfied or not, said determining means selecting as a desired position to be selected next, the operating position of the transmission corresponding to one of the control rules which is first determined to be satisfied.

23. An apparatus for controlling an automatic transmission for a motor vehicle having at least three operating gear positions such that the operating positions are automatically selected, comprising:

memory means for storing a plurality of control rules and plurality of logical equations which correspond to respective different values of a variable Δ

N representative of the number of the operating position or positions as counted from a currently selected one of said at least three operating positions of the transmission to a newly selected one of said at least three operating positions, said variable Δ

N being zero where said transmission is maintained at said currently selected operating position, positive wherein said transmission is shifted up from said currently selected operating position to said newly selected operating position, and negative where said transmission is shifted down from said current selected operating position to said newly selected position, each of said control rules comprising a plurality of sub-rules for effecting determinations associated with running conditions of the motor vehicle;

determining means for effecting the determinations of said sub-rules of all of said plurality of control rules, effecting logical operations according to said plurality of logical equations, based on results of said determinations, and thereby calculating degrees of satisfaction of said plurality of control rules; and

shifting means for effecting a shifting action of said transmission to select one of said at least three operating positions which corresponds to one of said control rules whose degree of satisfaction is the highest of all the control rules, wherein said one of said at least three operating positions which corresponds to one of said control rules whose degree of satisfaction is the highest of all the control rules may be separated by at least one intervening operating position from the currently selected one of said at least three operating positions.

24. An apparatus according to claim 23, wherein said determining means selects said one operating position which corresponds to one of the control rules whose degree of satisfaction is the highest of all the control rules.

25. An apparatus according to claim 23, wherein said determining means comprises means for expressing the calculated degrees of satisfaction r(j) of said plurality control rules along a first axis of a two-dimensional coordinate system, and the number j of positions between the currently established operating position and the operating positions corresponding to said control rules, along a second axis of said coordinate system, said determining means further comprising means for determining a center x of distribution of said calculated degrees of satisfaction, and positioning said center x along said second axis of said coordinate system, and means for selecting said one operating position of the transmission such that said one operating position corresponds to one of said number j of positions which is positioned closest to said distribution center x along said second axis, said center x being determined by the following equation:

##EQU3##