WO1997039260A1 - Dispositif de commande de vehicule - Google Patents
Dispositif de commande de vehicule Download PDFInfo
- Publication number
- WO1997039260A1 WO1997039260A1 PCT/JP1997/001287 JP9701287W WO9739260A1 WO 1997039260 A1 WO1997039260 A1 WO 1997039260A1 JP 9701287 W JP9701287 W JP 9701287W WO 9739260 A1 WO9739260 A1 WO 9739260A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- speed
- road
- control
- control device
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H2059/605—Traffic stagnation information, e.g. traffic jams
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
- F16H2059/666—Determining road conditions by using vehicle location or position, e.g. from global navigation systems [GPS]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/48—Inputs being a function of acceleration
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
Definitions
- the present invention relates to a vehicle control device that performs vehicle control based on road information, and more particularly, to a vehicle control device that performs speed ratio control based on road information in a traveling direction of a vehicle.
- the conventional shift control device as described above aims at adapting the shift speed setting to the road on which the vehicle is traveling by taking into account the road data obtained from the navigation system. All the information to be performed relates to the driving state at the local point where the vehicle is running, and no shift control taking into account the expected change in the driving state is performed thereafter.
- control is performed such that a change in the gear position is executed for the first time when a change in the vehicle speed or a change in the accelerator opening occurs upon entering the uphill.
- road information Compliance is prioritized and the driver's intention is ignored.
- the control of the shift speed in accordance with the road condition controls the shift speed in accordance with the specific surrounding conditions, so that environmental adaptability is good.
- it also imposes the driver's in-house control on the vehicle.
- the gear position control is performed based only on the road information read from the navigation system.
- the problem is how to handle the distance error.
- shift control corresponding to various driving environments is required.
- control for inhibiting shift-up is required when traveling on a curve, and control for changing the shift diagram to a higher vehicle speed side when traveling at high speed is required.
- an object of the present invention is to perform vehicle control in accordance with the driver's intention, and more specifically, to execute a control operation with the driver's deceleration operation as a starting point, thereby achieving more accurate control. It is an object of the present invention to provide a vehicle control device which enables the vehicle control. Disclosure of the invention
- the present invention has the following configuration to achieve the above object.
- Road information acquisition means for acquiring road information for acquiring road information
- Control amount setting means for setting a control amount of the automatic transmission according to the detected current position and the acquired road information
- Deceleration operation detection means for detecting a driver's deceleration operation
- a vehicle control device c When the deceleration operation is detected by the decelerating operation detecting unit, a vehicle control device c, characterized in that it comprises and execution means for executing the set control amount
- control amount is an upper limit or a lower limit of a gear ratio.
- the control amount setting means includes a specifying means for specifying a unique control amount according to a plurality of pieces of road information
- the vehicle control device according to any one of (1) to (3), further including a determination unit that determines a control amount to be actually executed based on the plurality of control amounts specified by the specifying unit.
- the road information includes a radius of curvature of a corner, a road gradient, a distance to an entrance of a corner, a speed limit of a road, an average curvature or an average gradient of a road in a section of a road on which a vehicle is to travel, and a highway ramp.
- the vehicle control device according to any one of the above (1) to (4), which is one or more of a distance to a way, an intersection, a distance to the intersection, and a node representing a road shape.
- the control amount setting means includes a running state detecting means for detecting a running state of the vehicle, and the control amount setting means for specifying the control amount according to the road information based on the detected running state according to the above (1) to (5).
- the vehicle control device according to any one of the above.
- the running state of the vehicle includes vehicle speed, throttle opening, gear ratio,
- the vehicle control device according to the above (6) which is one of operation of a vehicle control, lighting of a light, lighting of a turn signal, and operation of a wiper.
- the control amount setting means includes a specific position S detecting means for detecting a specific position located in the traveling direction of the vehicle, and a deceleration for determining the necessity of deceleration according to road information of the detected specific position.
- the vehicle control device according to any one of (1) to (7), further including: a determination unit; and a control amount selection unit that selects a control amount based on the determination that the deceleration determination unit requires deceleration.
- the control amount setting means further includes a distance calculating means for calculating a distance from the current position to the specific position,
- the vehicle control device according to (8), wherein the deceleration determining unit determines the necessity of deceleration in consideration of the calculated distance from the current position to the specific position.
- control amount setting unit includes a curvature radius calculation unit that calculates a curvature radius of a turning angle in a traveling direction of the vehicle.
- control amount setting means further includes a section calculating means for calculating a section distance from a current position to an entrance of a corner.
- control amount setting means includes road shape determining means for determining a road shape in a predetermined section corresponding to a current location. Control device.
- control amount setting means includes an average curvature calculating means for calculating an average curvature of one or a plurality of turning angles existing in a predetermined section corresponding to a current position.
- control amount setting unit includes an elevation change rate calculation unit that calculates an elevation change rate in a predetermined section corresponding to a current location. apparatus.
- the control amount setting means includes a standard acceleration calculating means for calculating a standard acceleration of the vehicle according to the detected vehicle speed, throttle opening, and gear ratio.
- a standard acceleration calculating means for calculating a standard acceleration of the vehicle according to the detected vehicle speed, throttle opening, and gear ratio.
- a first diagnostic means for judging the necessity of restricting the range in which the speed change ratio can be changed based on the road information in the predetermined section corresponding to the current location, and further specifying in the predetermined section
- the vehicle control device according to any one of (3) to (16), further including: second determination means for determining the necessity of regulating the gear ratio from road information in a specific section.
- the control amount setting means includes a recommended traveling speed calculating means for calculating a recommended traveling speed at a specific point corresponding to the current location, and sets the control amount according to a difference between the recommended traveling speed and the current vehicle speed.
- the vehicle control device according to any one of the above (1) to (18).
- the vehicle control device according to (19), wherein the specific point is a node.
- the driving operation detected by the driving operation detection means is one or more of lighting of a light, turning on of a blinker, turning on of a wiper switch, depression of an accelerator pedal, and depression of a brake pedal.
- the vehicle control device according to any one of the above (1) to (20).
- FIG. 1 is a block diagram showing the configuration of a preferred embodiment of the present invention
- FIG. 2 is an explanatory diagram showing the contents of road data
- FIG. FIG. 4 is a schematic diagram showing the control operation of the vehicle state and the state of the gear position
- FIG. 5 is a flowchart showing the control operation of the first embodiment.
- FIG. 7 is a schematic diagram showing an intersection
- FIG. 7 is a flowchart showing a control operation of the first embodiment
- FIG. 8 is a schematic diagram showing a highway rampway
- FIG. 10 is a flowchart showing a control operation of the first embodiment.
- FIG. 10 is a regulating shift stage map in the second embodiment.
- FIG. 11 is a flowchart of the regulating shift stage in the second embodiment.
- FIG. 12 is a shift speed map
- FIG. 12 is a regulating speed change map in the second embodiment
- FIG. 13 is a flow chart showing a control operation of the second embodiment.
- FIG. 4 is a schematic diagram showing a vehicle position and a gear position in the second embodiment.
- Fig. 15 is an explanatory diagram for calculating the average curvature
- Fig. 16 is an explanatory diagram for calculating the altitude change rate
- Fig. 17 is a diagram for regulating in the third embodiment.
- FIG. 18 is a map in the shift mode control based on the altitude change rate
- FIG. 19 is a flowchart showing the control operation of the third embodiment
- FIG. FIG. 21 is a regulating gear map in the third embodiment
- FIG. 21 is a regulating gear map in the third embodiment
- FIG. 22 is a map for determining a reference value.
- FIG. 23 is a regulating shift map in the third embodiment
- FIG. 24 is a flowchart showing a control operation of the fourth embodiment
- FIG. 26 is a flowchart showing a fourth control operation of the fourth embodiment.
- FIG. 26 is a flowchart showing the control operation of the fourth embodiment.
- FIG. 27 is a flowchart showing the control operation of the fourth embodiment
- FIG. 28 is an explanatory diagram for calculating the average gradient.
- FIG. 9 is a map for judging the necessity of the secondary judgment in the fifth embodiment
- FIG. 30 is a map for judging the necessity of control
- FIG. 31 is a shift mode based on the average gradient.
- Fig. 32 is a map related to control.
- FIG. 33 is a flowchart showing a fifth control operation of the fifth embodiment,
- FIG. 34 is a flowchart showing a control operation of the fifth embodiment, and
- FIG. The figure is a schematic diagram showing the state of the shift speed when passing through an intersection.
- FIG. 36 is a schematic diagram showing the position of a node on a road.
- FIG. 38 is a flowchart showing a shift stage map, and FIG. 38 is a flowchart showing a control operation of the sixth embodiment.
- FIG. 1 is a block diagram showing a configuration of a vehicle control device of the present invention.
- the vehicle control device 1 of the present invention includes a navigation system device 10, an automatic transmission, an AT mode selection unit 20, and a vehicle state detection unit 30.
- the navigation system device 10 includes a navigation processing unit 11, a data storage unit 12 as road information storage unit, a current position detection unit 13, a control release switch 14 as a selection unit, and a communication unit. It has a unit 15, an input unit 16, a display unit 17, and an audio output unit 19.
- the navigation processing unit 11 includes a central control unit (hereinafter referred to as “C PUJ”) 11 that performs various arithmetic processing such as navigation processing based on the input information and outputs the result.
- CPU 111 central control unit
- ROM 112 and RAM 113 are connected via a bus line such as a data bus, etc.
- ROM 112 searches for the route to the destination, and during the route.
- RAM is a read-only memory that stores various programs for driving guidance, determining specific sections, etc.
- RAMI 13 is a working memory for the CPU 11 to perform various types of arithmetic processing. Random as ⁇ Memory.
- Data storage section 12 includes map data files, intersection data files, node data files, road data files, photo data files, and information for each region, such as hotels, gasoline stands, and tourist information for each region. Is provided with another data file in which is stored. In each of these files, a route search is performed, a guide map is displayed along the searched route, characteristic photographs and frame diagrams on the intersection and the route are displayed, the remaining distance to the intersection, the next distance, etc. Various data for displaying the traveling direction at the intersection of, and for outputting other guidance information from the display unit 17 and the audio output unit 19 are stored.
- the files used for route search in normal navigation are the files that store intersection data, node data, and road data.
- These files include road width, slope, surface condition, radius of curvature of the curve, intersections, crossroads, number of lanes on the road, points where the number of lanes decreases, curve entrances, railroad crossings, highway exit rampways. , Highway tollgates, narrow roads, downhills, uphills, absolute coordinates of latitude and longitude, absolute coordinates of altitude, absolute position and altitude of nodes set on the road, etc. It is stored.
- the road information is the data detected according to the current location of the car, and is mainly information of a road located in the traveling direction from the current location.
- the road information includes road conditions obtained by various sensors, road conditions obtained by communication means, and the like.
- various storage devices such as DVD, MO, CD-ROM, optical disk, magnetic tape, IC card, and optical card are used. What Each file has a large storage capacity. For example, it is preferable to use a CD-ROM. However, individual data such as other data files, and data for each region should be stored in an IC format. Is also good.
- the current position detecting unit 13 includes a GPS receiver 131, a geomagnetic sensor 132, a distance sensor 133, a steering sensor 134, a beacon sensor 135, and a gyro sensor 136.
- the GPS receiver 13 1 is a device that receives radio waves emitted from artificial satellites and measures the position of the vehicle.
- the terrestrial magnetism sensor 132 detects terrestrial magnetism to determine the direction in which the vehicle is facing.
- the distance sensor 133 for example, a sensor that detects and counts the number of rotations of a wheel, a sensor that detects acceleration and integrates twice, and other measuring devices are used.
- the steering sensor 134 for example, an optical rotation sensor or a rotation resistance volume attached to a rotating portion of a steering wheel is used, but an angle sensor attached to a wheel portion may be used.
- the beacon sensor 135 receives position information from beacons arranged on the road.
- the gyro sensor 136 includes a gas rate gyro, a vibration gyro, and the like for detecting the rotational angular velocity of the vehicle and integrating the angular velocity to obtain the azimuth of the vehicle.
- the GPS receiver 13 1 and beacon sensor 135 of the current position detector 13 can measure the position independently, but in other cases, the distance detected by the distance sensor 133 and the geomagnetic sensor 1 32.
- the absolute position of the vehicle in combination with the direction detected by the gyro sensor 136 or the combination of the distance detected by the distance sensor 133 and the steering angle detected by the steering sensor 134) (Self-vehicle position).
- the communication unit 15 transmits and receives various types of data to and from an FM transmission device or a telephone line.For example, various types of data such as road information such as traffic congestion and traffic accident information received from an information center or the like. Is to receive.
- the input unit 16 is configured to correct the current position at the start of traveling and to input a destination. Examples of the configuration of the input unit 16 include a touch panel which is arranged on a screen of a display constituting the display unit 17 and inputs information by touching a key menu displayed on the screen. Examples include boards, mice, barcode readers, light pens, and remote control devices for remote control.
- the display unit 17 displays operation guidance, an operation menu, operation keys, displays a route to a guide point set according to a user's request, and displays various information such as a guide map along a traveling route. Display is performed.
- a CRT display a liquid crystal display, a plasma display, a hologram device that projects a hologram on front glass, or the like can be used.
- the display section 17 constitutes an informing means for informing the driver of the content of the gear position control by visual information.
- the voice input unit 18 is configured by a microphone or the like, and inputs necessary information by voice.
- the voice output unit 19 includes a voice synthesizer and a speaker, and outputs guidance information of voice synthesized by the voice synthesizer. Note that, in addition to the voice synthesized by the voice synthesizer, various kinds of guidance information may be recorded on a tape and output from a speaker. The synthesized voice of the voice synthesizer and the voice of the tape may be output. They may be combined.
- the sound output unit 19 can also constitute a notifying means for notifying the driver of the details of the gear position control based on the auditory information.
- the navigation system device configured as described above informs the driver of road information around the current location of the vehicle and guides the driving route to the destination of the vehicle. That is, when a destination is input from the input unit 16, the navigation processing unit 11 uses the road information read from the data storage unit 12 based on the vehicle position detected by the current position detection unit 13, Travel route to the ground (Scheduled travel route) is selected and the route is output to the display unit 17 ', and the driver is identified by the travel route displayed on the display unit 17 and the voice output from the voice output unit 19. Guide to the destination. If the destination has not been input, road information around the position of the wheelchair is output to the display unit 17.
- the current position detecting means is constituted by the current position detecting section 13, and the road information acquiring means is constituted by the data storage section 12 and the navigation processing section 11. .
- the specific point in the traveling direction of the vehicle position is determined based on the current position detected by the current position detection unit 13, the traveling direction of the vehicle, and the road information stored in the data storage unit 12.
- the processing unit 11 decides.
- the distance calculation means includes a current position detection unit 13, a data storage unit 12, and a navigation processing unit 11.
- the road data stored in the data storage unit 12 is composed of lines connecting nodes.
- FIG. 2 is a schematic diagram showing the structure of road data stored in the data storage unit 12.
- the solid line R indicates the shape of the road.
- the road is represented by nodes (Nl, N2) and line segments connecting the nodes (hereinafter referred to as links).
- a node is defined by at least coordinates (here, absolute coordinates, latitude and longitude).
- the road shape is defined not only by nodes and links but also by altitude. Elevation data is held at each matrix point at an interval of 25 Om on the left, right, top and bottom. For example, the altitude of the point indicated by 10--10 in the figure is 2 Om, and 10- The altitude point at the point pointed to by 1 has data such as an altitude of 2 2 m.
- the average curvature, the road gradient, the altitude change rate, the curve of the curve are determined by the positional relationship between the position of the node and each of the altitude data surrounding the node. Find the rate radius, etc.
- altitude points are held in a matrix, but it is also possible to have altitude data for each node.
- a gradient value may be used in advance for each road section, for example, for each link, and used.
- the planned travel route is the route that is set when the travel route of the vehicle is already set in the navigation system, and when the travel route is not set, for example, when the vehicle goes straight ahead, It can be a route that is expected to be performed.
- the control amount is a gear ratio, and more specifically, a gear stage.
- a gear position or a gear range restriction range according to each of the road information is selected, and the value of the gear position or the upper limit value of the gear position is determined by an automatic gear shift described later. Supplied to the device.
- the automatic transmission determines the actual gear position by giving priority to the supplied value.
- the control amount setting means is constituted by the navigation processing unit 11.
- the AT mode selection section 20 is an operation section for selecting a shift position and a shift mode.
- the vehicle state detecting section 30 for detecting the vehicle state including the running state includes a vehicle speed sensor 31 as vehicle speed detecting means, a brake sensor 32, an accelerator sensor 33, and a blinker sensor 34 as deceleration operation detecting means.
- a throttle opening sensor 35 is provided.
- the vehicle speed sensor 31 indicates the vehicle speed V
- the brake sensor 32 indicates whether or not the brake is depressed (ON / OFF)
- the accelerator sensor 33 indicates the accelerator opening ⁇
- the turn signal sensor 34 indicates the ON / OFF of the win force switch.
- the throttle opening sensor 35 detects the throttle opening ⁇ .
- the detected deceleration operation is supplied to the navigation processing unit 11 as a brake ONZOFF signal, an accelerator opening signal, and a win force ON / OFF signal.
- the vehicle speed V detected by the vehicle speed sensor 31 is supplied to the navigation processing unit 11 and an electric control circuit unit 40, which will be described later, respectively, and the throttle speed detected by the throttle opening sensor is supplied.
- the opening is supplied to the electric control circuit section 40.
- An operation that reflects the driver's intention to stop can be detected by the brake ON signal.
- the brake sensor 32 may be configured to detect the depression amount, and the intention of deceleration may be determined in consideration of the brake depression amount.
- the driver's deceleration operation can be detected based on the change in the accelerator opening ⁇ .
- the accelerator opening is close to zero and the accelerator opening decreases by more than a predetermined rate of change (the ratio of the amount of depression of the accelerator pedal to the amount of depression of the accelerator pedal)
- the driver It can be detected as a speed-down operation.
- the operation of returning from the state in which the accelerator pedal is depressed can be clearly regarded as the intention of deceleration, and can be detected as a deceleration operation.
- This detection may be performed based on the change amount (decrease amount), change speed (decrease speed), change acceleration (decrease acceleration) of the accelerator opening.
- the deceleration operation can also be detected by combining these parameters with the state after the change in the degree of opening ⁇ . For example, even if the command is, the vehicle may be running by inertia, so in the state of ct ⁇ O alone, it is not determined that there is intention to decelerate, and the accelerator opening decreases. When ⁇ 0 is reached, it can be detected as a deceleration operation.
- the accelerator opening In addition to the case where the deceleration operation is detected based on the change in the accelerator opening as described above, it is also possible to judge the driver's willingness to reduce the speed based on the change in the throttle opening (that is, the engine torque). . Even with this method, the accelerator opening In the same way as when making a judgment based on, the rate of change of the throttle opening (decrease amount, decrease speed, decrease acceleration) can be considered.
- a configuration may be adopted in which the intention of deceleration is determined in consideration of both the brake operation and the accelerator operation. That is, a configuration may be adopted in which a deceleration operation is detected only when one of the deceleration operation by the brake and the deceleration operation by the accelerator is detected. In this case, the deceleration operation can be detected more reliably.
- the configuration may be such that the operation is detected as the deceleration operation. In this case, the driver's intention to decelerate can be confirmed more reliably.
- the driver's intention to decelerate can be predicted by the ON signal of the win force, and can be detected by decelerating.
- the detection of the deceleration operation based on the win force ON operation may be further determined in combination with the vehicle speed at the win force ON operation. For example, if the vehicle is not decelerated to the speed at which it is possible to enter an intersection when the win force is ON, it can be predicted that a deceleration operation will be performed to enter an intersection, etc. If the vehicle has been decelerated, it may not be detected as a deceleration operation.
- the vehicle state detection unit 30 can include a light sensor for detecting lighting of a headlight and a wiper sensor for detecting operation of a wiper.
- the light sensor can be configured by a switch that turns on the light
- the wiper sensor can be configured by a switch that operates the wiper.
- the lighting of the light indicates that the driving environment is getting darker, and can be considered as a factor to judge the will of deceleration.
- the light is turned on or the wiper is activated, it can be determined that the need for deceleration is higher than in normal cases, and by taking these factors into account, it is possible to more reliably and It is possible to judge the will or necessity of flashing according to the road conditions.
- the automatic transmission is composed of a gear train mainly composed of planetary gears and a mechanical section (AZT in the figure) 41 consisting of a hydraulic circuit that engages and disengages each component of the gear train to form a multi-gear shift stage.
- An electric control circuit unit (hereinafter, referred to as AZT ECU) 40 for controlling the mechanism unit 41 is provided.
- the navigation system device 10 and the AZT ECU 40 are connected to each other via a communication line and perform communication as appropriate.
- the A / T ECU 40 is connected to a vehicle speed sensor 31 and a throttle opening sensor 35, and a vehicle speed signal is output from the vehicle speed sensor 31 and a throttle opening signal is output from the throttle opening sensor 35. Is entered. Further, a shift position signal corresponding to the shift position selected by the AT mode selection unit 20 is input from a shift position sensor (not shown) attached to the mechanism unit 41.
- a drive signal is output from the A / T ECU 40 to the actuator (hydraulic solenoid) in the hydraulic circuit of the mechanism section 41, and based on this drive signal, the actuator is actuated to change the speed. Step formation and the like are performed.
- the AZT EC U40 is also controlled by a convenient control program stored in the EEPROM 42.For example, the selection of the shift speed is determined by the throttle opening detected by the throttle opening sensor 35 and the throttle opening. Based on the vehicle speed from the vehicle speed sensor 31, the operation is performed based on a memory table (shift map). This shift map determines the shift speed unique to the automatic transmission.
- the shift map is prepared according to each of the normal mode and the sports mode, and the shift mode supplied from the navigation processing unit 11 is provided. It is automatically changed based on the change command signal. Further, the shift mode can be changed via the AT mode selector 20 according to the driver's will.
- the normal mode is an economical driving pattern in which fuel efficiency and power performance are balanced, and is used for normal driving.
- the sport mode is a pattern that emphasizes power performance and is used for driving in mountainous areas, etc.
- the gear position map the region of the low speed gear is large.
- control is performed such that the shift speed is shifted to the low-speed side as a result. I have. Therefore, any shift map can be used as a unique shift map.
- the degree to which the upper limit of the shift speed is restricted is determined in accordance with the unique shift map.
- the shift lever provided in the AT mode selection section 20 is a 7-position type that allows selection of 7 shift positions: parking range, reverse range, neutral range, drive range, third range, second range, and mouth range. It is mechanically connected to a not-shown shift position sensor attached to the mechanism section 41.
- the shift speed is selected between 1 and 5 speeds
- in the third range the shift speed is selected between 1 and 3 speeds
- in the second range the shift speed is selected between 1 and 2 speeds.
- the navigation system device 10 can execute the navigation AT control only when the shift lever 21 is held in the shift position of the drive range. For example, even if the fourth speed is determined by the A / TECU 40, if the command from the navigation processing unit 11 is the third speed, the third drive signal is supplied.
- AZTECU 40 determines the 4th speed However, if the command from the navigation processing unit 11 restricts the upper limit of the gear position to the third speed, the drive signal is output only within the range from the first to third speeds. Then, a drive signal is supplied to the actuator 42 for setting the gear ratio within the range.
- the control execution means is constituted by the navigation processing unit 11 and the automatic transmission.
- the shift position and the shift mode are also supplied from the A / T ECU 40 to the navigation processing unit 11.
- the navigation processing unit 11 stores the shift map of the AZT ECU 40 in advance, determines the actual shift speed within the limit range based on the set control range and the shift map, and determines this shift speed. It may be configured to output the value to the AZT ECU 40.
- the engine control unit (in the figure, EZG ECU) is a throttle opening signal from the throttle opening sensor 35 and the engine speed from the engine (EZG in the figure) 51.
- the engine 51 is controlled by changing the fuel injection command and the like based on other factors (cooling water temperature, sensor signal, etc.).
- the content of the gear position control (hereinafter, referred to as “navi AT control”) performed based on the road information of the navigation system device will be described below.
- the navigation processing section 11 is a specific position detecting means. Then, the navigation processing unit 11 detects the traveling direction of the vehicle, that is, a specific position located on the planned traveling route, based on the road data stored in the data storage unit 12, and calculates the distance calculation means. Then, the distance d from the current location to the specific position is calculated.
- the navigation processing unit 11 uses the current Based on the vehicle speed and the road data at a specific location, determine if deceleration is necessary. If the navigation processing unit 11 determines that there is a need for deceleration, the navigation processing unit 11 uses the distance d, the road data of the specific position, the current vehicle speed, and the speed change stage to reduce the speed for speed reduction. To determine.
- data used for vehicle control is road information
- data from the navigation processing unit 11 is road data. For this reason, road data and road information may coincide. In some cases, road information is extracted based on road data.
- the navigation processing unit 11 changes the gear position based on the detection of an accelerator-off operation, a brake-on operation, and a blinker-on operation, which are operations symbolizing the driver's intention to decelerate. Output to 0.
- the AZTECCU 40 preferentially selects the shift speed supplied from the navigation processing unit 11 and supplies a drive signal to the actuator 42 to change to the shift speed.
- the execution means is constituted by the navigation processing section 11 and the A / TECU 40.
- the flowchart in Fig. 3 is a control operation when a road curve is detected as a specific position.
- the obtained road information includes the radius of curvature, continuity, degree of radius change, and length of the curve. Has been fully selected.
- the navigation processing unit 11 acquires the current position of the own vehicle 2, road data of the traveling direction, and the like (step S101).
- the road data in the traveling direction includes the type of road on which the vehicle is currently traveling, the shape of the road ahead, and coordinate data of each node N1 to Nn ahead of the current position as shown in FIG. Etc. are included.
- step S101 the acquired data, ie, the road shape ahead, the current
- the radius of curvature, continuity, degree of radius change, and length of the curve are calculated from the nodes Nl to Nn in front of the position to obtain road information.
- the radius of the force at each node is determined from the angle between the links connecting the nodes, and the continuity of the curve and the degree of change in the curve radius are determined.
- the distance d between the current position and the curve is calculated (step S102).
- step S103 information on the vehicle in a running state is obtained (step S103).
- Vehicle information includes vehicle speed V, accelerator opening c, brake signal, and the like. It is determined whether the vehicle speed needs to be reduced based on the vehicle information and the road conditions determined in step S102 (step S104).
- the appropriate speed for passing through the force is determined by the magnitude of the detected curve.
- the required deceleration is obtained from the appropriate speed and the current vehicle speed and the distance d to the curve, and the amount of braking determines the amount of braking, the need for shift-down, and the like.
- step S105 it is determined whether or not the accelerator has been depressed, that is, whether or not the accelerator has been turned off. If the driver is depressed (accelerator OFF ⁇ NO), the driver determines that the driver does not intend to decelerate and returns without performing shift down control. That is, the driver's intention is prioritized, and steps S101 to S104 are executed again.
- step S106 If the accelerator is off (accelerator OFF ⁇ YES), it is determined whether or not the brake has been depressed (step S106). If the pedal has not been depressed (brake ON ⁇ NO), it is determined whether a shift down from the fourth speed to the third speed is necessary (step S107). This determination is made based on the contents already determined in step S104. For example. As shown in Fig. 4, when the vehicle speed is low and there is sufficient distance to the entrance of the curve, there is often no need for deceleration, and if it is determined that there is no need for deceleration, Then, it is determined that the shift down is unnecessary (NO), and the shift down is not performed and the operation is returned.
- Step S108 the shift down from 4th to 3rd is performed. Furthermore, at high vehicle speeds, the necessity of deceleration is also increased, and it is determined that shift down is necessary (YE S), and in order to shift down from 4th gear to 3rd gear, 3rd gear is set to the command value. Then, it is output to the A / T ECU 40 (step S108).
- step S109 When the brake is depressed (brake ON—YES), it is determined whether a shift down from the third gear to the second gear is necessary (step S109). This determination is also made based on the content determined in step S104. For example, when the vehicle speed is low, it is determined that shift down is unnecessary (NO), and step S107 is executed. At this step, if the calculated appropriate speed is already satisfied, such as when the gear is already lower than the third speed or another gentle curve, it is determined.
- step S110 If the vehicle speed is the vehicle speed, it is determined that further downshifting is necessary (YE S), and the second speed is output to the AZT ECU 40 as a command value in order to perform downshifting (step S110).
- the shift-down control is started by triggering the deceleration operation of the driver, so that the timing always matches the driver's will.
- the shift down can be performed at the appropriate vehicle position, and a smooth running feeling can be obtained at the appropriate speed.
- the control operation when an intersection is detected as a specific position will be described. I do.
- the road information the type of the road currently traveling, the shape of the road ahead, the number of roads crossing the intersection, the width of the crossing road, the number of lanes, and the crossing angle are selected.
- the control operation when passing through an intersection will be described below with reference to the flowchart shown in FIG. 5 and FIG.
- the navigation processing unit 11 obtains the current location, road data in the traveling direction, and the like (step S201).
- the road information of the traveling direction includes the type of the road currently traveling, the shape of the road ahead, the number of roads crossing the intersection, the width of the crossing road, the number of lanes, and the like.
- step S201 the stored data, that is, as shown in Fig. 6, the curvature at the time of turning at the intersection, depending on the shape of the road ahead, the width of the road, the number of lanes, the angle of the intersection, etc. Obtain road information such as radius R. Thus, an appropriate speed for turning at an intersection is calculated. Further, the distance d between the current position and the intersection at the specific position g is calculated (step S202).
- vehicle information is acquired (step S203).
- the vehicle information includes vehicle speed V, accelerator opening, brake signal, and the like. It is determined whether the vehicle speed needs to be reduced based on the vehicle information and the appropriate passing speed determined in step S202 (step S204).
- an appropriate speed for passing through the intersection is determined by the magnitude of the radius of curvature R when turning at the detected intersection. This appropriate speed can be determined based on the width of the approaching road, the number of lanes, the intersection angle of the intersecting roads, and the like. Then, the required deceleration is obtained from the current vehicle speed and the distance d to the intersection, and the amount of braking, shift down, necessity, etc. are determined from the deceleration.
- step S205 it is determined whether or not the depression of the accelerator has been released, that is, whether or not the accelerator has been turned off. If the driver is depressed (accelerator OF F ⁇ NO), the driver can judge that the driver does not intend to stop, and return without shift down control. That is, steps S201 to S204 are executed again. For example, in Fig. 6, at a point 10 Om before the intersection, a shift-down is being prepared, but the driver's will not decelerate because the accelerator is not turned off is respected, and from 4th gear The shift down to third gear is not performed and the vehicle proceeds as it is.
- step S206 When the accelerator is turned off (accelerator OFF ⁇ YES), it is determined whether or not the brake is depressed (step S206). If it has not been depressed (brake ON-NO), it is determined whether shift down is required from the 4th speed to the 3rd speed (step S207). This determination is made based on the contents already determined in step S204. In other words, at high vehicle speeds, the need for deceleration is often high, and if it is determined that deceleration is necessary, shift-down control is started based on the accelerator off operation, and from 4th gear to 3rd gear The shift down to speed is performed (step S208). In addition, when the vehicle speed is low, there is often no need for deceleration, and when it is determined that deceleration is not necessary, shift down is determined to be unnecessary (NO), and no downshift is performed. , Will be returned.
- step S209 When the brake is depressed (brake ⁇ N ⁇ YE S), it is further determined whether or not the turn signal is on (step S209). If the turn signal is not turned on (NO), step S207 is executed. In other words, when the turn signal is not turned on, it is difficult to know whether or not to turn at the intersection while approaching the intersection.If the turn signal is not turned on, the vehicle will go straight at the intersection. Consideration And determine only the shift down to third gear.
- step S 210 If the turn signal is turned on (Y E S), it is determined that the vehicle should turn at the intersection, and it is determined whether a downshift from the third speed to the second speed is required (step S 210). This determination is also made based on the content determined in step S204. For example, if the intention to decelerate and make a right turn is determined based on the turn signal ON operation, the appropriate speed at the intersection is calculated as 2 Okm / h, etc. To start.
- step S211 If it is determined that shift down is necessary, shift down from third speed to second speed is performed (step S211). Returned if no shiftdown is required.
- the downshifting of the driver is triggered by the driver's deceleration operation, so that the shift-down control is started.
- the shift down can be performed at the position, and the vehicle can turn at the intersection while maintaining a smooth running feeling at an appropriate speed.
- the navigation processing unit 11 acquires road data and the like on the expressway in the current position and the traveling direction (step S301).
- the road data of the traveling direction includes the type of the road currently traveling, the position of the ramp, the shape of the road ahead, the width of the road, the number of lanes, and the like.
- the data recorded in step S301 that is, the shape of the road ahead, the width of the road, etc.
- the distance d between the current location and the ramp entrance, which is a specific position is calculated (step S302).
- the control section is set before the ramp entrance, which is a specific position, and the shift control for entering the ramp is performed.
- vehicle information is obtained (step S303).
- the vehicle information includes vehicle speed V, accelerator opening ⁇ , brake signal, and the like.
- the vehicle information and the road conditions determined in step S302 it is determined whether the current location is within the control area and whether the vehicle speed is equal to or higher than a certain speed. For example, if the vehicle position is outside the control section, it is determined that there is no need for deceleration. If the current location is within the control zone and the vehicle speed is, for example, 120 km / h or more, it is determined that the vehicle will not enter the ramp, and it is determined that there is no need for speed reduction (step S304).
- Step S305 If the driver is depressed (accelerator OFF ⁇ NO), the driver determines that there is no intention to stop and returns without performing overdrive OFF control. That is, Steps S301 to S304 are executed again.
- step S306 If the accelerator is turned off (accelerator OFF ⁇ YES), It is determined whether the key has been depressed (step S306). If it has not been depressed (brake ON ⁇ NO), it returns. When the brake is depressed, it is determined whether or not the overdrive OFF control is necessary (step S307). If it is determined in step S304 that overdrive OFF control is necessary, overdrive OFF control is performed (step S310). For example, in the case of a 4-speed automatic car, shifting to the 4-speed is prohibited.
- step S305 When the accelerator is depressed (accelerator OF F ⁇ NO), when the brake is depressed (brake ON—NO), or when the vehicle passes through the control section, steps S305, S306 and step S305 are performed.
- step S307 the determination is NO, and the necessity of releasing the overdrive OFF control is determined (step S308).
- step S308 in step S304, the necessity of cancellation is determined based on the already determined determination. That is, when the current position is outside the control section or when the current speed exceeds a certain speed, the overdrive OFF control is canceled (step S309). If it is determined that there is no need to cancel the overdrive OFF control, it returns.
- overdrive OFF control is started by triggering the driver's deceleration operation, so timing that always matches the driver's will
- the vehicle can decelerate at the appropriate vehicle position and enter the ramp while maintaining a smooth driving feeling at the appropriate speed.
- step S304 If the travel route has not been set in advance, the necessity of deceleration is determined in step S304, and then it is detected whether or not the turn signal is on. If the turn signal is not turned on, it is determined that the vehicle will go straight without entering the ramp, and the return will be made without performing the overdrive OFF control. Ma If the turn signal is turned on, it is determined whether or not the accelerator is turned off (step S305). Hereinafter, the same control as when the travel route is set is performed.
- the navigation processing unit 11 acquires road data and the like of the current position and the road in the traveling direction (step S401).
- the road data of the traveling direction includes the type of the road currently traveling, the shape of the road ahead, the width of the road, the number of lanes, and the like.
- step S401 the acquired data, that is, the shape of the road ahead, the width of the road, the elevation data on the road, the elevation data around the road, the elevation data of each node, etc. Calculate and confirm the positive / negative data of size and altitude change (Step S402).
- the designated section is detected as a section where the change in altitude is larger than a predetermined value.
- vehicle information is acquired (step S403).
- the vehicle information includes vehicle speed V, accelerator opening ⁇ , brake signal, and the like.
- vehicle speed V is determined whether the road on which the vehicle is traveling is uphill or downhill. If the road is downhill, vehicle speed and headway change
- the necessity of deceleration is determined based on the size of (Step S404). In other words, the higher the vehicle speed, the greater the need for deceleration, and the greater the change in altitude, the greater the need for deceleration.
- the overdrive-off control of the automatic transmission is selected.
- overdry The control to perform the OFF is not performed, and in the next step, the presence or absence of the deceleration operation of the dying person is detected.
- step S405 it is determined whether the depression of the accelerator has been released, that is, whether or not the accelerator has been depressed. If the driver is depressed (accelerator OF F—NO), the driver determines that there is no intention to decelerate, and returns without performing overdrive OFF control. That is, steps S401 to S404 are executed again.
- the accelerator is turned off (accelerator OFF ⁇ YES)
- step S406 it is determined whether or not the brake is depressed (step S406). If it has not been depressed (brake ON ⁇ NO), it returns.
- step S407 it is determined whether or not the overdrive OFF control is necessary (step S407). If it is determined in step S404 that the overdrive-FF control is necessary, the overdrive OFF control is performed (step S408). For example, in the case of a five-speed automatic vehicle, shifting to the fifth speed is prohibited.
- step S404 If the accelerator pedal is depressed (accelerator OF F ⁇ NO), the brake pedal is released (brake ON ⁇ NO), and if it is determined in step S404 that there is no need for deceleration, NO is determined in step S405, step S406, and step S407, and the necessity of canceling the overdrive OFF control is cut off (step S409).
- step S409 in step S404, the necessity of cancellation is determined based on the already determined determination. That is, when the vehicle speed is sufficiently low or when the change in the altitude of the road becomes small, the overdrive OFF control is canceled (step S410). In some cases, such as when the brake is turned off in the accelerator off state, it is determined that there is no need to release the overdrive OF F control. It is returned.
- the over-drive OFF control is started by triggering the deceleration operation of the driver, so that the timing always matches the driver's will, and Deceleration can be performed at the appropriate position, and the driver can go down the slope at the appropriate speed while reducing the load on the brake.
- the necessity of deceleration is determined in advance based on the road information on the planned traveling route, the content of the deceleration speed control is determined, and the preparation for executing the deceleration control is made. Since the driver is able to perform the deceleration control, the driver can quickly respond to the deceleration operation based on the driver's intention to decelerate and execute the deceleration control. In addition, since the control operation is started based on the driving operation according to the driver's road condition, the gear position control can be performed at a timing that matches the driver's intention.
- deceleration control operation is started based on the operation intended to decelerate the driver, such as accelerator off operation, brake on operation, blinker on operation, etc., the driver's will will be respected and the driver will be surely
- the shift operation for deceleration can be started at a timing and at an appropriate position that match the intention of the vehicle.
- the radius of curvature calculation means includes a data storage unit 12, a current position detection unit 13, and a navigation processing unit 11.
- the turn in the traveling direction of the current position is determined by the navigation processing unit 1 based on the current position detected by the current position detection unit 13, the traveling direction of the vehicle, and the road information stored in the data storage unit 12. 1 is decided.
- the section calculation means includes a current position detection unit 13, a data storage unit 12, and a navigation processing unit 11.
- a turn in the direction of travel of the vehicle is a place where the direction of travel of the vehicle needs to be changed by changing the rudder angle, for example, at an intersection, a crossroad, a point where the number of lanes decreases, a curve, Examples include a curve entrance, a highway exit rampway, and a point where the width of a road becomes narrower.
- points where the rate of change of the node radius exceeds a certain value are defined as the entrance and exit of the corner.
- the section calculating means calculates the rate of change of the node radius of the corner based on the road information stored in the data storage unit 12, specifies the entrance of the corner, and determines the current vehicle position from this entrance. Calculate the distance d to.
- the navigation processing unit 11 determines a control range for restricting the changeable gear based on the three parameters of the vehicle speed, the radius of curvature, and the distance d.
- the upper limit value that can be changed as the regulation range is set by the navigation processing unit 11.
- the upper limit value of this shift speed is supplied to AZ TECU 40 as a command value, and A / TECU 40 performs the shift speed control based on the shift map within a range not exceeding the upper limit value.
- the drive signal output to the actuator 42 is It is output only in the range of 1st to 3rd speed.
- Such setting of the upper limit of the shift speed is determined based on the regulating shift speed map shown in FIGS. 10 and 12 and the data table shown in Tables 1 and 2. . Specifically, it is determined as follows. Vehicle speed V (km / h)
- the radius of curvature of the curve is divided into a range from a large radius (gently curved) to a small radius (steep), and the radius of curvature r at which the corner is calculated is calculated. Is 0 ⁇ ! ⁇ 1, rl ⁇ r2, r2 ⁇ r3, r3 ⁇ r4 (rl ⁇ r2 ⁇ r3 ⁇ r4) is determined. From these vehicle speed and radius of curvature, the vehicle speed radius of curvature coefficient is determined from Table 1.
- the distance d from the current position of the vehicle to the entrance of the turn is divided in advance from the short range to the long range, and the distance d is 0 to D1, D1 to D2, D2 to D3, D3 ⁇ D4 (D1 D2 D3 D4) It is determined whether it is included in the range. Then, based on Table 2, the determined vehicle speed curvature radius coefficients A1 to A4, B1 to B4, C1 to C4, D1 to D4, and the distance d divided into the above four From the area, the upper limit of the gear position (al to a4, bl to b4, cl to c4, dl to d4 * '*) in Table 2 is determined according to the driving conditions and road conditions at that time. . Maps representing an example of such a data table are shown in FIGS.
- the map shown in Fig. 10 shows that the distance d is a long-range area (the area where the distance to the entrance of the corner is relatively long), and Fig. 12 is the short distance (the area where the corner is (The area where the distance to the entrance is relatively short.)
- FIG. 11 shows a map of the area between the long distance area and the short distance area.
- Fig. 11 if the relationship between the radius of curvature of the curve and the vehicle speed is point a in the map, it is assumed that the automatic transmission has selected the fourth speed from the vehicle speed and the throttle opening. In this case, the gear is selected from the first to third gears. In this case, the third gear is selected.
- Fig. 12 if the relationship between the radius of curvature of the curve and the vehicle speed is point b in the map, if the automatic transmission selects the second speed from the vehicle speed and the throttle opening, The gear is selected from up to 3rd speed, so in this case, the vehicle will travel in 2nd speed.
- the maps shown in FIGS. 10 to 12 do not have hysteresis for simplicity of explanation, but it is preferable to provide hysteresis for preventing hunting.
- FIG. 13 shows the control operation when passing through the curve shown in FIG.
- the navigation processing unit 1 1 determines the current position of the vehicle 2 and the traveling direction.
- the road data such as is acquired (step S501).
- the road data of the traveling direction includes the type of the road on which the vehicle is currently traveling, the shape of the road ahead, the coordinate data of each node N1 to Nn ahead of the current position, and the like.
- step S501 the acquired data, that is, the curvature of the curve, the continuity, the degree of change in the radius, the length of the curve, based on the shape of the road ahead, the nodes N1 to Nn in front of the current position, etc. Calculate and confirm. That is, the node radius at each node is determined from the angle formed by the links connecting the nodes, and the continuity of the curve and the degree of change in the curve radius of curvature are determined.
- the road information is obtained by calculating the distance d from the current position to the entrance of the curve (step S503).
- step S503 functions as a curvature radius calculating means and a section calculating means are exhibited.
- vehicle information is obtained (step S505).
- the vehicle information includes vehicle speed V, throttle opening, accelerator opening ⁇ , brake signal, and the like.
- the driver's intention to decelerate is determined by the deceleration operation detecting means (step S509). For example, it is determined whether the accelerator opening is close to 0, or whether the accelerator opening is sufficiently small and the rate of change ⁇ ⁇ of the accelerator opening is closed at a predetermined rate of change ⁇ or more.
- the driver It can be determined that there is an intention to decelerate. If there is a will to decelerate, reference is further made to the control gear map.
- This regulating gear position map regulates the upper limit of the gear position based on the vehicle speed, the distance d to the entrance of the curve, and the radius of curvature of the curve. The function as the control amount setting means is exerted by the regulating gear map.
- This regulatory gear map is created from the viewpoint of what gear is more appropriate when decelerating, and is applied after confirming the driver's will. It has a configuration.
- the determined upper limit value of the shift speed is output to the AZT ECU 40 based on the regulatory shift speed map (step S511).
- the A / T ECU 40 outputs the third speed as a drive signal when the input upper limit is the third speed, for example, even if the fourth speed is determined by the normal shift map.
- the upper limit value regulates the speed change step within the range up to 3rd speed, so it is output as a drive signal
- the gear is 2nd.
- the execution means is executed by steps S509 and S511.
- Such a control of the shift speed may be performed by determining the shift speed based on the normal shift map by the navigation processing unit 11.
- the configuration may be such that steps S501 to S511 are performed by the A / T ECU 40.
- the driving operation of the driver is detected, and the speed ratio selected by the automatic transmission is set based on the detected driving operation.
- Vehicle control can be performed along with the vehicle.
- the road shape judging means comprises a data storage section 12, a current position detection section 13, and a navigation processing section 11.
- the predetermined section in the traveling direction of the current position is determined by the navigation processing unit based on the current position detected by the current position detection unit 13, the traveling direction of the vehicle, and the road information stored in the data storage unit 12. 1 1 is decided.
- the predetermined section is a section (for example, about 1 km) from the current location to a point that is separated by a certain distance in the traveling direction of the vehicle.
- the length of this section may be changed according to vehicle speed. For example, it can be set shorter at low speeds and longer at high speeds. This predetermined section is set on the planned travel route You.
- the navigation processing unit 11 constituting the road shape determination means performs first control for obtaining an average curvature ⁇ in a predetermined section and second control for obtaining an elevation change rate H in the predetermined section ⁇ . .
- the data storage unit 12 and the navigation processing unit 11 constitute an average curvature calculating means, and the navigation processing unit 11 includes a road included in the navigation system device 10. Using the data, it is determined whether or not the road is a road with continuous curves within a predetermined section, and the average curvature ⁇ ⁇ is calculated.
- Fig. 15 explains how to calculate the average curvature for mountain roads (toll roads, etc.).
- nodes Nn are set at predetermined intervals on each road, and the average curvature ⁇ ⁇ ⁇ between the nodes is obtained from the coordinates (xn, yn) of each node Nn.
- the data storage unit 12 and the navigation processing unit 11 constitute an altitude change rate calculating means, and the navigation processing unit 11 is configured to determine a predetermined point of the navigation system device 10. From the altitude data, the slope change rate of the road on which the vehicle runs is calculated.
- FIG. 16 is a diagram for explaining a method of calculating the elevation change rate H in a predetermined section when the elevation difference ⁇ of the traveling road is regarded as an inclination angle. As shown in this figure, the altitude change rate H is obtained from the altitude data of the node set on the traveling road.
- the altitude difference ⁇ between the nodes is obtained for the altitude data of the nodes set in the predetermined section from the current position of the vehicle.
- the difference Hn_H (n-1) between the altitude H (n-1) at the node N (n-1) and the altitude Hn at the node Nn is calculated, and this is calculated as the altitude difference at the node Nn.
- ⁇ the altitude difference ⁇ 1 to ⁇ ⁇ at each node is calculated from each of the nodes ⁇ 1 to ⁇ ⁇ existing in the set predetermined section and the first node ⁇ ( ⁇ -1) behind the current position. I do.
- the navigation processing unit 11 determines a range in which the gear can be changed as the upper limit of the gear based on the average curvature ⁇ and the vehicle speed obtained above.
- the setting of the upper limit value is performed based on the regulating gear position map shown in FIG. When this upper limit value is output to AZT ECU 40, the gear position is changed within the range up to the upper limit value.
- a if the average curvature ⁇ and the vehicle speed V are located at the point a, if the gear is 4th, the gear is forcibly switched to 3rd, and from 1st The gear is changed up to the third gear.
- the driver determines that the vehicle is not intended to decelerate, and the control for limiting the upper limit of the shift speed is not performed, and the vehicle runs in the normal mode.
- the altitude change rate H is equal to or more than a fixed reference value (for example, 1 Om), a signal for changing the shift mode of the A / TECU 40 is supplied.
- the shift mode is switched from the normal mode to the power mode.
- the area of the engine brake is widened, and the speed is assisted.
- a large driving force can be obtained.
- the shift map of the A / TECU 40 is switched from the power mode to the normal mode based on the map shown in FIG.
- the navigation processing unit 11 in the present embodiment determines the upper limit of the gear ratio (gear position) from the average curvature ⁇ and the vehicle speed V, and the A / TECU 40 determines the upper limit gear position and the gear ratio that have been determined.
- a drive signal to be output to the actuator 42 is determined by comparing the speed selected with the map.
- the navigation processing unit 11 acquires road data such as the current location and the traveling direction of the vehicle 2 (step S601).
- the road data in the traveling direction includes the type of the road on which the vehicle is currently traveling, the shape of the road ahead, the coordinate data of each node N 1 N n ahead of the current position, the altitude data, and the like.
- the navigation processing unit 11 calculates the above equation (1) and the equation (1) using the acquired road data, that is, the road shape ahead, each node N 1 N n ahead from the current position, and the like. Calculate and confirm the average curvature ⁇ and the elevation change rate H based on 2) (Step S603).
- the function as the road shape judging means is exhibited, and more specifically, the functions as the average curvature calculating means and the altitude change rate calculating means are exhibited.
- vehicle information is acquired (step S605).
- vehicle information includes vehicle speed V, throttle opening, shift position, shift speed, shift mode, and the like.
- step S607 it is determined whether or not it is necessary to switch the shift mode according to the altitude change rate H. That is, based on the map shown in FIG. 18, it is determined whether or not the elevation change rate H obtained in step 603 is greater than or equal to a reference value, and whether or not the speed change mode needs to be switched. Is determined (step S607). If it is determined that the value is equal to or more than the reference value (step S607 ⁇ Y), a switching signal is output to change the shift mode in the AZT ECU 40 to the power mode (step S609). If it is below the reference value (step S607-N), the current shift mode is maintained.
- step S611 the control gear map shown in FIG. 17 is referred to.
- step S611 it is determined whether or not to control the gear (step S611) and the upper limit of the changeable gear range. Is determined. For example, when the vehicle speed V is high and the vehicle is located in the area of the point b in FIG. 17, the navigation processing unit 11 determines that the driver does not intend to decelerate (step S61 1 ⁇ N), the control for regulating the gear position is not performed, and the process returns to the main routine. That is, the vehicle travels in the currently selected shift mode (normal mode in FIG. 17). Also, for example, in the regulation speed map shown in FIG.
- step S6 when the vehicle is located at the point a and the upper limit of the speed is restricted to the third speed, it is determined that the regulation of the speed is necessary (step S6). 11 ⁇ Y), and outputs the upper limit value to the AZT ECU 40 as a regulation control command (step S613).
- the gear can be switched between the first gear and the third gear. If the current gear is 4th gear, the gear is shifted down to 3rd gear to assist in deceleration.
- Steps S603 and S607 to S611 serve as control amount setting means. Further, the execution means is constituted by the step S613 and the A / T ECU40.
- the navigation processor 11 controls both the selection of the shift speed based on the shift map and the control of the upper limit of the shift speed by setting the upper limit value, so that the final shift speed is controlled. Only the A / TE CU 40 may be output. Alternatively, the road information may be obtained from the navigation system device 10 and the other steps S603 to S613 may be performed by the ANO T ECU 40. In the embodiment described above, the presence / absence of control and the upper limit of the gear position are determined based on the regulating gear position map shown in FIG. 17, but in addition, as shown in FIG. As described above, a control gear position map in which the driver's free operation area is enlarged may be used.
- control gear stage map may be appropriately changed depending on, for example, the performance of the engine and the vehicle type.
- the position of the shift line in the regulating shift stage map is changed according to the altitude change rate H.
- the position of the shift line may be changed to a lower speed side (from the dotted line to the solid line in the figure).
- the low-speed step area when the average curvature ⁇ is small may be changed to be larger than the map in FIG.
- Such a change of the gear range may be configured to continuously move in accordance with a change in the altitude change rate H. In the case of such a configuration, the gear position control can be performed that is further adapted to the road shape.
- the range of gears to be regulated is determined according to the vehicle speed and the average curvature ⁇ .
- the range of the gear position that is regulated according to the vehicle speed, the average curvature ⁇ , and the altitude change rate H may be determined. Specifically, first, a reference value is determined from the average curvature ⁇ and the altitude change rate H based on the map shown in Fig. 22, and from this reference value and the vehicle speed, the reference value is determined as shown in Fig. 23. Set an upper limit based on the map in question. By adopting such a configuration, it is possible to perform the gear position control that is further adapted to the road shape.
- the frequent change of the shift speed is suppressed, and the speed ratio control according to the road shape can be performed.
- Vehicle control can be performed since an area that prioritizes the driver's will is secured.
- a standard acceleration calculation for calculating a standard acceleration of a vehicle according to a vehicle speed, a throttle opening, and a gear ratio is performed. Means are provided.
- the standard acceleration calculation means includes a data storage unit 12 and a navigation processing unit 11.
- the specifying means configured by the navigation processing unit 11 is determined based on a plurality of pieces of road information and the vehicle speed V in a regulation range (gear) corresponding to each piece of road information. Finally, the narrowest regulation range (the lowest upper limit of the gear position) is determined.
- the first regulation range corresponds to the upper limit of the gear position corresponding to the curvature calculated by the curvature radius calculation means
- the second regulation range corresponds to the road shape determined by the road shape determination means.
- the upper limit of the gear and the third regulation range the upper limit of the gear corresponding to the standard acceleration obtained by the standard acceleration calculating means is obtained.
- the determining means constituted by the navigation processing unit 11 supplies the lowest upper limit value (the narrowest regulation range) of the three upper limit values obtained above to the AZTECU 40.
- the method of setting the first restriction range and the method of setting the second restriction range are the same as those described in the second and third embodiments, and thus are omitted, and the third restriction range is omitted.
- the method of obtaining is described below.
- the third restriction range is one of the road information, that is, the gradient of the running road is determined, and the range in which the gear ratio is restricted is determined according to the gradient.
- the actual acceleration J31 is obtained from the rate of change of the vehicle speed V, and the standard acceleration is compared with the actual acceleration) 31.
- This standard acceleration / 30 It is set as the acceleration that is assumed to be obtained when traveling on flat ground, and the engine driving force, running resistance, and standard vehicle are calculated from a data table created using the vehicle speed V, throttle opening y, and gear ratio as parameters. Determined from weight M.
- / 3 0> / 31 it is determined that the vehicle is going uphill, and if 0 ⁇ / 31, it is determined that the vehicle is going downhill. Is determined as the upper limit of the regulation range.
- FIGS. 24 to 27 show the control operation when passing through the curve shown in FIG.
- the navigation processing unit 11 acquires road information from the data storage unit 12 (step S71).
- This road information includes the coordinate data (XI, ⁇ 1) to ( ⁇ , ⁇ ) of the nodes Nl to ⁇ (FIG. 14).
- the radius of curvature of the curve at each node is obtained from the angle between the links connecting the nodes, and the continuity of the curve and the degree of change in the radius of curvature of the curve are determined.
- the distance d between the vehicle position and the entrance of the curve is calculated, and the average curvature ⁇ and the rate of change in altitude ⁇ are calculated by equations (1) and (2).
- step S72 the throttle opening, the change rate of the accelerator opening, the vehicle speed V, the shift position, the shift speed, and the shift mode are acquired from the vehicle state detection unit 30 (step S72).
- step S73 a curve control shift determination routine shown in FIG. 25 is executed (step S73).
- step S 8 0 It is determined whether or not the accelerator opening is close to 0, or whether or not the accelerator opening is sufficiently small and the rate of change ⁇ of the accelerator opening is closed at a predetermined rate of change ⁇ or more.
- the upper limit shift speed SF 1 is selected from the regulated shift speed map shown in FIGS. 10 and 12 (step S803).
- the upper limit shift speed SF1 is determined based on the distance d, the radius of curvature obtained in step S71, and the vehicle speed V obtained in step S72.
- step S801-N if it is determined that the driver has no intention to decelerate (step S801-N), the upper limit gear is not set, and the process returns to the main routine.
- the accelerator opening is close to zero, or when the accelerator opening is sufficiently small and the rate of change ⁇ of the accelerator opening is closed at a predetermined rate of change ⁇ or more.
- the upper gear limit is not set, and the gear shift is left to the driver's will.
- step S901 based on the elevation change rate ⁇ ⁇ obtained in step S71, it is determined whether or not the shift mode switching is necessary (step S901). That is, based on the map shown in FIG. 18, it is determined whether or not the altitude change rate ⁇ obtained in step S71 is equal to or more than the reference value, and whether or not it is necessary to switch the shift mode is determined. To decide. If it is determined that the value is equal to or more than the reference value (step S910 ⁇ Y), a switching signal is output to change the speed change mode in AXTECCU 40 to the power mode (step S903). If it is lower than the reference value (step S910 ⁇ N), the current shift mode is maintained.
- the navigation processing unit 11 determines whether or not to regulate the gear position based on the regulating gear position map (step S905), and determines the upper limit value of the switchable gear positions. You. For example, if the vehicle speed V is high and the vehicle is located in the area of the point b in FIG. 17, it is determined that the driver does not intend to decelerate (Step S905-N), and the gear is changed. No restricting control is performed, and control returns to the main routine. In other words, the shift speed is determined based on the currently selected shift mode (normal mode in FIG. 17).
- step S9 when the vehicle is located at the point a and the upper limit of the speed is restricted to the third speed, it is determined that the regulation of the speed is necessary (step S9). 0 5—Y), the upper limit shift speed SF 2 is determined based on the regulated shift speed map (in the case of the point a, third speed), and the routine is returned to the main routine.
- a slope control shift determination routine shown in FIG. 27 is executed (step S75).
- a vehicle speed V, a throttle opening, a gear position, and a standard acceleration based on a standard vehicle weight) 30 are obtained from a preset data table (step S1001).
- step S1003 the current acceleration / 31 is obtained from the change in the vehicle speed V (step S1003). ) 3 0) 3 1 It is determined whether or not it is 1 (step S 1 0 5). Immediately, it is determined whether or not the vehicle is on a downhill.
- the gear position one step lower than the current gear position is set as the upper limit gear stage S F 3 (step S 1 0 7).
- step S1005 ⁇ N If it is not a downhill (step S1005 ⁇ N), it is determined whether ⁇ 0> ⁇ 1 (step S1009), that is, whether it is an uphill. If the vehicle is going uphill (step S1009 ⁇ Y), For example, the gear position one step lower than the current gear position is set as the upper limit gear position SF3 (step S1007). By the above steps S1001 to S1009, a function as a standard acceleration calculating means is exhibited.
- the upper limit gear stage SF3 determined in step S1007 is determined from a data table created using the vehicle speed V and the throttle opening (not shown) as parameters. It is more suitable to determine the data table in each case.
- step S76 The upper limit shift speeds SF1, SF2, and SF3 set in the above subroutines are compared, and the lowest shift speed is selected as the upper limit value of the shift speed (step S76).
- the function as a determining means is exhibited by step S76.
- the selected upper limit value is output to the AZT ECU 4 ° (step S77).
- the shift speed is set within the range of the input upper limit value based on the set shift mode. If the upper limit gear is not set in each subroutine, the driver is determined not to intend to decelerate, and the control for restricting the range of the gear is not performed. A free running operation area is secured.
- the control that regulates the gear position in consideration of the road condition at one point (curve) through which the vehicle passes, and the control that regulates the gear position in consideration of the road condition in a predetermined section, are described.
- the gear stage is finally regulated, so if necessary, gear stage control can be performed in response to sudden changes in road conditions, and there is no need for frequent shift changes and smoother operation. A comfortable driving feeling can be secured.
- first determining means for determining the necessity of setting the upper limit of the gear position based on the road information of a predetermined section, and a shorter specific section in the predetermined section is specified.
- second determination means for determining the necessity of setting the upper limit of the gear based on the road information in the section.
- the road information determining means for detecting the road information includes a data storage unit 12, a current position detection unit 13, and a navigation processing unit 11.
- the predetermined section setting means includes a current position detection unit 13, a data storage unit 12, and a navigation processing unit 11.
- the road shape determining means more specifically includes an average gradient calculating means, an average curvature calculating means, and first and second determining means.
- the primary determination it is determined from the data table using the average curvature ⁇ and the average gradient ⁇ in the predetermined section as parameters whether or not control for restricting the gear range within the predetermined range is necessary. Specifically, it is determined as follows. First: Find the average curvature ⁇ for a given section. This is the same as the method of calculating the average curvature ⁇ in the third embodiment, and thus the description is omitted.
- the average gradient ⁇ for a given section is calculated as follows. In this embodiment, it is determined whether or not there is a gradient over a certain distance by using road information possessed by the navigation system device 10, and the average gradient ⁇ ⁇ is calculated.
- Fig. 28 explains the method of calculating the average gradient ⁇ ⁇ ⁇ ⁇ on mountain roads and the like.
- each road has a node ⁇ n is set, and from the elevation data H of each node N n, the difference H n— H () between the elevation H (n— 1) at the node N (n — 1) and the elevation H n at the node N n n-1), and this is set as the elevation difference H n at the node N n.
- the elevation difference between each node HI to Calculate H n and the distances 11 to 1 n between the nodes.
- the gradient 0 hn at each node is calculated by the following equation.
- ⁇ hn t a n-1 ( ⁇ ⁇ n / 1 n)
- an average gradient ⁇ is obtained by dividing the cumulative edge of the absolute value of the gradient 0 hn obtained by the above equation by the number of nodes n.
- the average curvature ⁇ and the average gradient ⁇ it is determined from the first map shown in FIG. 29 whether or not the shift speed regulation control is necessary. . If the point specified by the above two parameters is the secondary judgment area, the following judgment is made.
- the set predetermined section is divided into two equal parts, and the specific section is set in the first half and the second half. Then, for each of the separated specific sections, it is determined from the second map shown in FIG. 30 whether or not the shift speed regulation control is necessary. That is, it is determined whether the curve or the gradient is concentrated in the first half or the second half of the section, and control is performed to restrict the gear range on the side where the curve is concentrated. The reason for making such a secondary judgment is to distinguish whether the section that is the basis for the judgment is in the first half or the second half when control is required in the primary judgment. Is for accurately determining the entrance and exit of the road section to be controlled.
- the control for regulating the shift speed is performed in the initially set predetermined section. Also, a secondary determination is required, and if the secondary determination determines that the speed control should be performed, the speed control is performed within the specific section.
- the shift mode of the shift stage map is selected based on the map shown in FIG.
- the contents of the gear position map used when determining the gear position from the normal vehicle speed are changed.
- the gear map / 3 is selected, and when the average gradient ⁇ ⁇ is small, the gear map a is selected.
- the shift stage map ⁇ can be set to the normal mode, and the shift stage map ⁇ can be set to the power mode.
- the control range of the gear is determined based on the control gear map shown in FIG.
- the restriction range of the shift speed is determined by regulating the upper limit of the shift speed.
- This restriction gear map is created from the viewpoint of which gear is more appropriate when decelerating.However, in a region where the vehicle speed is higher than a predetermined speed, the driver does not want to decelerate. Therefore, the control for regulating the upper limit value of the shift speed based on this map is not performed.
- the fourth speed is determined by the shift map of A_TECU 40, for example, if the third speed is determined by the regulating shift stage map, the third speed is used as the drive signal.
- the shift stage map is the third speed
- the shift speed output as the drive signal is the second speed.
- the control for controlling the upper limit value of the gear position is released, and the control is performed based on the shift map of the AZT ECU 40.
- a control determination routine for determining a control section is started (step S111). Then, the navigation processing unit 11 acquires the road information according to the flowchart shown in FIG. 34 (step S1201).
- the road information includes the current location and ⁇ ⁇ data of each node N1 to Nn in the traveling direction from the current location. Based on this road data, the section up to a point (for example, 1 km) away from the current location in the traveling direction by a predetermined distance is provisionally determined as the predetermined section.
- an average curvature ⁇ and an average gradient ⁇ within a predetermined section are obtained from the acquired road information (step S1203).
- step S1205 determines whether or not the gear position regulation control is necessary as the primary determination.
- This step executes the first determining means. Based on the result of the determination in step S1205, it is determined whether or not the section requires the gear position regulation control (step S1207). If it is determined that the control is unnecessary (step S1207 ⁇ Y), the routine returns to the section control routine. If it is determined that the control is necessary (step S1207 ⁇ ⁇ ), it is further determined whether or not the secondary determination is necessary based on the map of FIG. 7 (step S1209). If it is determined that the section is unnecessary (step S1209— ⁇ ), the section set in step S1201 is set as a control section (predetermined section) (step S1217).
- step S1209 ⁇ ⁇ the section set in step S1201 is divided into two sections, and the average curvature ⁇ and The average gradient ⁇ is obtained (step S 1 2 1 1). Then, for each specific section, it is determined from the map of FIG. 30 whether or not the gear position regulation control is necessary as a secondary determination (step S1213).
- step S1213 it is possible to determine on which side the road shape change is concentrated in each of the divided first half and second half sections. For example, if control is required in the first half from the map in Fig. 30 and control is unnecessary in the second half, changes in road shape are concentrated in the first half. In addition, if the road shape changes uniformly, it may be determined that control is necessary or unnecessary in the first half and the second half.
- the second determining means is executed by steps S1209 to S1213.
- step S1215 Based on the result of the determination in step S1213, it is determined whether or not the section requires the gear position regulation control (step S1215). If it is determined that it is unnecessary (step S1215 ⁇ Y), the process returns to the section control routine. If it is determined that it is necessary (step S1215 ⁇ ⁇ ), one of the divided sections (the first or second half) identified in step S1213 is a control section (predetermined section). Section) (step S 1 2 1 7).
- control section When the control section is set as described above, the control returns to the section control routine, and it is determined whether or not the obtained current position of the vehicle is located within the set control section (step S11). 03). If it is out of the control section or if the control section is not set in the control judgment routine (step S1103-N), the process returns to the main routine and the section control is not performed.
- step S1105 vehicle information is acquired (step S1105).
- vehicle information includes vehicle speed V, throttle opening, shift position, shift speed, shift mode, and the like.
- the average curvature ⁇ and the average gradient ⁇ calculated by the control judgment routine are read (step S111).
- step S11009 it is determined whether or not it is necessary to cut the gear position map according to the average gradient r (step S11009). In other words, based on the map shown in Fig. 31, it is determined whether the average gradient ⁇ is greater than or equal to the reference value, and it is necessary to switch the gear position map in comparison with the current speed change map. Determine whether or not.
- step S 1 109 ⁇ Y If the average gradient ⁇ is greater than or equal to the reference value and is currently in the shift map ⁇ , or if the average gradient ⁇ is less than or equal to the reference value and is currently in shift map / 3, (step S 1 109 ⁇ Y), output a switching signal to switch the speed change map of each AZT ECU 40 (step S 1 1 1 1) o
- step S111 based on the obtained average curvature ⁇ and the vehicle speed, it is determined whether or not to regulate the gear based on the regulating gear map shown in FIG. 32 (step S111), and If the regulation is to be performed (step S111-> Y), the upper limit of the gear position is set (step S111). If the gear position is not regulated (step S111), the routine returns to the main routine.
- step S111 When the upper limit of the gear position is regulated, it is determined whether or not the standby control is necessary (step S111).
- This standby control is performed when the speed of the vehicle or the driver's accelerator operation is expected to change frequently due to the change in the road shape of the planned traveling route based on the acquired road information.
- This control aims at keeping the vehicle in a state that suppresses gear change and enables acceleration according to the driver's will. Specifically, a point where deceleration and acceleration of vehicle speed are performed as a set of operations, such as an intersection or a curve, is set as a reference point. Then, an area is set at a predetermined distance before and after the reference point, and when the vehicle speed falls below a predetermined value in that area, the vehicle is prepared for the next acceleration. Suppression is performed using the upper limit regulation map for standby control.
- the center is defined as the reference point P
- the area from 1 Om before the reference point P to the exit 2 Om is defined as the control area e (shaded area in the figure).
- the upper limit of the gear position is restricted to 3rd speed
- the upper limit of the gear position is restricted to 2nd speed. I do. If the vehicle speed in the control area is fast enough, there is no need to accelerate, so it is decided not to perform standby control. In other words, the shift speed can be changed within the range regulated by the regulating shift speed map.
- the shift speed is determined based on the vehicle speed V and the throttle opening (step S111).
- Step S 1 1 2 Select a speed within the upper limit based on the range of the upper limit determined in steps S 1 1 1 5 and S 1 1 1 7 and the shift speed determined in step S 1 1 1 9 (Step S 1 1 2 1).
- a signal is output to AZT ECU 40 in order to change to the selected gear (step S1123).
- the lower one of the upper limits determined in steps S1 1 1 5 and S 1 1 1 7 is selected and output to the AZT ECU 40, and steps S 1 1 1 9 to S 1 123 may be performed in the A / T ECU 40.
- the AZT ECU 40 may acquire road information from the navigation system device 10 and perform operations of the control determination routine and the section control routine.
- the gear stage control can be performed in a manner that is more suitable to the driver, and a smoother driving sensation can be secured according to the intentions of the operator.
- gear ratio control according to the average gradient can be performed, unnecessary upshifts are suppressed, and acceleration and speed matching the driver's requirements can be achieved.
- control amount setting means sets the recommended traveling speed when passing through a specific point on the road, the upper limit of the variable speed changeable range according to the current vehicle speed, and the current vehicle speed. Set the value.
- the specific point is a node, and the recommended traveling speed for each node is set by the recommended traveling speed calculation means.
- a control mode relating to a 4-speed automatic transmission will be described.
- FIG. 36 is a schematic diagram showing a node position on a road
- FIG. 37 is a regulating gear map for obtaining an upper limit of a gear from a recommended traveling speed.
- the distances L1 to Ln from the current position to each node are determined by the current position detection unit 1
- the node radius calculating means for calculating the radius at each node is a data storage unit.
- the method of calculating the node radius in the notebook can be calculated, for example, from the crossing angle of the link crossing at the node.
- the recommended travel speed calculation means, and each node radius rl ⁇ r n, from the turning lateral G set in advance, according to a predetermined data table, the recommended vehicle speed (node when passing through each node position Speed) V 1 to V n are calculated for each node.
- the control operation of the navigation processing unit 11 will be described in detail based on the flowchart shown in FIG.
- the navigation processing unit 11 acquires road data such as the current position and the traveling direction of the vehicle 2 (step S1501).
- the road data in the traveling direction includes the type of the road on which the vehicle is currently traveling, the shape of the road ahead, the coordinate data of each node N 1 to N ⁇ ahead of the current position, and the like.
- step S1501 from the acquired data, that is, nodes ⁇ 1 to ⁇ ⁇ on the planned traveling route, distances L1 to Ln from the current position to each node and each node Nl to The node radii r 1 to rn for each N n are calculated (step S 1503).
- Vehicle information is obtained (step S1505).
- Vehicle information includes vehicle speed V, throttle opening, accelerator opening ⁇ , brake signal, and the like.
- the shift speed is determined from the throttle opening and the vehicle speed by looking at the normal shift map (step S15007).
- the node speeds V1 to Vn are calculated from the node radii r1 to r ⁇ for each of the nodes ⁇ 1 to ⁇ ⁇ , and the nodes N1 to N are calculated from the current vehicle speed V0 and the current position. From the distances L1 to Ln to n, the necessity of the gear position regulation control is determined based on the regulation gear position map (FIG. 37) (step S1509).
- the reference vehicle speed is calculated from the node speeds V1 to Vn, the preset deceleration G, and the section distance.
- the deceleration for the 3rd gear (m2 in Fig. 37) is considered to be preferable if the gear is higher than the 3rd gear.
- There is a decelerating acceleration (ml in Fig. 37) for the 2nd speed which is more desirable for the 2nd speed or less. This is because a lower gear position is advantageous for vehicle stability and braking at the time of deceleration.
- These gear stages can be set, for example, based on the map shown in FIG. 37. Wear.
- the relationship between the deceleration G and the distance L is shown in the deceleration curves m 1 and m 2 in FIG.
- the reference vehicle speed indicates the current vehicle speed assuming that the section distance L is decelerated at each deceleration.
- the reference vehicle speed for the node N1 is expressed by the intersection of the perpendicular from the current position mustard and the deceleration acceleration curves ml and m2. That is, for example, in FIG. 37, the current vehicle speed V0 is smaller than the reference vehicle speed VB11 and is larger than the reference vehicle speed VB12.
- the deceleration curve m1 represents the deceleration for the second gear
- m2 represents the deceleration for the third gear. Therefore, at the current position shown in FIG. 37, the third gear is the optimal gear for passing through the node N1, and the second gear is the optimal gear for passing the node N2. It is said.
- the current vehicle speed V 0 is compared with the reference vehicle speed to determine the necessity of the upper limit of the shift speed. Then, among the determined nodes, the gear with the highest degree of regulation (the lower limit of the gear) is determined as the upper limit regulation value. For example, in the example shown in FIG. 37, the upper limit is set to the second speed.
- the regulating gear map shown in FIG. 37 is set from the viewpoint of what gear is more appropriate for decelerating to the node speed, and will be described later. In this way, the system is applied after confirming the driver's will.
- step S1511 it is determined whether or not the driver intends to decelerate. That is, in this embodiment, it is determined whether the accelerator opening is close to 0, or whether the accelerator opening is sufficiently small and the rate of change ⁇ of the accelerator opening is closed at a predetermined rate of change ⁇ or more. Is determined (step S1511).
- step S1513 is to only set the upper limit value of the shift speed, and output the upper limit value to the ECU 40 and select the shift speed selected in the normal shift map in AZTECU 40.
- the configuration may be such that the stage and the upper limit are compared.
- the gear ratio control can be performed more in accordance with the road shape.
- the control amount setting means regulates not the range of the speed stage but the range of the speed ratio.
- the upper limit value of the restricted speed ratio may be configured to change continuously according to the road information. This makes it possible to perform gear ratio control according to the road shape.
- hysteresis is not provided in the illustrated regulating speed map for simplicity of description, it is preferable to provide a hysteresis in order to prevent hunting.
- control is performed in consideration of the upper limit set in the fifth or sixth embodiment as the upper limit set according to the road information. It can be configured to execute.
- Ingredient Specifically, in addition to the road information such as the curvature of the corner and the road shape, the upper limit value obtained as a result of dividing and determining the road shape, and the upper limit value set according to the recommended traveling speed for each specific point It is also possible to adopt a configuration in which the lowest upper limit value is selected from a larger number of upper limit values such as.
- a configuration in which the lower limit value is regulated may be employed.
- a configuration may be adopted in which the lower limit is set to 2nd speed and control is performed so as not to shift down to 1st speed.
- Such a configuration can be selected, for example, on a road having a relatively low coefficient of friction on a road surface such as a snowy road.
- the present invention is useful as a vehicle control device, in particular, in automatic control of a shift speed in automatic transmission, and in particular, in a shift control performed using road data or the like in a navigation system device. Used for automatic control.
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Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP97915718A EP0831255B1 (en) | 1996-04-12 | 1997-04-14 | Vehicle controller |
US08/973,681 US6278928B1 (en) | 1996-04-12 | 1997-04-14 | Transmission control device responsive to road information |
KR1019970706422A KR100306566B1 (ko) | 1996-04-12 | 1997-04-14 | 차량제어장치 |
DE69736216T DE69736216T2 (de) | 1996-04-12 | 1997-04-14 | Fahrzeugsteuerung |
Applications Claiming Priority (12)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP11557596A JPH09280353A (ja) | 1996-04-12 | 1996-04-12 | 車両制御装置 |
JP8/115575 | 1996-04-12 | ||
JP8/157472 | 1996-05-29 | ||
JP15747296A JPH09317865A (ja) | 1996-05-29 | 1996-05-29 | 車両制御装置 |
JP17560196A JP3661898B2 (ja) | 1996-06-14 | 1996-06-14 | 車両制御装置 |
JP8/175601 | 1996-06-14 | ||
JP20889396A JP3661899B2 (ja) | 1996-07-19 | 1996-07-19 | 車両制御装置 |
JP8/208893 | 1996-07-19 | ||
JP8227725A JPH1061759A (ja) | 1996-08-10 | 1996-08-10 | 車両制御装置 |
JP8/227725 | 1996-08-10 | ||
JP8/257413 | 1996-09-06 | ||
JP25741396A JP3139388B2 (ja) | 1996-09-06 | 1996-09-06 | 車両制御装置 |
Publications (1)
Publication Number | Publication Date |
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WO1997039260A1 true WO1997039260A1 (fr) | 1997-10-23 |
Family
ID=27552455
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1997/001287 WO1997039260A1 (fr) | 1996-04-12 | 1997-04-14 | Dispositif de commande de vehicule |
Country Status (5)
Country | Link |
---|---|
US (1) | US6278928B1 (ja) |
EP (1) | EP0831255B1 (ja) |
KR (1) | KR100306566B1 (ja) |
DE (1) | DE69736216T2 (ja) |
WO (1) | WO1997039260A1 (ja) |
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- 1997-04-14 EP EP97915718A patent/EP0831255B1/en not_active Expired - Lifetime
- 1997-04-14 KR KR1019970706422A patent/KR100306566B1/ko active IP Right Grant
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Also Published As
Publication number | Publication date |
---|---|
EP0831255B1 (en) | 2006-06-28 |
KR19980703014A (ko) | 1998-09-05 |
DE69736216T2 (de) | 2007-05-16 |
DE69736216D1 (de) | 2006-08-10 |
KR100306566B1 (ko) | 2002-02-28 |
EP0831255A1 (en) | 1998-03-25 |
US6278928B1 (en) | 2001-08-21 |
EP0831255A4 (en) | 1999-07-14 |
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