JP2009275723A - Control system, control method, and control program for shift-stage switching - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system, a control method, and a control program for shift-stage switching by which is prevented such an improper determination of shift-stage switching that makes an acceleration action unfeasible. <P>SOLUTION: The sift-stage control system detects a shift-stage, a load factor, and an acceleration in running state of a vehicle. Based on correlative information between a load factor and an accelerator which are preprogrammed in response to the detected load factor and a detected shift-stage, correlative information between the load factor and the accelerator which are preprogrammed in response to a shift-stage one-stage higher than the detected shift-stage, and detected acceleration, it is determined whether acceleration action is feasible or not in the case where one-stage upshifting is made. On the basis of the above determination, it is determined whether a one-stage upshifting in running of the vehicle is possible or not. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention is mounted on a vehicle that travels with a plurality of shift speeds included in a transmission, and is a shift speed switching control device that performs shift speed switching determination for fuel-saving driving, a shift speed switching control method, and The present invention relates to a gear position switching control program.

  The present inventors have proposed the driving support apparatus shown in Patent Document 1 as having the above-described shift stage switching control apparatus. This driving support device detects traveling state information such as a traveling speed of an automobile, an engine speed, an accelerator opening, and a fuel consumption amount, and calculates a traveling gear ratio (that is, speed / engine speed). After the calculation, the running gear stage is determined from the running gear ratio (that is, the gear stage judging operation), and the gear stage is switched to the next higher gear stage and the next lower gear stage. When the estimated fuel consumption is less than the estimated fuel consumption and the estimated fuel consumption is smaller, the driver is instructed to switch the gear. (That is, shift speed switching control operation). That is, the driving support device is configured integrally with the shift speed determination device that performs the shift speed determination operation described above and the shift speed switching control device that performs the shift speed switching control operation described above.

  The shift stage switching control device of this driving support device performs shift stage switching determination based on the estimated fuel consumption amount. For the calculation of the estimated fuel consumption amount, a publicly known combination of neural network and fuzzy inference is used. The fuzzified neuro is used. This fuzzy neuro has a learning function, and the gear ratio at the running gear determined by the gear determining device described above, the load coefficient indicating the load state of the vehicle (ie, accelerator opening / engine Learning is performed with an input data set consisting of the number of revolutions) and speed as inputs, and fuel consumption and accelerator opening as outputs, and the estimated fuel consumption is calculated using the learning results. In other words, the estimated fuel consumption can be calculated by learning the relationship between the speed, load coefficient, and gear ratio, fuel consumption, and accelerator opening corresponding to the vehicle. Therefore, since it is not necessary to create information indicating these relationships in advance, the cost of the apparatus can be reduced, and versatility is improved, so that any vehicle can be installed.

  However, the fuzzy neuron used in the above-described driving support device (that is, the gear position switching control device) has a very complicated process, and therefore requires a lot of time for the gear position switching control operation, There was a problem that the size would increase. In the learning function of the fuzzy neuro described above, information (speed, engine speed, accelerator opening, fuel consumption, gear ratio, and load coefficient) indicating the driving state of the vehicle is associated with each other. Since all the information needs to be stored, there is a problem that the amount of information necessary for the gear position switching control operation becomes enormous. For this reason, a high-speed CPU and a large-capacity memory are required, which hinders cost reduction of the driving support device.

  In order to solve the above-mentioned problems, the present inventors have conducted intensive studies paying attention to the information indicating the driving state of the automobile described above, and as a result, the following has been clarified.

  As a result of the examination, it has been found that the speed, load coefficient, and fuel consumption can be derived using the engine speed, the accelerator opening, and the gear ratio among the information indicating the running state of the automobile. That is, speed = gear ratio × engine speed, load coefficient = accelerator opening ÷ engine speed, fuel consumption≈accelerator opening, and therefore, engine speed, accelerator opening, and gear It has been found that it is sufficient to memorize only the ratio.

  Further, as described above, the relationship between the engine speed and the accelerator opening (that is, the load coefficient) indicates the traveling state (that is, the load state) of the automobile. Therefore, the present inventors created a frequency distribution table combining these engine speed and accelerator opening, actually run the automobile, and measured the frequency of this frequency distribution table for each of a plurality of shift stages. However, it has been found that there are combinations with a high frequency (that is, high use frequency) and combinations with a low frequency (that is, low use frequency) in the combination of the engine speed and the accelerator opening. This indicates that a combination with high use frequency is in an appropriate load state and can travel while maintaining a combination of its engine speed and accelerator opening, and a combination with low use frequency is in a load state Is not appropriate, indicating that the traveling state requires a change in the combination of the engine speed and the accelerator opening.

  When considering the switching of the gear position to save fuel while maintaining the traveling speed (that is, fuel-saving driving), the gear position that is traveling while maintaining the speed (the following gear stage) When switching to the upper gear), the gear ratio increases, so the engine speed decreases. At this time, if an accelerator opening that maintains the load state (load coefficient) of the automobile is selected, the engine speed is reduced, so that the accelerator opening (that is, fuel consumption) also becomes smaller. Can be saved. However, if the traveling state (that is, the speed and load coefficient) cannot be maintained, the gear position is restored or the accelerator opening is increased, and fuel cannot be saved. Then, as described above, when switching to the upper gear stage from the frequency of use of the combination of the engine speed and the accelerator opening when switching to the upper gear stage, based on the frequency distribution table corresponding to the upper gear stage. However, since it is possible to determine whether or not the vehicle can travel, it is clear that a gear speed change instruction for fuel-saving driving can be performed by using a frequency distribution table that combines the engine speed and the accelerator opening corresponding to the gear speed. It was. Further, by using this frequency distribution table, it is not necessary to store all the information indicating the driving state of the automobile described above, and it is possible to store the information as the frequency, so that it is clear that the amount of information necessary for the instruction to change the gear position can be reduced. Became. Note that the above-mentioned “maintain” means that the same value or approximately the same value is maintained.

  Then, the inventors of the present invention based on the above-described examination results, instructed the vehicle driver to change the gear position for fuel-saving driving with simpler processing than the gear position switching control device disclosed in Patent Document 1. The present inventors have conceived a gear position switching control device capable of performing the above. The configuration of this shift speed switching control device is shown below.

  As shown in FIG. 14, this shift speed switching control device 700 is provided for each of a plurality of shift speeds in a shift speed switching control device for an automobile that travels by switching a plurality of shift speeds included in the transmission. A frequency distribution table information storage means 710d1 which is a memory storing a plurality of frequency distribution tables in which a plurality of gear ratios and engine speeds and accelerator openings are combined; A stage detecting means 710a1, a traveling state information detecting means 710a2 for detecting the speed of the vehicle traveling, the engine speed, and the accelerator opening, and an engine speed and an accelerator detected by the traveling state information detecting means 710a2. Based on the opening degree, the load coefficient calculation means 710a3 for calculating the load coefficient during traveling is stored in the frequency distribution table information storage means 710d1. Gear ratio and frequency distribution corresponding to a shift stage (that is, a higher shift stage) that is one higher than the running shift stage detected by the shift stage detection means 710a1 among the plurality of gear ratios and the plurality of frequency distribution tables. Based on the table, the speed detected by the traveling state information detecting means 710a2, and the load coefficient calculated by the load coefficient calculating means 710a3, when switching to a gear position that is one higher than the gear position being traveled, When it is determined that the speed and load coefficient can be maintained even if the shift speed switching determination means 710a4 and the shift speed switching determination means 710a4 switch to the upper gear speed, it is determined whether the speed and load coefficient can be maintained. Shift stage switching instruction means 710a5 for instructing the driver to switch to the upper shift stage. Each means other than the frequency distribution table information storage means 710d1 described above is realized by a computer (CPU) (not shown) provided in the gear position switching control device 700.

According to this gear position switching control device 700, even when switching to the upper gear position using a frequency distribution table combining the engine speed and the accelerator opening, the current traveling state (that is, the traveling speed and load coefficient). ) Can be maintained, and based on the determination, an instruction to switch the traveling gear to the upper gear one above is issued, so switching to the upper gear can be instructed with simple processing. In addition, it is possible to reduce the amount of information necessary for the gear change instruction, so that it is possible to instruct the gear change at a high speed in a short time and to reduce the amount of information that needs to be stored. Therefore, a high-speed CPU and a large-capacity memory are no longer necessary, which can contribute to cost reduction.
JP 2006-46149 A

  However, although it is generally known that the acceleration decreases when the traveling gear stage is switched to a higher gear stage having a higher gear ratio, the above-described gear stage switching control device 700 has switched to the upper gear stage. Since it is instructed to switch to the upper gear when it is determined that the current driving state (that is, the traveling speed and load coefficient) can be maintained, acceleration is being performed in the traveling gear and the upper gear is changed. Even when switching to the gear position causes the acceleration to decrease and the acceleration operation cannot be performed, there is a case in which switching to the upper gear position is instructed. Therefore, if switching to the upper gear is performed in accordance with this gear switching instruction, the acceleration operation cannot be performed while maintaining the traveling speed and load coefficient, and the accelerator must be depressed to perform the acceleration operation. In other words, there is a problem that it is necessary to return to the original gear position, that is, an instruction to switch the gear position inappropriate for fuel-saving operation may be performed.

  The present invention aims to solve the above problems. That is, an object of the present invention is to provide a shift speed switching control device, a shift speed switching control method, and a shift speed switching control program that can prevent an inappropriate shift speed switching determination that prevents acceleration operation.

  The present inventors paid attention to the mutual relationship between the load coefficient and the acceleration during traveling of the automobile, measured these information for each of a plurality of shift stages in various traveling states of the automobile, and conducted intensive studies. As a result of the study, the following became clear.

  When the load coefficient and the average value of acceleration at that load coefficient (hereinafter referred to as the average acceleration) were obtained, there was a direct proportional relationship in which the average acceleration increased as the load coefficient increased, and when the load coefficient exceeded a certain value It was found that the average acceleration was saturated and became almost constant. It was also found that the average acceleration value with respect to the load coefficient becomes smaller as the gear position with a higher gear ratio becomes higher.

  Considering when the current gear stage is switched to a higher gear stage with the same load coefficient, the load coefficient and acceleration have the above relationship, so from the average acceleration for this load coefficient at the current gear stage, It was found that by subtracting the average acceleration for this load coefficient at the upper gear stage, it is possible to calculate the amount of decrease in average acceleration when the current gear stage is switched to the upper gear stage while maintaining the load coefficient.

  When the difference between the current acceleration and the amount of decrease in the average acceleration is obtained, if this difference is greater than 0, the acceleration remains even if the current gear is switched to a higher gear and the acceleration decreases. Therefore, it can be determined that “acceleration can be performed at the upper gear stage”, and if this difference is 0 or less, the current acceleration is offset when the current gear stage is switched to the upper gear stage and the acceleration decreases. Therefore, it was found that it was possible to determine that “the vehicle cannot be accelerated at the upper gear position”. As a result, it has become clear that it is possible to determine whether or not an acceleration operation can be performed when switching to a higher gear using the correlation information regarding the load coefficient and acceleration.

  In order to achieve the above object, the invention described in claim 1 is used in an automobile that travels by switching a plurality of shift stages provided in a transmission as shown in the basic configuration diagram of FIG. In the shift stage switching control device for determining whether or not the shift stage that is running for driving can be switched to the shift stage that is one higher than the shift stage, provided for each of the plurality of shift stages. Correlation information storage means 10d1 in which a plurality of correlation information relating to the relationship between the load coefficient and acceleration of the automobile is stored, a shift speed detection means 10a1 for detecting the shift speed during the running of the automobile, and the running of the automobile Detected by the load coefficient detecting means 10a2 for detecting the load coefficient, the acceleration detecting means 10a3 for detecting the acceleration while the vehicle is running, and the load coefficient detecting means 10a2. Load coefficient, one piece of correlation information corresponding to the running gear stage detected by the gear stage detection means 10a1 among the plurality of correlation information stored in the correlation information storage means 10d1, the correlation information storage One piece of the correlation information corresponding to the above-mentioned shift stage that is one of the above-described shift stages detected by the shift stage detection means 10a1 among the plurality of correlation information stored in the means 10d1, and the acceleration Based on the acceleration detected by the detection means 10a3, whether or not the vehicle can be accelerated when the running gear is switched to the next higher gear. Based on the determination by the determination means 10a4 and the acceleration operation availability determination means 10a4 whether the acceleration operation of the vehicle is possible, One and the determining gear whether it is possible to switch to the speed stage switching determination unit 10a5 on a shift speed switching control device, characterized in that a.

  In the invention described in claim 2, in the invention described in claim 1, the acceleration operation availability determination means 10a4 stores the load coefficient detected by the load coefficient detection means 10a2 in the correlation information storage means 10d1. Among the plurality of stored correlation information, one piece of the correlation information corresponding to the traveling gear stage detected by the gear stage detection unit 10a1 and the plurality of the correlation information stored in the correlation information storage unit 10d1 Based on one piece of correlation information corresponding to the above-mentioned shift speed one of the above-mentioned shift speeds detected by the shift speed detecting means 10a1 among the correlation information, the shift speed being traveled is An acceleration decrease amount calculating means 10a41 for calculating an acceleration decrease amount when the gear position is switched to the next higher gear, and the acceleration decrease amount calculating means 10a41. Based on the difference between the acceleration reduction amount and the acceleration detected by the acceleration detecting means 10a3, the vehicle is switched to the next higher gear position. Acceleration difference determination means 10a42 for determining whether or not the acceleration operation can be performed.

  The invention described in claim 3 relates to the load coefficient detected by the load coefficient detection means 10a2 and the acceleration detected by the acceleration detection means 10a3 in the invention described in claim 1 or 2. Based on the plurality of correlation information stored in the correlation information storage means 10d1, the correlation information update is performed to update one correlation information corresponding to the traveling speed detected by the speed detection means 10a1. It has the means 10a6.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects of the present invention, the shift stage being moved by the shift stage switching availability determination means 10a5 is changed to the shift stage one above. When it is determined that it is possible to switch to the gear position, it has gear position switching instruction means 10a7 for instructing to switch from the gear position during traveling to the gear position one above it. It is.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to third aspects of the present invention, the shift stage that is being moved by the shift stage switching availability determination means 10a5 is set to the shift stage that is one level higher. When it is determined that it is possible to switch to, the shift stage switching means 10a8 is provided for switching the running shift stage to the next shift stage.

  The invention described in claim 6 is used in an automobile that travels by switching a plurality of shift stages provided in a transmission, and the shift stage that is running for fuel-saving driving is shifted to the shift stage that is one level higher. A shift speed switching control method for determining whether or not it is possible to switch to a shift speed detecting step for detecting the shift speed during traveling of the automobile, and a load for detecting a load coefficient during traveling of the automobile Corresponding to a coefficient detection step, an acceleration detection step for detecting acceleration during travel of the automobile, the load coefficient detected in the load coefficient detection step, and the shift stage detected in the shift stage detection step Correlation information relating to the relationship between the load coefficient and the acceleration provided in advance, and the correlation provided corresponding to the shift stage on one of the shifting stages being detected detected in the shift stage detection step Information, and Based on the acceleration detected in the acceleration detection step, an acceleration operation for determining whether or not the vehicle can perform an acceleration operation when the shifting gear stage that is running is switched to the gear position that is one higher Based on the determination as to whether or not the automobile can be accelerated in the determination process and the determination process as to whether or not the acceleration operation is possible, is it possible to switch the shift stage that is running to the shift stage that is one level higher? A speed change control method for determining whether or not the speed change is possible.

  The invention described in claim 7 is used in an automobile that travels by switching a plurality of shift stages provided in a transmission, and the shift stage that is running for fuel-saving driving is shifted to the shift stage that is one level above the shift stage. A computer of a shift speed switching control device that determines whether or not it is possible to switch to, a shift speed detecting means for detecting the shift speed while the automobile is running, and a load for detecting a load coefficient during the running of the automobile Corresponding to coefficient detection means, acceleration detection means for detecting acceleration during travel of the automobile, the load coefficient detected by the load coefficient detection means, and the shift speed during travel detected by the shift speed detection means Correlation information relating to the relationship between the load coefficient and acceleration provided in advance, and corresponding to the shift stage that is one level above the running shift stage detected by the shift stage detecting means. Based on the correlation information provided and the acceleration detected by the acceleration detecting means, the acceleration operation of the automobile is performed when the shifting gear is switched to the shifting gear one above. Based on the determination of whether or not the vehicle can be accelerated by the acceleration operation enable / disable determining unit that determines whether or not the vehicle is capable of acceleration operation, the gear stage that is running is moved up one by one. A shift speed change control program that functions as shift speed changeability determination means for determining whether or not it is possible to switch to a shift speed.

  According to the first, sixth, and seventh aspects of the present invention, the load coefficient during travel of the automobile, the correlation information regarding the relationship between the load coefficient and the acceleration provided corresponding to the shift stage during travel, and the shift during travel Based on the correlation information regarding the relationship between the load coefficient and the acceleration provided corresponding to the shift stage one level above and the acceleration while the vehicle is running, the shift stage that is running is shifted one level up. It is determined whether or not an acceleration operation is possible when switching to a gear, and on the basis of this determination, it is determined whether or not the traveling gear can be switched to the next higher gear. It is possible to prevent inappropriate shift stage determination that cannot be performed.

  According to the second aspect of the present invention, the load coefficient during travel of the automobile, the correlation information regarding the relationship between the load coefficient and the acceleration provided corresponding to the speed stage during travel, and the speed stage during travel Based on the correlation information regarding the relationship between the load coefficient and the acceleration provided corresponding to the next higher gear, the amount of acceleration decrease when the traveling gear is switched to the next higher gear is obtained. Based on the difference between the acceleration while the vehicle is traveling and the amount of decrease in acceleration, it is determined whether or not the acceleration operation is possible when the shifting gear is switched to the next higher gear. With this numerical calculation, it is possible to determine whether or not the acceleration operation can be performed when the traveling gear stage is switched to the next upper gear stage. Can be easily prevented.

  According to the third aspect of the present invention, since the correlation information provided corresponding to the shift speed during travel can be updated based on the load coefficient during travel and the acceleration during travel, Correlation information on the relationship between the load coefficient and acceleration adapted to the state of the vehicle can be obtained, so there is no need to adjust the correlation information according to the state of the vehicle that changes due to the load amount of the load, deterioration with time, etc. Therefore, it is not necessary to create correlation information in advance, and therefore, it is possible to contribute to cost reduction and to improve versatility so that any vehicle can be installed.

  According to the fourth aspect of the present invention, when it is determined that the traveling gear stage can be switched to the next higher gear stage, the traveling gear stage is shifted to the upper gear stage. Since an instruction to prompt switching is given, the driver can be prompted to switch the gear position for fuel-saving driving, and the driver can be assisted to reduce the burden during driving.

  According to the fifth aspect of the present invention, when it is determined that it is possible to switch the traveling gear to the next higher gear, the traveling gear is switched to the upper gear. Therefore, it is possible to switch the gear position for fuel-saving driving without depending on the driver's operation, and it is possible to assist the driver and reduce the burden during driving.

  A gear stage switching control device showing an embodiment of the present invention will be described below with reference to FIGS.

  As shown in FIG. 2, the gear position switching control device 3 is provided in the driving support device 1 that supports fuel-saving driving of the automobile. Similarly, the gear position determination device 2 provided in the driving support device 1. Connected with. In the present embodiment, the gear position determination device 2 and the gear position switching control device 3 are separated. However, the present invention is not limited to this, and for example, the gear position determination device and the gear position switching control device are used using the same computer. May be logically configured (that is, physically integrated), or a shift speed determination process may be implemented in the shift speed switching control device.

  Whether or not the gear position switching control device 3 can switch the gear position (hereinafter referred to as the current gear position Hp) that is running for the fuel-saving operation to a gear position that is one level higher (hereinafter referred to as the upper gear position Hu). When it is determined that switching is possible, the vehicle driver is instructed to switch to the upper gear stage Hu.

  As shown in FIG. 3, the gear position switching control device 3 includes a microcomputer (hereinafter MPU) 10 and a display unit 11 connected to the MPU 10. The MPU 10 corresponds to the computer described in the claims.

  The MPU 10 is a well-known small computer suitable for an embedded device. As shown in FIG. 3, the MPU 10 includes a central processing unit (CPU) 10a that performs various processes and controls according to a predetermined program, A ROM 10b that is a read-only memory storing programs and control data for the CPU 10a, a RAM 10c that is a readable / writable memory that stores various data and has a storage area necessary for processing operations of the CPU 10a, and a CPU 10a And an EEPROM 10d which is an electrically erasable / rewritable read-only memory having various storage areas necessary for the above processing operations.

  The MPU 10 is attached to an accelerator pedal via an input interface (not shown), a vehicle speed pulse P1 output every time the vehicle travels a unit distance, a rotation speed pulse P2 output according to the rotation of the crankshaft, and the accelerator pedal. An accelerator opening signal S1, which is a voltage value from the angle sensor, is supplied. Further, in synchronization with the supply of the vehicle speed pulse P1 and the like described above, the MPU 10 is supplied with shift speed information J for notifying the current shift speed Hp of the vehicle from the shift speed determination device 2 via a communication interface (not shown). Yes.

  In the ROM 10b, the shift speed detection means 10a1, the load coefficient detection means 10a2, the acceleration detection means 10a3, the acceleration operation availability determination means 10a4 (that is, the acceleration decrease amount calculation means 10a41, the acceleration difference determination means 10a42 in the claim shown in FIG. ), Various information such as a gear change control program for causing the CPU 10a to function as the gear change possibility determination unit 10a5, the correlation information update unit 10a6, and the gear change instruction unit 10a7 are stored. Then, the CPU 10a executes this shift speed switching control program to thereby change the shift speed detection means 10a1, the load coefficient detection means 10a2, the acceleration detection means 10a3, the acceleration operation availability determination means 10a4 (that is, the acceleration decrease amount calculation means 10a41, Acceleration difference determination means 10a42), shift speed switching availability determination means 10a5, correlation information update means 10a6, and shift speed switching instruction means 10a7. Further, the ROM 10b may store a speed change control program for causing the CPU 10a to function as the speed change means 10a8 in the claims shown in FIG. 1. For example, the CPU 10a can change the speed of the CPU 10a according to the setting. You may make it function as any one of the stage change instruction | indication means 10a7 and the speed change stage switching means 10a8.

  The EEPROM 10d corresponds to the correlation information storage means 10d1 in the claims shown in FIG. 1, and as shown in FIG. 4, a plurality of frequency distribution table information D1 and a plurality of frequency distribution table information D1 provided corresponding to each of a plurality of shift speeds H are provided. Acceleration correlation information D2 is stored.

  FIG. 5 shows an example of the frequency distribution table information D1. The frequency distribution table information D1 is information that associates the gear ratio G and the frequency distribution table T that combines the engine speed N and the accelerator opening β with each gear stage H. Note that the frequency distribution table information D1 illustrated in FIG. 5 is an example in the present embodiment, and may be appropriately changed according to the configuration of the gear position switching control device, the type of the vehicle in which the gear speed switching control device is mounted, and the like.

  The gear ratio G has a relationship of [Gear ratio G = Speed V ÷ Engine speed N]. In the present embodiment, the gear ratio G is predetermined for each gear stage H. However, the gear ratio G is updated (that is, learned) based on various traveling state information detected during traveling. It may be.

  The frequency distribution table T is a combination of the engine speed N divided into classes of every 300 rpm and the accelerator opening degree β divided into classes of every 4%. In the figure, a class having an engine speed N of 800 rpm indicates 800 rpm or more and less than 830 rpm, and so on. A class having an accelerator opening β of 0% indicates 0 or more and less than 4%, and so on. For example, when the engine speed during traveling (hereinafter referred to as the current engine speed) Np is 840 rpm and the accelerator opening during traveling (hereinafter referred to as the current accelerator opening) βp is 29%, the engine is determined according to these values. A class having a rotational speed N of 830 rpm and a class having an accelerator opening β of 28% are designated, that is, a column where the classes intersect is designated. Further, the frequency distribution table information D1 stores an average value of frequencies (frequency average value X) in each class of the engine speed N. The frequency average value X is a value obtained by dividing the sum of the frequencies belonging to the class of the engine speed N (vertical column in FIG. 5) by the number of the frequencies. In each column of the frequency distribution table T, the frequency M and the frequency average value X are actually stored, but the description thereof is omitted in FIG.

  FIG. 6 shows an example of the acceleration correlation information D2. The acceleration correlation information D2 corresponds to the correlation information in the claims. The acceleration correlation information D2 is information in which correlation information related to the relationship between the load coefficient and the acceleration is associated with each gear stage H. The load coefficient is divided into 10 stages and used for calculating the average acceleration Ka and the average acceleration Ka for each stage. A sample number n which is the number of accelerations (ie, samples) is provided. In the present embodiment, the maximum value of the load coefficient that can be taken by the automobile is set to 0.10, and is divided into 10 levels every 0.01, and the center value of each level is set as a representative value at that level. The acceleration correlation information D2 is a correlation graph shown in FIG. 9 schematically graphed with the X axis as the load coefficient and the Y axis as the average acceleration. In this correlation graph, the average acceleration increases as the load coefficient increases from low to high (that is, increases), and when the load coefficient exceeds a certain saturation point, the average acceleration tends to be constant. In each column of the acceleration correlation information D2, the average acceleration Ka and the number of samples n are actually stored, but the description thereof is omitted in FIG. Note that the acceleration correlation information D2 illustrated in FIG. 6 is an example in the present embodiment, and may be appropriately changed according to the configuration of the gear position switching control device, the type of automobile on which the gear speed switching control device is mounted, and the like.

  The correlation graph shown in FIG. 9 shows the relationship between the load coefficient and the average acceleration. And the difference of the average acceleration in each gear stage has shown the variation | change_quantity of the acceleration when a gear stage is switched. For example, the average acceleration K1 at the current gear stage Hp is obtained from the correlation graph Cp corresponding to the current gear stage Hp, and the average at the upper gear stage Hu is obtained from the correlation graph Cu corresponding to the upper gear stage Hu that is one higher than the current gear stage Hp. By obtaining the acceleration K2 and subtracting the average acceleration K2 from the average acceleration K1, it is possible to calculate the average acceleration reduction amount Kg when the current gear stage Hp is switched to the upper gear stage Hu.

  The display unit 11 is a part for visually providing an instruction for prompting the driver to switch the gear stage H, and includes a known liquid crystal display. This liquid crystal display is connected to an output interface (not shown) of the MPU 10 and its display is controlled by a control signal from the MPU 10. For example, when an instruction to switch the current gear stage Hp to the upper gear stage Hu, which is one level higher, is given on the display unit 11, “UP” is displayed together with an upward arrow, and the current gear stage Hp is one level lower than that. When an instruction to switch to a gear stage H (hereinafter referred to as a lower gear stage Hd) is given, the letters “DOWN” are displayed together with a downward arrow. Note that the display unit 11 may include an audio IC and a speaker, and may issue an instruction for prompting switching of the gear stage H using audio.

  Next, an example of the speed change control process according to the present invention executed by the CPU 10a of the speed change control device 3 will be described below with reference to the flowcharts shown in FIGS.

  In step S110, the CPU 10a detects the current shift speed Hp from the shift speed information J notified from the shift speed determination device 2 via the communication interface. Then, the process proceeds to step S120.

  In step S120, the vehicle traveling speed (hereinafter referred to as current speed Vp [km / h]) and traveling engine speed (hereinafter referred to as current engine) are determined from the vehicle speed pulse P1, the rotational speed pulse P2, and the accelerator opening signal S1. Rotational speed Np [rpm]) and accelerator opening during traveling (hereinafter referred to as current accelerator opening βp [%]). Specifically, the number of vehicle speed pulses P1 and the number of rotation speed pulses P2 generated within a predetermined period (for example, 0.5 seconds) are counted, and the current speed Vp and the current engine are calculated from the counted number of each pulse. The rotational speed Np is obtained. Further, the current accelerator opening βp is obtained from the voltage value of the accelerator opening signal S1 at the time when the above-described counting is started. Then, the process proceeds to step S130.

  In step S130, the frequency distribution table T (hereinafter referred to as the current frequency distribution table Tp) included in the frequency distribution table information D1 provided corresponding to the current gear stage Hp among the plurality of frequency distribution table information D1 stored in the EEPROM 10d. ) Frequency. Specifically, in the current frequency distribution table Tp, the class of the engine speed N and the accelerator opening in the current frequency distribution table Tp designated by the current engine speed Np and the current accelerator opening βp detected in step S120, respectively. The frequency M of the column where the class of the degree β intersects is increased by 1. Then, the frequency average value X in the class of the engine speed N including the column is calculated and updated again. This frequency average value X is obtained by calculating the sum of the frequencies in the class of the engine speed N specified by the current engine speed Np and dividing the sum by the number of frequencies in the class of the engine speed N. Then, the process proceeds to step S140.

  In step S140, a running load coefficient γ (hereinafter, current load coefficient γp) is calculated from the current accelerator opening βp and the current engine speed Np detected in step S120 (γp = βp ÷ Np). Then, the process proceeds to step S150.

  In step S150, the gear ratio G included in the frequency distribution table information D1 provided corresponding to the upper gear stage Hu that is one level higher than the current gear stage Hp among the plurality of frequency distribution table information D1 stored in the EEPROM 10d. (Hereinafter, the higher gear ratio Gu) and the current speed Vp detected in step S120, the higher engine speed Nu when switching to the higher gear stage Hu while maintaining the current speed Vp is calculated (Nu = Vp). ÷ Gu). Then, the process proceeds to step S160.

  In step S160, the accelerator pedal opening β (() when the upper engine speed Nu calculated in step S150 and the current load coefficient γp calculated in step S140 are switched to the upper gear stage Hu while maintaining the current load coefficient γp. Hereinafter, the upper accelerator opening βu) is calculated (βu = γp × Nu). Then, the process proceeds to step S170.

  In step S170, the frequency distribution table T (hereinafter referred to as the upper frequency distribution table Tu included in the frequency distribution table information D1 provided corresponding to the upper gear stage Hu among the plurality of frequency distribution table information D1 stored in the EEPROM 10d. ), The class of the engine speed N and the class of the accelerator opening β that are respectively specified by the upper engine speed Nu calculated in step S150 and the upper accelerator opening βu calculated in step S160 intersect. The frequency M of the column to be acquired is acquired. Then, the process proceeds to step S180.

  In step S180, the frequency M acquired in step S170 is compared with the frequency average value X in the class of the engine speed N of the upper frequency distribution table Tu specified by the upper engine speed Nu calculated in step S150. When the frequency M is equal to or higher than the frequency average value X (that is, included in the shift speed switching range), the process proceeds to step S200 (Y in S180), and the frequency M is less than the frequency average value X (that is, the gear shift). When it is not included in the stage switching range), the process of this flowchart is terminated.

  In step S200, it is determined whether or not an acceleration operation is possible when the current gear stage Hp is switched to the upper gear stage Hu that is one level higher (acceleration operation permission determination process). Step S200 includes the following steps S210, S220, S230, and S240.

  In step S210, the running acceleration (hereinafter referred to as current acceleration Kp) is calculated from the difference between the current speed Vp detected in step S120 and the speed V0 detected immediately before (Kp = Vp−V0). The current speed Vp used for the calculation is temporarily stored in a predetermined storage area provided in the RAM 10c as the speed V0 detected immediately before. Then, the process proceeds to step S220.

  In step S220, an acceleration reduction amount Kg is calculated when the current gear stage Hp is switched to the upper gear stage Hu that is one level higher. FIG. 9 shows a schematic calculation image of the acceleration decrease amount Kg. First, in the acceleration correlation information D2 provided corresponding to the current gear stage Hp among the plurality of acceleration correlation information D2 stored in the EEPROM 10d, the load coefficient center value γc is equal to or less than the current load coefficient γp calculated in step S140. And the point A1 having the load coefficient center value γc and the average acceleration Ka at the most recent stage as the X coordinate and the Y coordinate, respectively, is obtained. Then, a point B1 is obtained in which the load coefficient center value γc and the average acceleration Ka in the stage one step higher than the most recent stage described above are set as the X coordinate and the Y coordinate, respectively. Then, a linear function passing through these points A1 and B1 is obtained, and the current load coefficient γp is substituted into the linear function to calculate the average acceleration K1 at the current gear stage Hp.

  Next, in the acceleration correlation information D2 provided corresponding to the upper gear stage Hu among the plurality of acceleration correlation information D2 stored in the EEPROM 10d, the center value of the load coefficient is equal to or less than the current load coefficient γp calculated in step S140. And the point A2 having the load coefficient central value γc and the average acceleration Ka at the most recent stage as the X coordinate and Y coordinate, respectively, is obtained. Then, a point B2 is obtained in which the load coefficient center value γc and the average acceleration Ka in the stage one step higher than the most recent stage described above are set as the X coordinate and the Y coordinate, respectively. Then, a linear function passing through these points A2 and B2 is obtained, and the current load coefficient γp is substituted into the linear function to calculate the average acceleration K2 at the upper gear stage Hu.

  Next, the acceleration reduction amount Kg is calculated by subtracting the average acceleration K2 at the upper gear stage Hu from the average acceleration K1 at the current gear stage Hp (Kg = K1-K2). Then, the process proceeds to step S230.

  In step S230, it is determined whether or not an acceleration operation is possible when the current gear stage Hp is switched to the upper gear stage Hu that is one level higher. Specifically, the current acceleration Kp calculated in step S210 is compared with the acceleration decrease amount Kg calculated in step S220. If the current acceleration Kp is larger than the acceleration decrease amount Kg, that is, if the current acceleration Kp is switched to the higher gear Hu and the current acceleration Kp decreases the acceleration decrease Kg but the value does not become 0, the upper gear Hu. It is also determined that the acceleration operation is possible, or if the current acceleration Kp is equal to or less than the acceleration decrease amount Kg, it is determined that the acceleration operation is impossible at the upper gear stage Hu. Then, the process proceeds to S240.

  In step S240, the average acceleration Ka at the stage specified by the current load coefficient γp is updated in the acceleration correlation information D2 corresponding to the current gear stage Hp. Specifically, the current acceleration Kp is added to a value obtained by integrating the average acceleration Ka and the number of samples n, and divided by a value obtained by adding 1 to the number of samples n to obtain a new average acceleration Ka. Then, the new average acceleration Ka is stored in the EEPROM 10d. Further, a value obtained by adding 1 to the sample number n is stored as a new sample number n. Then, the process proceeds to step S310 after exiting the acceleration operation propriety determination process in step S200.

  In step S310, when it is determined in step S200 that the acceleration operation is possible, the acceleration operation at the upper gear stage Hu is determined, it is determined that switching to the upper gear stage Hu is possible, and the process proceeds to step S320 (in step S310). Y) When it is determined that acceleration operation at the upper gear stage Hu is impossible, it is determined that switching to the upper gear stage Hu is impossible, and the processing of this flowchart is ended (N in S310).

  In step S320, an instruction to switch to the upper gear stage Hu is issued. Specifically, an upward arrow is displayed and a character “UP” is displayed on a liquid crystal display included in the display unit 11. And the process of this flowchart is complete | finished.

  The above-described step S110 corresponds to the shift speed detection means in the claims, step S140 corresponds to the load coefficient detection means in the claims, and step S210 corresponds to the acceleration detection means in the claims. , Steps S220 and S230 are the acceleration operation possibility determination means in the claims (that is, Step S220 corresponds to the acceleration reduction amount calculation means in the claims and Step S230 corresponds to the acceleration difference determination means in the claims), respectively. Correspondingly, step S310 corresponds to the shift speed change possibility determination means in the claims, step S240 corresponds to the correlation information update means in the claims, and step S320 corresponds to the shift speed switching instruction means in the claims. Equivalent to.

  Further, step S110 described above corresponds to the shift speed detection step in the claims, step S140 corresponds to the load coefficient detection step in the claims, and step S210 corresponds to the acceleration detection step in the claims. Steps S220 and S230 correspond to the acceleration operation propriety determination step in the claims (that is, Step S220 corresponds to the acceleration decrease amount calculation step and Step S230 corresponds to the acceleration difference determination step, respectively), and Step S310 corresponds to the claim. This corresponds to the shift speed changeability determination step in the paragraph.

  In the present embodiment, the step S240 is provided so that the acceleration correlation information D2 can be updated while the vehicle is running. However, the present invention is not limited to this, and the configuration is used without updating the acceleration correlation information created in advance. May be.

  In step S320, an instruction to switch to the upper gear stage Hu is issued. However, the present invention is not limited to this, and the gear stage of the transmission corresponding to the gear stage switching means in the claims is changed to the current gear stage Hp. The process of switching from to the upper gear stage Hu may be performed.

  In step S180, the gear position switching range is set to a range equal to or higher than the frequency average value X. However, the present invention is not limited to this. For example, the range equal to or higher than the value obtained by multiplying the frequency average value X by 0.8, or You may adjust suitably according to the structure of a gear stage switching control apparatus, the motor vehicle etc. in which it is set, such as setting it as the range more than predetermined value (for example, 100).

  In step S180, only the frequency average value X in the class of the engine speed N of the upper frequency distribution table Tu specified by the upper engine speed Nu is used for comparison. However, the present invention is not limited to this, and a plurality of engine speeds are used. The frequency average value X in the N class may be used for comparison. Specifically, (i) a class (hereinafter, referred to as “the engine speed N”) that is one lower than the class (hereinafter referred to as “central class”) of the engine speed N of the upper frequency distribution table Tu designated by the upper engine speed Nu calculated in step S150. The lower class) and the frequency M1 in the column where the class of the accelerator opening β selected to maintain the current load coefficient γp in the lower class is compared with the frequency average value X1 in the lower class, When the frequency M1 is equal to or higher than the frequency average value X1, the process proceeds to step S200. (Ii) When the frequency M1 is less than the frequency average value X1 in the comparison, the frequency M is compared with the frequency average value X. When the frequency M is equal to or higher than the frequency average value X, the process proceeds to step S200. (Iii) When the frequency M is less than the frequency average value X in the comparison, it is selected to maintain the current load coefficient γp in the above-mentioned middle class (hereinafter referred to as the upper class) and the upper class. The frequency M2 in the column where the accelerator opening β class intersects is compared with the frequency average value X2 in the upper class. When the frequency M2 is equal to or higher than the frequency average value X2, the process proceeds to step S200. The process of the flowchart is finished. By doing so, it is possible to determine whether or not to switch to a higher gear within a wider range of engine speed, and to improve the accuracy of gear shifting.

  In Steps S110 to S180, is it possible to switch the current shift speed Hp that is running to the upper shift speed Hu that is one level higher while maintaining the current speed Vp and the current load coefficient γp using the frequency distribution table? However, the present invention is not limited to this, and other processes that do not use the frequency distribution table, such as fuzzification shown in Patent Document 1, are not limited to this. The processing using a neuro may be used.

  The gear position determination device 2 detects the current speed Vp of the automobile, the current engine speed Np, and the current accelerator opening βp and calculates a running gear ratio G (hereinafter, current gear ratio Gp). The current shift speed Hp is determined from the current gear ratio Gp, and the determined current shift speed Hp is notified to the shift speed switching control device 3.

  The gear position determination device 2 includes a microcomputer (hereinafter, μCOM) (not shown). The μCOM is supplied with the vehicle speed pulse P1 and the rotation speed pulse P2 through an input interface provided in the μCOM, and is connected to the gear position switching control device 3 through a communication interface provided in the μCOM. Then, gear stage information J related to the current gear stage Hp is transmitted (notified) to the gear stage switching control device 3.

  The μCOM detects the current speed Vp and the current engine speed Np based on the vehicle speed pulse P1 and the rotational speed pulse P2, and then detects the current speed Vp and the current engine speed Np in the same manner as the microcomputer 10 in the gear position switching control device 3. Based on the current engine speed Np, a current gear ratio Gp is calculated (Gp = Vp ÷ Np). Then, μCOM compares a predetermined reference gear ratio range corresponding to each shift speed with the calculated current gear ratio Gp, and if the current gear ratio Gp is included in the reference gear ratio range, the corresponding shift is performed. The shift speed information J is generated with the shift speed as the current shift speed Hp, and is transmitted to the shift speed switching control device 3.

  In the present embodiment, the shift speed determination device 2 detects the current speed Vp and the current engine speed Np and determines the current shift speed Hp based on them, but the present invention is not limited thereto. For example, the configuration is arbitrary as long as the current shift speed Hp can be notified to the shift speed switching control device 3 such as determining the current shift speed Hp by monitoring the position of the shift knob and the clutch connection state.

  Next, an example of the speed change control operation in the speed change control device 3 will be described with reference to FIGS.

  The shift speed switching control device 3 receives the shift speed information J transmitted from the shift speed determination device 2, detects the current shift speed Hp included in the shift speed information J, and synchronizes with this detection, The speed Vp, the current engine speed Np, and the current accelerator opening βp are detected. As an example, the values detected at this time are assumed to be the current gear stage Hp = 3rd speed, the current speed Vp = 58.8 km / h, the current engine speed 980 rpm, and the current accelerator opening βp = 28%. In addition, the following explanation will be given assuming that the velocity V0 detected immediately before is 58.0 km / h.

  The frequency distribution of the frequency distribution table information D1 (FIG. 10) provided corresponding to the detected current shift speed Hp (that is, the third speed) among the plurality of frequency distribution table information D1 stored in the EEPROM 10d. In the table T (that is, the current frequency distribution table Tp), the class of the engine speed N designated by the detected current engine speed Np (that is, the class of the engine speed of 980 rpm in FIG. 10) and the same are also detected. The frequency M in the column where the class of the accelerator opening β specified by the current accelerator opening βp (that is, the class of the accelerator opening 28% in FIG. 10) intersects is increased by 1 (that is, “50” is changed to “51”). To update). Then, the frequency average value X of the class of the engine speed N is recalculated.

  Then, the current load coefficient γp is calculated from the current accelerator opening βp and the current engine speed Np (γp = 28 ÷ 980 = 0.0286). And included in the frequency distribution table information D1 provided corresponding to the upper gear stage Hu (that is, the fourth speed) one level higher than the current gear stage Hp among the plurality of frequency distribution table information D1 stored in the EEPROM 10d. The higher engine speed Nu when switching to the upper gear stage Hu while maintaining the current speed Vp is calculated from the gear ratio G (that is, the upper gear ratio Gu = 0.070) and the current speed Vp (Nu = 58). .8 ÷ 0.070 = 840 rpm). Then, from the upper engine speed Nu and the current load coefficient γp, the upper accelerator opening degree βu when switching to the upper gear stage Hu while maintaining the current load coefficient γp is calculated (βu = 0.0286 × 840 = 24. 0).

  Then, the frequency distribution table information D1 provided corresponding to the upper gear stage Hu (that is, the fourth speed) that is one higher than the current gear stage Hp among the plurality of frequency distribution table information D1 stored in the EEPROM 10d (see FIG. 11) In the frequency distribution table T included in 11) (that is, the upper frequency distribution table Tu), the class of the engine speed N specified by the calculated upper engine speed Nu (that is, the class of the engine speed 830 rpm in FIG. 11). ) And the degree of accelerator opening β designated by the calculated upper accelerator opening βu (ie, the class M (= 30) in the column where the accelerator opening β of FIG. 11 intersects) and the upper engine rotation The frequency average value X (= 15) in the class of the engine speed N specified by the number Nu is compared. Since the frequency M is equal to or higher than the frequency average value X, the operation proceeds to the next operation (acceleration operation availability determination operation). At this time, if the frequency M is less than the frequency average value X, the operation is terminated without instructing the driver to switch the gear position.

  In the acceleration operation propriety determination operation, the current acceleration Kp is calculated by taking the difference between the current velocity Vp and the velocity V0 detected immediately before (Kp = 58.8-58.0 = 0.80).

  Then, in the acceleration correlation information D2 (FIG. 12) corresponding to the current shift speed Hp, the load coefficient center value γc and the average acceleration in two stages (namely, stages 3 and 4 in FIG. 12) sandwiching the current load coefficient γp therebetween. An average acceleration K1 at the current gear stage Hp is calculated from Ka. That is, the linear function passing through the point A1 (0.025, 0.75) and the point B1 (0.035, 1.28) of the correlation graph Cp schematically shown in FIG. 9 is [Y = 53X-0. .575] and the average acceleration K1 is calculated by substituting the current load coefficient γp into this linear function (K1 = 0.94).

  Then, in the acceleration correlation information D2 (FIG. 13) corresponding to the upper gear stage Hu, the load coefficient center value γc and the average acceleration in two stages (that is, stages 3 and 4 in FIG. 13) sandwiching the current load coefficient γp between them. From this, the average acceleration K2 at the upper gear stage Hu is calculated. That is, the linear function passing through the point A2 (0.025, 0.25) and the point B2 (0.035, 0.78) of the correlation graph Cu schematically shown in FIG. 9 is [Y = 53X−1]. .075], the average acceleration K2 is calculated by substituting the current load coefficient γp into this linear function (K2 = 0.44).

  Then, the average acceleration K2 is subtracted from the average acceleration K1 to calculate the acceleration decrease amount Kg (Kg = 0.94−0.44 = 0.50), and the current acceleration Kp and the acceleration decrease amount Kg are compared. Since the current acceleration Kp is larger, it is possible to accelerate even when switching to the upper gear stage Hu, and an upward arrow is displayed on the display unit 11 and a character of “UP” is displayed to the driver. Instruct to change gear shift (shift up). At this time, if the current acceleration Kp is equal to or less than the acceleration decrease amount Kg, the driver is not instructed to switch the gear position. Then, in the acceleration correlation information D2 corresponding to the current gear stage Hp, the average acceleration Ka and the number of samples n at the stage to which the current load coefficient γp belongs (that is, stage 3 in FIG. 12) are updated.

  Further, at the current gear stage Hp, the current accelerator opening βp and the current acceleration Kp are measured (calculated) at a predetermined interval (for example, 0.5 seconds), and the current accelerator opening βp is determined to be within a predetermined switching range (for example, 90 %) And when the current acceleration Kp is a negative value (Kp <0) for a predetermined number of times (for example, twice), the speed decreases even though the accelerator is depressed. The display unit 11 displays a downward arrow and displays “DOWN” to instruct the driver to change the gear position (shift down).

  As described above, according to the present invention, the current load coefficient γp of the automobile, the acceleration correlation information D2 relating to the relationship between the load coefficient and the acceleration provided corresponding to the current shift speed Hp, and the upper shift above the current shift speed Hp. Based on the acceleration correlation information D2 regarding the relationship between the load coefficient and the acceleration provided corresponding to the stage Hu and the current acceleration Kp of the automobile, the current gear stage Hp is switched to the upper gear stage Hu that is one level higher. It is sometimes determined whether or not acceleration operation is possible, and based on this determination, it is determined whether or not the current gear stage Hp can be switched to the upper gear stage Hu that is one level higher, so that the acceleration operation cannot be performed. Therefore, it is possible to prevent an inappropriate shift speed change determination.

  Further, it corresponds to the current load coefficient γp of the automobile, the acceleration correlation information D2 relating to the relationship between the load coefficient and the acceleration provided corresponding to the current gear stage Hp, and the upper gear stage Hu one above the current gear stage Hp. The acceleration reduction amount Kg when the current shift speed Hp is switched to the upper shift speed Hu one level higher than the current shift speed Hp is obtained based on the acceleration correlation information D2 relating to the relationship between the load coefficient and acceleration provided in Based on the difference between Kp and the acceleration reduction amount Kg, it is determined whether or not the acceleration operation is possible when the current gear stage Hp is switched to the upper gear stage Hu that is one level higher. It is possible to determine whether or not an acceleration operation can be performed when the current gear stage Hp is switched to the upper gear stage Hu that is one level higher. Therefore, it is possible to easily determine an inappropriate gear stage switching that makes the acceleration operation impossible. It can be stopped.

  Further, since the acceleration correlation information D2 provided corresponding to the current gear stage Hp can be updated based on the current load coefficient γp and the current acceleration Kp, the load coefficient and acceleration adapted to the current state of the vehicle can be updated. Correlation information related to the relationship can be obtained, so there is no need to adjust the correlation information according to the state of the vehicle that changes due to the load amount of the luggage or deterioration over time, and it is not necessary to create the correlation information in advance. Therefore, it can contribute to cost reduction, and versatility is improved, so that any car can be installed.

  In addition, when it is determined that the current shift speed Hp can be switched to the upper shift speed Hu that is one level higher, an instruction is given to prompt the switch from the current shift speed Hp to the upper shift speed Hu that is one level higher. The driver can be urged to change the gear position for fuel-saving driving, and the driver can be assisted to reduce the driving burden.

  In the present embodiment, the device is a device that prompts switching of the shift speed. However, the present invention is not limited to this. For example, a device that automatically switches the shift speed included in the transmission to a higher gear can be used. Good. In this way, when it is determined that the current gear stage Hp can be switched to the upper gear stage Hu that is one level higher, the current gear stage Hp is switched to the upper gear stage Hu that is one level higher. The shift stage for fuel-saving driving can be switched regardless of the driver's operation, and the driver's burden can be reduced by assisting the driver.

  Further, the gear position switching control device 3 is incorporated in the driving support device 1, but is not limited thereto, and can be incorporated in, for example, a digital tachograph device or a car navigation device that monitors the running state of the automobile. It is.

  In addition, embodiment mentioned above only showed the typical form of this invention, and this invention is not limited to embodiment. That is, various modifications can be made without departing from the scope of the present invention.

It is a basic block diagram of the gear position switching control apparatus of the present invention. It is a lineblock diagram of a driving support device provided with a gear change control device which shows one embodiment of the present invention. It is a block diagram of the gear stage switching control apparatus of FIG. 4 is a memory map of the EEPROM of FIG. It is a figure which shows an example of the frequency distribution table information of FIG. It is a figure which shows an example of the acceleration correlation information of FIG. It is a flowchart which shows an example of the speed change control process in CPU with which the speed change control apparatus of this invention is provided. It is a flowchart (continuation) which shows an example of the gear stage switching control process in CPU with which the gear stage switching control apparatus of this invention is provided. It is a correlation graph which shows the relationship with the load coefficient and average acceleration in acceleration correlation information. It is explanatory drawing which shows the frequency distribution table information corresponding to the present gear stage. It is explanatory drawing which shows the frequency distribution table information corresponding to a high-order gear stage. It is explanatory drawing which shows the acceleration correlation information corresponding to the present gear stage. It is explanatory drawing which shows the acceleration correlation information corresponding to a high-order gear stage. It is a block diagram of the conventional gear stage switching control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Driving assistance apparatus 2 Shift speed determination apparatus 3 Shift speed switching control apparatus 10a CPU
10d EEPROM
10a1 Gear position detecting means (CPU)
10a2 Load coefficient detection means (CPU)
10a3 Acceleration detection means (CPU)
10a4 Acceleration operation availability determination means (CPU)
10a41 Acceleration reduction amount calculation means (CPU)
10a42 Acceleration difference determination means (CPU)
10a5 Gear position change possibility determination means (CPU)
10a6 Correlation information update means (CPU)
10a7 Shift speed change instruction means (CPU)
10a8 Gear position switching means (CPU)
10d1 correlation information storage means (EEPROM)

Claims (7)

Used in a vehicle that travels with a plurality of shift speeds included in the transmission switched, and determines whether it is possible to switch the shift speed that is running to the shift speed one level higher for fuel-saving driving In the gear position switching control device,
Correlation information storage means for storing a plurality of correlation information related to the relationship between the load coefficient and acceleration of the automobile provided corresponding to each of the plurality of shift stages;
Gear position detecting means for detecting the gear position during travel of the automobile;
Load coefficient detecting means for detecting the load coefficient during travel of the automobile;
Acceleration detecting means for detecting the acceleration during travel of the automobile;
The load coefficient detected by the load coefficient detection means and one of the plurality of correlation information stored in the correlation information storage means corresponding to the running gear speed detected by the gear speed detection means. Correlation information, one piece of the correlation information corresponding to the above-mentioned shift stage that is one of the above-described shift stages detected by the shift stage detection means among the plurality of correlation information stored in the correlation information storage means Based on the acceleration detected by the acceleration detecting means, it is determined whether or not the automobile can be accelerated when the traveling gear stage is switched to the upper gear stage. Accelerating operation propriety determining means to perform,
A shift that determines whether or not it is possible to switch the shift stage that is running to the shift stage that is one level higher based on the determination of whether or not the acceleration operation of the vehicle is possible by the acceleration operation enable / disable determining unit. And a gear position change control device.   The acceleration operation propriety determination means is the running coefficient detected by the shift speed detection means among the load coefficient detected by the load coefficient detection means and the plurality of correlation information stored in the correlation information storage means. One of the correlation information corresponding to the shift speed, and the one of the plurality of correlation information stored in the correlation information storage means on one of the running shift speeds detected by the shift speed detection means. An acceleration reduction amount calculating means for calculating an acceleration decrease amount when the traveling gear position is switched to the gear position one above based on the one correlation information corresponding to the gear position; and the acceleration Based on the difference between the acceleration decrease amount calculated by the decrease amount calculating means and the acceleration detected by the acceleration detecting means, the shift stage being traveled is increased by one. Shift speed switching control device according to claim 1, characterized in that it has a an acceleration difference determining means for determining whether the can accelerate operation of the motor vehicle when switching to the shift stage.   Based on the load coefficient detected by the load coefficient detection means and the acceleration detected by the acceleration detection means, the gear position detection means among the plurality of correlation information stored in the correlation information storage means. 3. The gear position switching control device according to claim 1, further comprising correlation information updating means for updating one piece of the correlation information corresponding to the gear position being traveled detected by the step.   When it is determined by the shift position switching enable / disable determining means that the shift stage being traveled can be switched to the shift stage that is one level higher, the shift stage that is running is shifted from the shift stage that is traveled to the shift stage that is one level higher. The gear position switching control device according to any one of claims 1 to 3, further comprising gear position switching instruction means for instructing switching.   When it is determined by the shift speed switching enable / disable determining means that it is possible to switch the running gear to the next higher gear, the running gear is changed to the next higher gear. The shift speed switching control device according to any one of claims 1 to 3, further comprising a shift speed switching means for switching. Used in a vehicle that travels with a plurality of shift speeds included in the transmission switched, and determines whether it is possible to switch the shift speed that is running to the shift speed one level higher for fuel-saving driving A shift speed switching control method for performing
A shift speed detection step for detecting the shift speed during travel of the automobile;
A load coefficient detection step for detecting a load coefficient during travel of the automobile;
An acceleration detection step of detecting acceleration during travel of the automobile;
Correlation information regarding the relationship between the load coefficient detected in the load coefficient detecting step, the load coefficient detected in the shift speed detecting step, the load coefficient preliminarily provided corresponding to the shift speed in progress, and the acceleration; The vehicle travels based on the correlation information provided corresponding to the shift stage that is one of the shift stages being traveled detected in the speed detection process, and the acceleration detected in the acceleration detection process. An acceleration operation propriety determination step for determining whether or not the automobile can perform an acceleration operation when the gear position in the middle is switched to the gear position one above.
Based on the determination as to whether or not the acceleration operation of the vehicle is possible in the acceleration operation determination step, it is determined whether or not it is possible to switch the traveling gear to the next higher gear. A speed change control method comprising: a speed change possibility determination step. Used in a vehicle that travels with a plurality of shift speeds provided in a transmission, and determines whether it is possible to switch the current shift speed to the shift speed one level higher for fuel-saving driving A computer of the gear position switching control device
Gear position detecting means for detecting the gear position during travel of the automobile;
Load coefficient detecting means for detecting a load coefficient during travel of the automobile;
Acceleration detecting means for detecting acceleration during travel of the automobile;
Correlation information relating to the relationship between the load coefficient detected by the load coefficient detecting means, the load coefficient preliminarily provided corresponding to the shifting speed in progress detected by the shift speed detecting means, and the acceleration; Based on the correlation information provided in advance corresponding to the shift stage on one of the shifting stages being traveled detected by the stage detection means, and the acceleration detected by the acceleration detection means, Accelerating operation propriety determining means for determining whether or not the automobile can perform an accelerating operation when the shifting gear stage being traveled is switched to the shift stage one level above;
A shift that determines whether or not it is possible to switch the shift stage that is running to the shift stage that is one level higher based on the determination as to whether or not the acceleration operation of the vehicle is possible by the acceleration operation enable / disable determining unit. A shift speed change control program that functions as a step changeability determination means.

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