JP2005076763A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control shifting without generating a hydraulic response delay time when a driver requests shifting, in regards to a control device for a vehicle capable of quickening shifting responsiveness. <P>SOLUTION: An ECT-ECU carries out a program containing a step S100 for monitoring operation of a driver with a cabin camera, a step S120 for detecting switching of a foot brake from OFF-condition to ON-condition, and a step S150 for carrying out downshift control or hydraulic standby control for downshift with an automatic transmission when movement of a hand of the driver toward a shift lever in the predetermined short time is detected (YES in S140). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle control device equipped with an automatic transmission, and more particularly to a vehicle control device capable of speeding up a shift response.

  An automatic transmission mounted on a vehicle is configured to include a transmission mechanism that is connected to an engine via a torque converter or the like and has a plurality of power transmission paths. For example, an automatic transmission is automatically set based on an accelerator opening and a vehicle speed. The power transmission path is automatically switched, that is, the gear ratio (travel speed stage) is automatically switched.

  Generally, a vehicle having an automatic transmission is provided with a shift lever operated by a driver, and a shift position (for example, a reverse travel position, a neutral position, a forward travel position) is set based on the shift lever operation. The automatic shift control is performed in the shift position set in this way (usually, in the forward travel position).

  In addition, recently, there is an automatic transmission called a sports sequential shiftmatic that enables a quick operation like a manual shift. In this automatic transmission, set the shift lever to the manual position, and operate the shift lever to either “+” (upshift) or “−” (downshift), so that the transmission gear stage is set to one step high speed side. It is possible to change the speed or to change the speed one step lower. As a result, when the automatic shift mode is selected (forward travel position), the optimum gear position is selected according to the travel conditions such as the accelerator opening and the vehicle speed, and when the manual shift mode is selected (manual position) Shift operation is automated by a shift signal generated by lever operation (upshift, downshift). Such an automatic transmission switches between an automatic shift mode that realizes easy drive and a manual shift mode that enables direct and sporty driving and allows the driver to perform the driving operation intended. Used.

  In such an automatic transmission, in any case, the engagement state and the release state of the friction engagement element of the automatic transmission are switched by hydraulic pressure based on the operation of the shift lever. Some control gears of the automatic transmission are operated by operations other than the shift lever.

  Japanese Patent Application Laid-Open No. 11-99851 (Patent Document 1) discloses a vehicle control device capable of changing the degree of deceleration due to auto-cruise operation based on the pressure with which the steering wheel is gripped. This vehicle control device is provided with an operating portion for increasing the degree of deceleration of the vehicle or the inter-vehicle distance at the handle, and this operating portion is configured using a pressure sensor incorporated in the handle, and the vehicle travel control device is And a control unit that increases the degree of deceleration of the vehicle or the distance between the vehicles based on the pressure with which the driver grips the steering wheel.

According to this vehicle travel control device, based on the pressure with which the driver grips the steering wheel, the automatic transmission is downshifted to increase the degree of deceleration of the vehicle, or the automatic transmission is upshifted to control the vehicle acceleration. Can be loosened.
JP-A-11-99851

  However, in the vehicle travel control device disclosed in Patent Document 1, after a driver operates an operation unit provided on a steering wheel, a shift command signal (a hydraulic circuit after a shift is formed in a hydraulic circuit of an automatic transmission). The shift valve is switched so that the oil passage is switched by the shift valve, and the engaged state and the released state of the friction engagement element are controlled to realize the state after the shift. For this reason, the response of the hydraulic circuit is poor (especially, the fluidity of the hydraulic oil is low and the fluidity of the hydraulic oil is poor because the fluidity of the hydraulic oil is poor). It takes time to switch.

  Such a problem is not a specific problem that occurs in the configuration of Patent Document 1, but is common when the driver operates the shift lever to control the transmission mechanism of the automatic transmission by a hydraulic circuit.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can respond to a driver's shift request without delay.

  The vehicle control device according to the first aspect of the present invention is a monitoring means for imaging the driver of the vehicle and monitoring the driving situation of the driver, a detection means for detecting the foot brake operation of the driver, Control means for controlling an automatic transmission mounted on the vehicle. In this control means, the driver moves the hand in the direction of the speed change operation unit by the monitoring means within a predetermined time after the foot brake operation by the driver is detected by the detecting means while the vehicle is running. Means for controlling the automatic transmission to perform either downshift execution control or downshift preparation control.

  According to the first aspect of the present invention, the driver moves his / her hand in the direction of the speed change operation unit for a predetermined short time after the driver steps on the foot brake pedal while the vehicle is running. That is, it can be determined that the driver wants to operate the engine brake in addition to the foot brake. Since the downshift of the automatic transmission for operating the engine brake is hydraulic control, a delay time occurs. For this reason, if the driver actually operates the shift lever that is the shift operation unit and detects the downshift request and then starts the downshift control, the operation of the engine brake is delayed. For this reason, the control means does not operate until the driver depresses the foot brake pedal, even before the driver actually operates the shift lever that is the shift operation unit and detects the downshift request. If the hand is moved in the direction of the speed change operation unit for a short period of time, either downshift execution control or downshift preparation control (switching to the hydraulic circuit that sets the downshift hydraulic pressure to the standby state) is performed. The automatic transmission is controlled to do so. As a result, the response delay of the hydraulic control can be eliminated and the downshift can be executed, so that the engine brake can be operated quickly. As a result, it is possible to provide a vehicle control device that can respond to a driver's shift request without delay.

  According to a second aspect of the present invention, there is provided a vehicle control apparatus that captures an image of a driver of a vehicle and monitors a driving state of the driver, a navigation apparatus that acquires information on a travel location of the vehicle, and a vehicle. And a control means for controlling the mounted automatic transmission. This control means is a case in which it is determined that the current position of the vehicle is in front of the curve based on the information related to the travel location of the vehicle, and the driver moves the hand in the direction of the speed change operation unit by the monitoring means. A means for controlling the automatic transmission by changing the content of the downshift control when the driving situation is detected is included.

  According to the second aspect of the present invention, when the vehicle is running, the position of the current vehicle from the navigation device is in front of the curve and the driver moves his hand in the direction of the speed change operation unit. It can be determined that the brake is to be activated. Since the downshift of the automatic transmission for operating the engine brake is hydraulic control, a delay time occurs. For this reason, if the driver actually operates the shift lever that is the shift operation unit and detects the downshift request and then starts the downshift control, the operation of the engine brake is delayed. Therefore, even if the driver actually operates the shift lever, which is the shift operation unit, and detects the downshift request, the current vehicle position is before the curve, and the shift operation unit When the hand is moved in this direction, the content of the downshift control is changed (changed to downshift to a lower speed side or downshift at an earlier timing), and the automatic transmission is controlled. As a result, the downshift can be executed in response to the driver's request before the curve, so that the engine brake that expresses a large braking force immediately before the curve can be operated. As a result, it is possible to provide a vehicle control device capable of responding to a driver's shift request before a curve without delay.

  According to a third aspect of the present invention, there is provided a vehicle control device that images a driver of a vehicle and monitors a driving situation of the driver, a forward monitoring unit for monitoring the front of the vehicle, Vehicle distance detecting means for detecting a vehicle distance from the vehicle ahead and control means for controlling an automatic transmission mounted on the vehicle are included. This control means is a driving situation in which the vehicle interval is determined to be less than or equal to a predetermined distance by the vehicle interval detection means, and the driver moves the hand in the direction of the speed change operation unit by the monitoring means. Is detected, means for controlling the automatic transmission to perform either downshift execution control or downshift preparation control is included.

  According to the third invention, when the vehicle is traveling, the distance from the vehicle traveling forward by a millimeter wave radar or the like is equal to or less than a predetermined distance and the vehicle is approaching, If the driver moves his / her hand in the direction of the speed change operation unit, it can be determined that the driver wants to operate the engine brake. Since the downshift of the automatic transmission for operating the engine brake is hydraulic control, a delay time occurs. For this reason, if the driver actually operates the shift lever that is the shift operation unit and detects the downshift request and then starts the downshift control, the operation of the engine brake is delayed. Therefore, the control means is a case where the distance between the own vehicle and the forward traveling vehicle is short even before the driver actually operates the shift lever that is the shift operation unit and detects the downshift request. When the hand is moved in the direction of the speed change operation unit, the automatic transmission is operated so as to perform either downshift execution control or downshift preparation control (switching to the hydraulic circuit for setting the downshift hydraulic pressure to the standby state). Be controlled. As a result, the response delay of the hydraulic control can be eliminated and the downshift can be executed. Therefore, if the distance between the forward traveling vehicle and the host vehicle is short, the engine brake can be activated quickly. As a result, it is possible to provide a vehicle control device that can respond to a driver's shift request without delay.

  According to a fourth aspect of the present invention, there is provided a vehicle control apparatus that takes an image of a driver of the vehicle and monitors a driving situation of the driver, and a control means for controlling an automatic transmission mounted on the vehicle. Including. This control means is a case where a driving situation in which the driver moves his / her hand in the direction of the speed change operation unit is detected by the monitoring means in a state where the upshift of the automatic transmission is restricted, and the upshift restriction When the degree of satisfaction of the return condition from is high, it includes means for controlling the automatic transmission so as to perform either upshift execution control or upshift preparation control.

  According to the fourth aspect of the present invention, when the upshift where the sixth speed or the fifth speed is prohibited is restricted due to uphill / downhill roads, navigation shift control, vehicle spacing, etc. If the hand is moved in the direction of, it can be determined that the driver wants to upshift. Since the upshift of the automatic transmission is hydraulic control, a delay time occurs. For this reason, if the driver actually operates the shift lever that is the speed change operation unit and detects the upshift request and then starts the upshift control, the upshift is delayed. For this reason, the control means is a case where the driver actually operates the shift lever as the shift operation unit and detects the upshift request, and the satisfaction degree of the return condition from the upshift limit is high. When the hand is moved in the direction of the speed change operation unit, the automatic transmission performs either the upshift execution control or the upshift preparation control (switching the upshift hydraulic pressure to the hydraulic circuit in the standby state). Is controlled. As a result, the delay in response of the hydraulic control can be eliminated and the upshift can be executed, so that it is possible to quickly return from the upshift restricted state. As a result, it is possible to provide a vehicle control device that can respond to a driver's shift request without delay.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
A vehicle power train including the control device according to the present embodiment will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling. The present invention is not limited to an automatic transmission having a gear-type transmission mechanism, and may be a continuously variable transmission such as a belt type.

  With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. Specifically, the control device according to the present embodiment is realized by ECT (Electronic Controlled Automatic Transmission) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft rotational speed NE (engine rotational speed NE) of engine 100 detected by the engine rotational speed sensor and input shaft rotational speed (pump rotational speed) of torque converter 200 are the same.

  The torque converter 200 has a lock-up clutch that directly connects the input shaft and the output shaft, a pump impeller on the input shaft side, a turbine impeller on the output shaft side, and a one-way clutch, and exhibits a torque amplification function. It consists of a stator. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. The output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by an output shaft rotational speed sensor.

  Such an automatic transmission 300 includes a plurality of friction elements such as clutches and brakes. Based on a predetermined operation table, clutch elements (for example, clutches C1 to C4) that are friction elements, brake elements (for example, brakes B1 to B4), and one-way clutch elements (for example, one-way clutches F0 to F3) are required. The hydraulic circuit is controlled so as to be engaged and released corresponding to each gear stage. Shift positions (shift positions) of the automatic transmission 300 include a parking (P) position, a reverse travel (R) position, a neutral (N), and a forward travel (D) position.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100 and an ECT_ECU 1020 that controls the automatic transmission 300.

  ECT_ECU 1020 receives a signal representing output shaft rotational speed NOUT detected by the output shaft rotational speed sensor. ECT_ECU 1020 receives an engine speed signal representing engine speed NE detected by the engine speed sensor from engine ECU 1010.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, ECT_ECU 1020 outputs an engine control signal (for example, a throttle opening signal) to engine ECU 1010, and engine ECU 1010 controls engine 100 based on the engine control signal and other control signals. ECT_ECU 1020 outputs a lockup clutch control signal for torque converter 200. Based on this lockup clutch control signal, the engagement pressure of the lockup clutch is controlled. The ECT_ECU 1020 outputs a solenoid control signal to the automatic transmission 300. Based on this solenoid control signal, the linear solenoid valve, the on-off solenoid valve, etc. of the hydraulic circuit of the automatic transmission 300 are controlled, and friction is established so as to constitute a predetermined shift gear stage (for example, first speed to fifth speed). The engagement element is controlled to be engaged and released.

  Furthermore, such a hydraulic circuit has a response delay time compared to an electric circuit. In particular, when the hydraulic oil temperature is low and the hydraulic oil viscosity is low, the response delay time becomes long. Therefore, when a predetermined condition is satisfied, ECT_ECU 1020 switches the hydraulic pressure for the shift control to a standby oil path before outputting a shift control command signal (for example, a downshift command signal). A control signal can be output. Thereby, the delay time in the hydraulic circuit can be reduced even a little.

  The ECT_ECU 1020 receives from the in-vehicle camera 2300 an image signal in the vicinity of the shift lever, which is a shift operation unit of the vehicle, or a signal after digitally processing the image signal. From this signal, the ECT_ECU 1020 can detect that the driver's hand has approached the shift lever. Note that the speed change operation unit is not limited to such a shift lever, and an operation unit provided on the handle (sport sequential shiftmatic "+ (upshift)" and "-(downshift)" handles May be provided). In this case, the ECT_ECU 1020 may be configured to detect that the driver's hand has approached such an operation unit provided on the handle.

  The ECT_ECU 1020 receives a signal representing on / off of the brake pedal operated by the driver from the foot brake sensor 2600. The ECT_ECU 1020 can detect the timing at which the brake pedal is switched from the off state to the on state by this signal.

  The ECT_ECU 1020 is input from the navigation system 2200 with current vehicle position information and information about the current vehicle position (current travel area information). The current travel area information is information such as the gradient and the length thereof, the position of a curve (hereinafter also referred to as a corner), the curvature thereof, and the like, which are road surface states in the current and future routes. Based on this information, the ECT_ECU 1020 can determine whether or not the current vehicle position is in front of the corner.

  ECT_ECU 1020 receives forward vehicle information including distance information from the millimeter wave radar 2400 with respect to the vehicle ahead of this vehicle. Based on this forward vehicle information, the ECT_ECU 1020 determines whether the forward vehicle and the vehicle are moving away or approaching based on the distance between the forward vehicle and the vehicle and the change in the distance. ECU 1000 has a memory in which various data and programs are stored.

  With reference to FIG. 2, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described.

  In step (hereinafter abbreviated as S) 100, ECT_ECU 1020 determines whether or not the vehicle is traveling. This determination is made based on an output shaft rotational speed signal from the output shaft rotational speed sensor, a change in current position information from the navigation system 2200, and the like. If it is determined that the vehicle is traveling (YES in S100), the process proceeds to S110. Otherwise (NO in S100), this process ends.

  In S120, ECT_ECU 1020 monitors the operation of the driver with in-vehicle camera 2300. At this time, image information obtained by imaging the vicinity of the shift lever is used, and whether or not the driver's hand has moved toward the shift lever is an object to be monitored.

  In S120, ECT_ECU 1020 determines whether or not the state of the foot brake has been switched from the off state to the on state. This determination is made based on a foot brake signal input from the foot brake sensor 2600. If it is determined that the state of the foot brake has been switched from the off state to the on state (YES in S120), the process proceeds to S130. Otherwise (NO in S120), this process ends.

  In S130, ECT_ECU 1020 determines whether or not the driver's hand has moved toward the shift lever. This determination is made based on image information captured by the in-vehicle camera 2300. If it is determined that the driver's hand has moved toward the shift lever (YES in S130), the process proceeds to S140. Otherwise (NO at S130), this process ends.

  In S140, ECT_ECU 1020 determines whether or not the driver's hand moves toward the shift lever within a predetermined time after the footbrake state switches from the off state to the on state. If it is determined that the driver's hand has moved toward the shift lever within a predetermined time after the foot brake is switched from the off state to the on state (YES in S140), the process proceeds to S150. Otherwise (NO in S140), this process ends.

  In S150, ECT_ECU 1020 outputs a downshift execution control signal or a downshift hydraulic standby control signal to automatic transmission 300. As a result, a signal to be downshifted by the shift lever is not actually detected, but downshift control is started or standby control for downshift control is started.

  An operation of ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver depresses the brake pedal and the foot brake is switched from the off state to the on state while the vehicle is traveling (S120), the driver has a request to decelerate the vehicle. When it is detected that the driver's hand is moving toward the shift lever within a predetermined time after the foot brake is turned on (YES in S130, YES in S140), the driver It can be estimated that the automatic transmission 300 is downshifted and the engine brake is requested to operate.

  Since the hydraulic circuit that downshifts the transmission gear stage of the automatic transmission 300 has a response delay time, the downshift control is started when it is estimated that the engine brake is to be operated by downshifting in this way. Or start standby control for preparing a hydraulic circuit for downshift control (S150).

  In this way, after the driver actually operates the shift lever to the downshift side, a control signal is output to the hydraulic circuit, the oil path is switched, the hydraulic oil flow is switched, and the necessary friction is The delay time until the engagement element is released and the necessary friction engagement element is engaged can be reduced.

  As described above, according to the ECT_ECU that is the vehicle control device according to the present embodiment, the driver's hand movement is monitored by the in-vehicle camera, and the foot brake is switched from the off state to the on state. When the driver's hand goes to the shift lever within a predetermined short period of time, it is estimated that there is an intention to downshift, and downshift control or downshift standby control is executed. As a result, the response delay of the hydraulic control can be eliminated and the downshift can be executed, so that the engine brake can be operated quickly. As a result, it is possible to respond to the driver's shift request without delay.

<Second Embodiment>
Hereinafter, a vehicle control apparatus according to a second embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by ECU 1000 shown in FIG. 1 which is the same as that of the first embodiment. When it is detected that the driver has reached the shift lever within a predetermined time after the foot brake switches from the off state to the on state, the control device according to the first embodiment performs the downshift control or In contrast to the control device that performs the downshift standby control, the control device according to the second embodiment allows the vehicle in front of the host vehicle to approach when the driver reaches the shift lever. When it is detected, the control device is different from the control device that performs the downshift control or the downshift standby control. Since other hardware configurations are the same as those in the first embodiment, detailed description thereof will not be repeated here.

  With reference to FIG. 3, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 4, the same steps as those in the flowchart of FIG. 2 are given the same step numbers. The contents of the process are the same. Therefore, detailed description thereof will not be repeated here.

  In S200, ECT_ECU 1020 monitors the vehicle ahead of the host vehicle with millimeter wave radar 2400.

  In S210, ECT_ECU 1020 determines whether the vehicle ahead of the host vehicle is close to the host vehicle. This determination is made based on a time change of a signal that is input from the millimeter wave radar 2400 and that represents the distance between the vehicle ahead of the vehicle and the vehicle. If it is determined that the vehicle ahead of the host vehicle and the host vehicle are approaching (YES in S210), the process proceeds to S150. Otherwise (NO in S210), this process ends.

  An operation of ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  While the vehicle is running, it is detected that the driver's hand is moving toward the shift lever (YES in S130), and at this time, the vehicle in front of the vehicle and the vehicle approach each other. If so (YES in S210), it can be assumed that the driver is requesting that the automatic transmission 300 be downshifted to operate the engine brake.

  Since the hydraulic circuit that downshifts the transmission gear stage of the automatic transmission 300 has a response delay time, the downshift control is started when it is estimated that the engine brake is to be operated by downshifting in this way. Or start standby control for preparing a hydraulic circuit for downshift control (S150).

  In this way, after the driver actually operates the shift lever to the downshift side, a control signal is output to the hydraulic circuit, the oil path is switched, the hydraulic oil flow is switched, and the necessary friction is The delay time until the engagement element is released and the necessary friction engagement element is engaged can be reduced.

  As described above, according to the ECT_ECU that is the vehicle control apparatus according to the present embodiment, the movement of the driver's hand is monitored by the in-vehicle camera, and the driver's hand moves toward the shift lever. If the vehicle is approaching in front of the host vehicle, it is estimated that there is an intention to downshift, and downshift control or downshift standby control is executed. As a result, the response delay of the hydraulic control can be eliminated and the downshift can be executed, so that the engine brake can be operated quickly. As a result, it is possible to respond to the driver's shift request without delay.

<Third Embodiment>
Hereinafter, a vehicle control device according to a third embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by ECU 1000 shown in FIG. 1 which is the same as that of the first embodiment. When it is detected that the driver has reached the shift lever within a predetermined time after the foot brake switches from the off state to the on state, the control device according to the first embodiment performs the downshift control or In contrast to the control device that performs downshift standby control, the control device according to the third embodiment detects that the vehicle is in front of the corner when the driver reaches the shift lever. If it does, it is a point which is a control apparatus which changes the content of downshift control. Since other hardware configurations are the same as those in the first embodiment, detailed description thereof will not be repeated here.

  With reference to FIG. 4, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 4, the same steps as those in the flowchart of FIG. 2 are given the same step numbers. The contents of the process are the same. Therefore, detailed description thereof will not be repeated here.

  In S300, ECT_ECU 1020 acquires current travel area information from navigation system 2200.

  In S310, ECT_ECU 1020 determines whether or not the current vehicle position is in front of a corner. This determination is made based on the current travel area information acquired from the navigation system 2200. If it is determined that the current vehicle position is in front of the corner (YES in S310), the process proceeds to S320. If not (NO in S310), this process ends.

  At S320, ECT_ECU 1020 changes the corner control threshold value for automatic transmission 300. At this time, it is presumed that the driver is requesting engine braking at a position earlier than usual or stronger engine braking force than usual, so downshifting to a lower speed gear stage or faster The corner control threshold value is changed so that the downshift at the timing is performed.

  An operation of ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  If it is detected that the driver's hand is moving toward the shift lever while the vehicle is traveling (YES in S130), and if the traveling position of the vehicle at this time is near the corner (S310) YES), it can be inferred that the driver is requesting that the automatic transmission 300 be downshifted to operate the engine brake.

  Since the hydraulic circuit that downshifts the transmission gear stage of the automatic transmission 300 has a response delay time, when it is estimated that the engine brake is to be operated by downshifting in this way, the corner control threshold value is set. Is changed so that the shift gear shifts to a lower speed side so that stronger engine braking is applied, or the downshift control is started earlier (S320).

  In this way, after the driver actually operates the shift lever to the downshift side, a control signal is output to the hydraulic circuit, the oil path is switched, the hydraulic oil flow is switched, and the necessary friction is The delay time until the engagement element is released and the necessary friction engagement element is engaged can be reduced.

  As described above, according to the ECT_ECU that is the vehicle control device according to the present embodiment, the movement of the driver's hand is monitored by the in-vehicle camera, and the driver's hand moves toward the shift lever. If the vehicle position is in front of the corner, it is estimated that there is an intention to downshift, the corner control threshold value is changed, and the downshift control to the lower speed gear stage or the earlier downshift control is performed. Execute. As a result, the response delay of the hydraulic control can be eliminated and the downshift can be executed, so that the engine brake can be operated quickly. As a result, it is possible to respond to the driver's shift request before the curve.

<Fourth embodiment>
Hereinafter, a vehicle control apparatus according to a fourth embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by ECU 1000 shown in FIG. 1 which is the same as that of the first embodiment. When it is detected that the driver has reached the shift lever within a predetermined time after the foot brake switches from the off state to the on state, the control device according to the first embodiment performs downshift control or In contrast to the control device that performs the downshift standby control, the control device according to the fourth embodiment allows the driver to reach the shift lever when the control for limiting the upshift is being executed. When it is detected that the return condition from the upshift restriction is almost satisfied, the control device is different from the control device for performing the upshift control or the upshift standby control. Since other hardware configurations are the same as those in the first embodiment, detailed description thereof will not be repeated here.

  With reference to FIG. 5, a control structure of a program executed by ECT_ECU 1020 of ECU 1000 which is the control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 5, the same steps as those in the flowchart of FIG. 2 are given the same step numbers. The contents of the process are the same. Therefore, detailed description thereof will not be repeated here.

  At S400, whether or not the vehicle is currently executing a control in which upshifting is prohibited such that the sixth speed and the fifth speed are prohibited due to uphill / downhill roads, navigation shift control, vehicle spacing, etc. Is judged. If it is determined that control with limited upshifting is being executed (YES in S400), the process proceeds to S130. Otherwise (NO in S400), this process ends.

  In S410, it is determined whether or not the degree of satisfaction of the return condition from the upshift restriction control is large. If it is determined that the degree of satisfaction of the return condition from the upshift restriction control is large (YES in S410), the process proceeds to S420. Otherwise (NO in S410), this process ends.

  In S420, ECT_ECU 1020 outputs an upshift execution control signal or an upshift hydraulic standby control signal to automatic transmission 300. As a result, a signal to be upshifted by the shift lever is not actually detected, but upshift control is started or standby control for upshift control is started.

  An operation of ECT_ECU 1020 that is the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described.

  When upshift restriction control is being executed while the vehicle is running (YES in S400), if it is detected that the driver's hand is moving toward the shift lever (YES in S130), It can be inferred that the driver is requesting to upshift the automatic transmission 300. Based on the state of the vehicle at this time, when the degree of satisfaction of the return condition from the upshift restriction control is large (YES in S410), it is determined that the upshift may be performed according to the driver's request.

  Since the hydraulic circuit that upshifts the transmission gear stage of the automatic transmission 300 has a response delay time, the degree of satisfaction of the return condition from the upshift limit when it is estimated that the upshift is desired. If it is high, upshift control is started, or standby control for preparing a hydraulic circuit for upshift control is started (S150).

  In this way, after the driver actually operates the shift lever to the upshift side, a control signal is output to the hydraulic circuit, the oil path is switched, the flow of hydraulic oil is switched, and the necessary friction is The delay time until the engagement element is released and the necessary friction engagement element is engaged can be reduced.

  As described above, according to the ECT_ECU that is the vehicle control apparatus according to the present embodiment, during the upshift restriction control, the movement of the driver's hand is monitored by the in-vehicle camera, and the driver's hand is If the degree of satisfaction with the conditions for returning from the upshift restriction control is high based on the state of the vehicle when going to the shift lever, it is estimated that the upshift can be permitted, and the upshift control or the upshift standby control is executed. . As a result, the response delay of the hydraulic control can be eliminated and the upshift can be executed. As a result, it is possible to respond to the driver's shift request without delay.

  In the fourth embodiment, the upshift restriction control has been described. However, it can be applied to the downshift restriction control.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a vehicle control device according to an embodiment of the present invention. It is a flowchart which shows the control structure of the program performed by ECU which is the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is the control apparatus of the vehicle which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a vehicle control apparatus which concerns on the 3rd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a vehicle control apparatus which concerns on the 4th Embodiment of this invention.

Explanation of symbols

  100 engine, 200 torque converter, 300 automatic transmission, 1000 ECU, 1010 engine ECU, 1020 ECT_ECU, 2200 navigation system, 2300 in-vehicle camera, 2400 millimeter wave radar, 2600 foot brake sensor.

Claims (4)

Monitoring means for imaging the driver of the vehicle and monitoring the driving situation of the driver;
Detecting means for detecting the driver's foot brake operation;
Control means for controlling an automatic transmission mounted on the vehicle,
While the vehicle is running, the control means moves the driver in the direction of the speed change operation unit by the monitoring means within a predetermined time after the detection means detects the foot brake operation by the driver. A control apparatus for a vehicle, including means for controlling the automatic transmission so as to perform either downshift execution control or downshift preparation control when a driving situation of movement is detected. Monitoring means for imaging the driver of the vehicle and monitoring the driving situation of the driver;
A navigation device for obtaining information on the travel location of the vehicle;
Control means for controlling an automatic transmission mounted on the vehicle,
The control means is a case where it is determined that the current position of the vehicle is in front of a curve based on information relating to the travel location of the vehicle, and the driver moves the hand in the direction of the speed change operation unit by the monitoring means. A control apparatus for a vehicle, including means for controlling the automatic transmission by changing the content of downshift control when detecting the driving situation. Monitoring means for imaging the driver of the vehicle and monitoring the driving situation of the driver;
Forward monitoring means for monitoring the front of the vehicle;
Vehicle interval detection means for detecting a vehicle interval with a vehicle in front of the vehicle;
Control means for controlling an automatic transmission mounted on the vehicle,
The control means is the case where the vehicle interval is determined to be less than or equal to a predetermined distance by the vehicle interval detection means, and the driver has moved the hand in the direction of the speed change operation unit by the monitoring means. A vehicle control device including means for controlling the automatic transmission so as to perform either downshift execution control or downshift preparation control when a driving situation is detected. Monitoring means for imaging the driver of the vehicle and monitoring the driving situation of the driver;
Control means for controlling an automatic transmission mounted on the vehicle,
The control means is a case where a driving situation in which the driver has moved his / her hand in the direction of the speed change operation unit is detected by the monitoring means in a state where upshifting of the automatic transmission is prohibited, A vehicle control device including means for controlling the automatic transmission to perform either upshift execution control or upshift preparation control when the degree of satisfaction of the return condition from prohibiting upshifting is high .

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