JP2000039062A - Speed change control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a speed change control device to set an optimum change gear ratio satisfying a car speed suited for a road state, such as a curve curvature radius of a road which the vehicle enters, set a change gear ratio by causing an optimum change gear ratio to reflect the will of a driver, be actuated according to the will of the driver, and increase precision and reduce the generation of a feeling of a physical disorder. SOLUTION: When a curve road is recognized in front in a vehicle running direction through road information of a navigation device, from the road information, a recommended car speed suited for a road state, such as the curve curvature radius of the specified point of a road which a vehicle is about to enter, is calculated. Further, deceleration necessary to satisfy the recommended car speed is calculated based on a present car speed and a distance from a present vehicle position to a specified point, and a change gear ratio optimum to obtain necessary deceleration is calculated. When, with this state, a driver effects deceleration operation, corner entrance control is worked. The optimum change gear ratio is corrected by deceleration operation reflecting the deceleration will of a driver to set a change gear ratio. An automatic continuously variable transmission is controlled so that the change gear ratio is adjusted to the set value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle equipped with an automatic transmission mechanism, and more particularly to an automatic transmission mechanism adapted to adapt to road conditions (particularly curves and corners) recognized by a navigation device. The present invention relates to a navigation transmission control means for controlling the speed change.

The automatic transmission mechanism is a continuously variable transmission (hereinafter referred to as CVT) of a belt type, a toroidal type, or the like used with a drive source such as an internal combustion engine or an electric motor.
Is preferred, but a stepped automatic transmission (automatic transmission; AT) may be used. Further, the electric control is used for a hybrid vehicle or an electric vehicle having an internal combustion engine and an electric motor, and outputs a continuously variable transmission by controlling a motor generator. It also includes a device.

[0003]

2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Publication No. 6-58141, control of an automatic transmission for changing a control pattern of an automatic transmission according to road information of a navigation device around a current position of a vehicle. A device has been devised. In high altitude driving, a shift diagram of a high output request mode (a so-called power mode or sport mode) is selected, and shifting (especially upshifting) is prohibited during curve running. The two-stage downshift control is prohibited, and a sudden torque fluctuation in the driving force of the vehicle is prevented.

[0004]

The above-mentioned prior art, when recognizing that the road ahead of the vehicle is a curved road, inhibits the shift of the automatic transmission. The shift speed of the approach road is not always adapted to the curve radius of curvature, so that the shift control cannot be performed according to an appropriate road condition (curve radius of curvature) and the speed is fixed to the shift speed. In addition, the control is uncomfortable against the driver's intention.

Accordingly, the present invention sets an optimum driving force (optimum speed ratio) that satisfies a vehicle speed suitable for a road condition such as a curve radius of curvature of a road on which a vehicle is to enter, and drives the vehicle to the optimum driving force. It is an object of the present invention to provide a shift control device with high accuracy and less discomfort by setting a driving force (gear ratio) by reflecting a driver's intention and operating according to the driver's intention.

[0006]

According to the present invention, there is provided an automatic transmission mechanism (9, 20) for transmitting a driving force from a driving source to driving wheels, and detecting a current position of a vehicle having road information. A shift control device for a vehicle that controls the automatic transmission mechanism based on information from the navigation device. The shift control device controls the automatic transmission mechanism based on information from the navigation device. Including at least a recommended vehicle speed (Vr) of the specific position on the road (for example, a node), a current vehicle speed (Vo), and a distance (L1, L2,...) From the current position of the vehicle to the specific position. A driving force calculating means (10a) for calculating a required deceleration (d) to the specific position based on a predetermined value and calculating an optimum driving force for obtaining the deceleration; Corner approach control means for setting a correction to the driving force of the optimum driving force calculated by the driving force calculating means based on the kind of decelerating operation and (10b), provided with,
A shift control device for a vehicle, wherein the automatic shift mechanism is controlled so as to have a driving force set by the corner entry control means.

According to a second aspect of the present invention (see FIG. 8), in the deceleration operation, the accelerator pedal is switched from on to off (S20), and the accelerator pedal is kept off (S2).
2) and operation direction operation of a brake pedal (S24), and the driving force is set to the optimum driving force by switching the accelerator pedal from on to off (S2).
1) By keeping the accelerator pedal in the off state, the driving force is set to a value obtained by multiplying the optimum driving force by a predetermined coefficient (for example, 0.8) smaller than 1 (S23), and the operation direction of the brake pedal is set. Operation, the driving force is changed to the optimum driving force by a predetermined coefficient larger than 1 (for example, 1.2).
(S25). The shift control device for a vehicle according to claim 1, wherein the value is multiplied by (S25).

According to a third aspect of the present invention (see FIGS. 2, 5, 6, and 7), the automatic transmission mechanism includes a continuously variable transmission (9) interposed between the drive source and the drive wheels. , 20), the optimal driving force is an optimal speed ratio (Ipx) for obtaining the required deceleration (d), and the driving force is a speed ratio (Ip) of the continuously variable transmission. A shift control device for a vehicle according to claim 1 or 2.

According to a fourth aspect of the present invention, the automatic transmission mechanism is a stepped automatic transmission interposed between the driving source and a driving vehicle, and the optimum driving force obtains the required deceleration. 3. The shift control device for a vehicle according to claim 1, wherein the drive force is a shift speed of the stepped transmission closest to the optimum shift ratio.

According to a fifth aspect of the present invention, the driving source includes:
3. The shift control device for a vehicle according to claim 1, wherein the shift control device is a motor generator or a module generator and an internal combustion engine, and the automatic transmission mechanism is an electric control device that controls positive and negative driving forces of the motor generator. It is in.

[Operation] Based on the above configuration, when a curved road is recognized ahead of the vehicle in the traveling direction of the vehicle based on the road information of the navigation device (3), a curve at a specific point of the road to be entered from the road information is obtained from the road information. A recommended vehicle speed (Vr) suitable for road conditions such as a radius of curvature is calculated, and the deceleration (d) required to satisfy the recommended vehicle speed is at least the recommended vehicle speed (Vr) and the current vehicle speed (Vo). ) And the distance from the current vehicle position to the specific point (L1, L2)
..), And an optimum driving force (speed ratio Ipx) for obtaining the required deceleration is calculated. In addition,
The term driving force is used to include control by a motor generator, but when a transmission is interposed, the forward driving force increases in proportion to the gear ratio, so that it is substantially equivalent to the gear ratio. Since the transmission is employed in a general vehicle, it is hereinafter generally referred to as a gear ratio.

Then, in this state, the driver performs a deceleration operation,
For example, when the accelerator pedal is switched from on to off (accelerator off event) and an operation in an operating direction such as maintaining the accelerator pedal off or turning on the brake pedal is performed, the corner entry control means (10b) operates, The gear ratio is set by correcting the optimum gear ratio based on the type of the deceleration operation reflecting the driver's intention to decelerate, and an automatic transmission mechanism (for example, CVT) is controlled to achieve the gear ratio.

Note that the reference numerals in the parentheses and the reference drawings are for the purpose of comparison with the drawings, but are for the sake of convenience for easy understanding, and are not intended to limit the structure of the present invention. It does not do.

[0014]

According to the first aspect of the present invention, the corner entry control means is operated by the driver's deceleration operation, so that the driver does not feel uncomfortable, and the road condition where the vehicle is about to enter. For example, a required deceleration that satisfies a recommended vehicle speed suitable for a radius of curvature or the like is calculated, an optimum driving force (speed ratio) for obtaining the required deceleration is set, and the driver's deceleration is set to the optimum driving force. The driver's intention is reflected in the optimal driving force based on the road conditions because the driving force is corrected by multiplying by the coefficient corresponding to the type of operation, so it is highly accurate, safe and efficient, and further makes the driver feel uncomfortable. The shift control of the vehicle with which the driver feels less can be performed.

According to the second aspect of the present invention, when the accelerator pedal is switched from on to off, it is determined that the driver desires deceleration traveling with the optimal driving force.
It is determined that the driver desires a weaker deceleration running by setting the optimum driving force suitable for the road condition and keeping the accelerator pedal in the off state, and is multiplied by a predetermined coefficient smaller than 1 to be relatively small. When the driving force (gear ratio) is set and the brake pedal is further operated in the operating direction (switching from OFF to ON, detecting the ON state, increasing the pressure on the brake pedal, etc.), the driver can drive at a slower deceleration. When it is determined that the driving force is desired, a relatively large driving force (gear ratio) is set by multiplying by a predetermined coefficient larger than 1, thereby setting an appropriate driving force (gear ratio) according to the driver's intention. be able to.

According to the third aspect of the present invention, the present invention is applied to a vehicle in which a continuously variable transmission (CVT) is interposed between a driving source such as an engine and a driving wheel, and the speed ratio of the continuously variable transmission is adjusted appropriately. Thus, a vehicle shift control device with high accuracy can be obtained.

According to the present invention, the present invention is applied to a vehicle in which a stepped automatic transmission is interposed between a driving source and a driving wheel, that is, a vehicle equipped with a normal automatic transmission (AT). By setting a gear speed close to the gear ratio, a highly safe vehicle speed control device according to road conditions can be automatically obtained.

According to the fifth aspect of the present invention, since the driving force of the motor generator is controlled to set the driving force according to the road conditions, the electric vehicle equipped with the electric motor as the driving source, the internal combustion engine and the electric vehicle The present invention can be applied to a hybrid vehicle equipped with a motor to perform appropriate shift control.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the entire system of a vehicle shift control device to which the present invention is applied, and includes a vehicle state detecting means 2, a navigation device 3, an engine control unit (ENG.ECU) 5, and a continuously variable transmission. Control unit (CVT / ECU) 6, engine operating means 7, CV
It has T operation means 9 and navigation speed change control means 10.

The vehicle state detecting means 2 is a means for detecting the running state of the vehicle and the intention of the driver, and more specifically, an accelerator sensor for detecting the on / off state of the accelerator pedal and the amount of accelerator opening (depressed amount). 2a, brake sensor 2b for detecting operation and non-operation of a brake pedal, CVT
A vehicle speed sensor 2c for detecting the rotation speed of the output unit, a throttle opening sensor 2d for detecting the throttle opening, a steering sensor 2e for detecting the turning angle (steering angle) of the steering, an engine speed sensor 2f, and the like. ing.

The navigation device 3 has a known structure, and includes a GPS receiver, a geomagnetic sensor, a distance sensor, a gyro sensor and the like.
a, a road information storage unit 3b storing map information such as a CD-ROM and an MO, an input unit 3c including an operation button, a touch sensor panel or a voice input device, and a CRT or LC
It has a display unit 3d such as a panel, which detects the current position of the vehicle, searches for and guides the route to the destination input by the driver, and information on the road located in the traveling direction of the vehicle, such as a curve. , An intersection, a node and a curve radius of curvature in a predetermined section, a distance from the current position to the intersection, a curve section, and the like are detected.

The engine control unit 5 is composed of a computer unit, and inputs various signals such as the accelerator opening operated by the driver, that is, the actual throttle opening and the gear ratio from the continuously variable transmission control unit 6. And outputs a predetermined output signal to engine operating means 7 such as an injector.

The control unit 6 for the continuously variable transmission receives the signals from the engine speed sensor 2f, the vehicle speed sensor 2c and the mode selection unit 11 and receives the best fuel economy characteristic or maximum power characteristic selected by the mode selection unit. And a navigation information traveling control unit 6b for inputting a signal from the navigation transmission control unit 10 and setting a transmission ratio suitable for road conditions. And outputs signals from these control means to CVT operating means 9 such as a hydraulic actuator.

The navigation transmission control means 10 includes a driving force (transmission ratio) calculating means 10a for calculating an optimum driving force (optimal transmission ratio) suitable for the road condition ahead of the vehicle in the vehicle traveling direction obtained from the navigation device 3. A corner entry control means 10b for setting a speed ratio corresponding to a road condition in which the vehicle is going to travel based on the optimum speed ratio, and that the vehicle is in a corner requiring a change in the running direction by a predetermined amount or more. An in-corner control means 10c for detecting and setting an appropriate gear ratio when the vehicle is located in the corner, and detecting that the vehicle is in an escape state from the corner, and Among the gear ratios set by the corner exit control means, the mid-corner control means, and the corner exit control means. It has a selection control unit 10e for selecting a maximum speed ratio, the selected gear ratio to said selection control means of the CVT control unit 6 navigation information running control means 6
b and the flag.

The navigation transmission control means 10 is generally stored in a control unit built in the navigation device 3, but is not limited to this, and may be stored in a CVT control unit. The control unit for ENG. E
The CU 5, the CVT / ECU 6, and the navigation device control unit may be stored in an integrated control unit.

Next, referring to FIG. 2, a belt type continuously variable transmission (C) as an example of a continuously variable transmission mechanism applicable to the present invention.
VT) will be described. CVT20 the lock-up clutch as a starting device C _L a torque converter 2
1, a dual-pinion planetary gear 22, which constitutes a forward / reverse rotation device, a belt-type continuously variable transmission 23, and a differential device 25, and these devices are housed in a separate integrated case.

The planetary gear 22 includes a sun gear 22
S, a ring gear 22R, and a carrier 22C supporting _two pinions 22P ₁ and 22P ₂ meshing with these gears, respectively. A sun gear 22S is connected to an input shaft 26 from the torque converter 21 and a carrier 22C.
C is connected to a planetary pulley 27 of the continuously variable transmission 23. The carrier 22C and the ring gear 22
R, a direct coupling clutch C is interposed, and a reverse rotation brake B is interposed between the ring gear 22R and the case 29.

The belt-type continuously variable transmission 23 includes a primary pulley 27, a secondary pulley 30, and a belt (or chain) made of metal or the like wound around these pulleys.
31. The two pulleys are respectively composed of fixed sheaves 27a and 30a and movable sheaves 27b and 30b. A hydraulic servo 31 having double chambers 31a and 31b is provided on the back of the primary movable sheave 27b, and a hydraulic servo 33 having a pulley loading spring 32 and a single chamber 33a is provided on the back of the secondary movable sheave 30b. Are arranged.
To the hydraulic servos 31 and 33, a belt clamping pressure corresponding to the load torque is applied, and hydraulic pressure is supplied so as to achieve a predetermined gear ratio. The hydraulic pressure is appropriately adjusted by inputting a signal from the CVT / ECU 6 to a linear solenoid valve (corresponding to the CVT operation unit 9) in a hydraulic circuit (not shown), and is switched by a switching valve or the like.

Further, the secondary pulley 30 is connected to a ring gear 25a of the differential device 25 via a counter gear 35, and the rotation of the pulley is reduced and transmitted to the differential device 25. The differential device 25 transmits the rotation of the ring gear 25a to the left and right side gears 25 via a differential carrier 25b.
c, 25d in accordance with the load, and these side gears are connected to the drive axle via left and right axles 36l, 36r, respectively.

In FIG. 2, reference numeral 37 denotes a sensor which is disposed facing the torque converter housing 21a connected to the engine crankshaft 39 and detects the engine speed. Reference numeral 40 denotes a primary fixed sheave 27.
a, an input rotation sensor that is disposed facing the secondary pulley 27 and detects a rotation speed of the secondary pulley 30; and a vehicle speed sensor 41 that is disposed facing the secondary fixed sheave 30a and detects the rotation speed of the secondary pulley 30; Based on the signals from the primary and secondary rotation sensors 40 and 41, the actual gear ratio of the belt-type continuously variable transmission 23 and thus the continuously variable transmission 20 is detected.

The present invention is not limited to the above-described belt-type continuously variable transmission. For example, the continuously variable transmission (I) that self-converges to a state where the output becomes zero as disclosed in Japanese Patent Laid-Open No. 8-261303 is disclosed.
VT), a toroidal type continuously variable transmission, a hydrostatic continuously variable transmission (HST), and the like, as well as an electric vehicle and an electric motor driven by an electric motor. Also, the present invention can be similarly applied to a device that can control the driving torque to wheels continuously, such as a driving force control device using the motor generator in a hybrid vehicle that uses an internal combustion engine as a driving source. Further, the present invention can be similarly applied to a vehicle equipped with a stepped automatic transmission (automatic transmission) by setting the gear position closest to the optimum gear ratio.

Next, the shift control based on road information from the navigation device according to the present invention will be described with reference to FIGS. FIG. 3 shows the speed change control (navi C
4 is a flowchart showing the entirety of the VT), and is a road information storage unit (road data file) 3 of the navigation device 3;
b, road information in a predetermined range in the traveling direction from the current position of the vehicle, such as the radius of curvature of the curve, the distance from the current vehicle position to the corner of the curve, the gradient of the road, etc., are input (S1). The vehicle information from the vehicle state detecting means 2 such as the accelerator sensor 2a, the brake sensor 2b, and the vehicle speed sensor 2c, for example, event information (deceleration operation information) of the driver of the accelerator pedal and the brake pedal, vehicle speed, CVT gear ratio, and the like. It is input (S2).

Specifically, as shown in FIG. 4, road data is stored in the road information storage unit 12 of the navigation device 3 as nodes and connecting lines between the nodes. That is, in FIG. 4, the solid line R indicates the shape of the road, where the road is represented by nodes N1, N2, N3... N12 and links that are line segments connecting the nodes. Each node is defined by coordinates such as latitude and longitude, which are absolute coordinates. Further, the road shape is defined not only by the nodes and the links but also by the altitude. The altitude data is a predetermined interval between left, right, up and down (for example,
m) is held at each of the points in the matrix form, for example, the data has an altitude of 24 m at the point of 11-11 and an altitude of 28 m at the point of 11-12 in the figure. It is obtained by inter-line interpolation from the elevation of the matrix point. Further, the link is further defined by road attribute data, road type data, and the like indicating what characteristics the road has. Here, the road attribute data includes the number of lanes of a road, the presence or absence of one-way traffic, the presence or absence of an intersection, the number of intersections, the distance, the width, the cant, the bank, and the like.The road type data includes the expressway, national road, general The type of road, such as a road.

Then, an average curvature, a road gradient, an altitude change rate, a radius of curvature of a curve, and the like are obtained from the position of the node, the positional relationship between the nodes, and the positional relationship between the altitude data surrounding the node. That is, the radius of curvature of the road in the section from N1 to N3 is obtained from three node positions, for example, N1, N2, and N3, and the radius of curvature of the road in the section from N2 to N4 is obtained from N2, N3, and N4. , N
From N4 and N5, the radii of curvature of the roads in the sections N3 to N5 are obtained one after another, and together with the altitude data, the condition of the road is obtained accurately. In order to reduce the amount of data, it is possible to hold elevation points in a matrix, and to have elevation data for each node.Also, for each section of the road, for example, a gradient value is previously provided for each link. And then
It is also possible to use this.

In addition, a planned traveling route in which the vehicle will travel is set, and the planned traveling route is the set traveling route when the traveling route to the destination is set in advance in the navigation device. If the route is not set, the route may be, for example, a route that is expected to pass when the vehicle naturally travels (a route type and a route having the same road attribute as the type currently traveling). . Then, the current position of the vehicle on the road is determined based on a signal from the current position detection unit 3a, and a predetermined range including the current position ahead of the traveling direction (for example, 1k from the current position).
m), the road conditions such as the curve and the distance from the current position to the current position (for example, each node) are obtained and input to the speed ratio calculating means 10a (FIG. 1) of the navigation speed change control means. Note that the road conditions are not limited to curves as shown in FIG. 4, but are similarly obtained at intersections and T-shaped roads, and the present invention can be applied.

Next, in step S3 (FIG. 3), a recommended vehicle speed Vr is calculated from the input road information and vehicle information. As shown in FIG. 5, a recommended vehicle speed data table (map) is prepared, and the recommended vehicle speed Vr is determined by a curvature radius R of a curve (corner) obtained based on each node from the road information. The recommended vehicle speed is set so as to decrease as the radius of curvature decreases, and the recommended passing vehicle speed Vr for each node point is set. Note that the recommended speed Vr refers to a speed at which the vehicle can pass the curve (corner) stably. The recommended vehicle speed Vr is not limited to the one set for each node, and a temporary node point (complementary point) may be set for each fixed distance obtained by dividing the link at equal intervals. By setting the supplementary points, the shape (curve, corner) of the road can be determined in detail, so that it is possible to set a recommended vehicle speed (driving force) that is more suitable for road conditions.

Then, in step S4 (FIG. 3), the required deceleration is calculated so as to attain the recommended vehicle speed Vr at each node. As shown in FIG. 6, the vehicle speed (current vehicle speed) Vo at the vehicle current position and the nodes N1 and N1 within a predetermined range (for example, 200 m) in the traveling direction from the vehicle current position.
The recommended speeds Vr1, Vr2, Vr3 of N2, N3,.
From the distances L1, L2, L3 from the current position to the nodes N1, N2, N3, the points P1, P2, P3, which are the recommended speeds at the respective nodes, are smoothed by a predetermined map or a predetermined formula. The required deceleration (deceleration) is calculated. That is, each point P1, P2, P from the current point Po
The gradient of the tangent on the curve leading to 3 is determined, and the gradient becomes the required deceleration to satisfy the recommended speed of each node.

The above description is based on three nodes N1, N
2 and N3, the radius of curvature at a predetermined node (for example, nodes N1, N2, N3 to N2) is sequentially input by adjacent nodes before and after, and all nodes N within a predetermined range from the current position are input. _1, n ₂ ... n recommended vehicle speed with respect to _n Vr1, Vr2 ... Vrn is calculated, further distances L ₁ to each node, L ₂ ... point from the L _n P1, P2
.. Pn are calculated, and the degree of deceleration for all nodes, that is, the deceleration d is calculated.

In the above description, a flat ground is described. For example, a plurality of maps corresponding to road gradients are prepared, or a map or a formula for the flat ground is corrected by gradient data, or the like. It is preferable to calculate the deceleration d in consideration of the gradient. Furthermore, the vehicle weight of a single passenger and a four passenger can be calculated based on, for example, the acceleration when a specific output shaft torque is generated, and the deceleration d is corrected in consideration of the vehicle weight. Good.

Next, in step S5 (FIG. 3), the optimum speed ratio Ip of the CVT 20 based on the required deceleration d is calculated. Because the inertia force such as vehicle weight is known in advance,
As shown in FIG. 7, a map of the relationship between the vehicle speed and the deceleration using the CVT speed ratio Ip as a parameter can be prepared from the characteristics of the vehicle to be controlled. And the current vehicle speed Vo
And the required deceleration d for each node, the intersection Ip
x is obtained, and the intersection Ipx is interpolated from the speed ratio Ip as a parameter to obtain the speed ratio (pulley ratio). The optimum gear ratio I for satisfying the required deceleration is
px is not limited to the above map, but can also be obtained by formulating characteristics at several types of pulley ratios and complementing them by calculation. That is, in the present navigation shift control, the accelerator pedal is generally in an OFF state, and a negative driving force state in which power is transmitted from the wheels toward the engine because of the control requiring deceleration of a curve or the like. In a so-called engine braking state, the engine functions to absorb the wheel inertia torque, and the optimal speed ratio of the CVT is set from the required deceleration. The map shown in FIG. 7 is desirably created in consideration of environmental factors such as running resistance.

The above-mentioned optimum speed ratio Ipx is obtained by calculating a driving force necessary for deceleration, that is, a deceleration torque, in order to match the recommended vehicle speed with the own vehicle speed at the target node for various drive systems. May be determined by That is, the driving force F required to decelerate the vehicle is calculated by F = md. Here, m is the vehicle mass, which can be corrected by the number of occupants as described above, and d is the deceleration (deceleration) calculated in step S4. Further, from the driving force F, a torque (deceleration torque) T required for deceleration is calculated based on an equation of F = KT. Here, K is a factor indicating vehicle characteristics, and is a value determined according to a tire diameter, a reduction ratio, and the like specific to the vehicle. Then, based on the deceleration torque, the optimum gear ratio is determined by, for example, a map or an expression in which the deceleration torque is used instead of the required deceleration in FIG. The deceleration torque is useful in an electric vehicle or a hybrid vehicle when direct driving force control is performed.

In the above embodiment, the calculation of the optimum gear ratio of the CVT has been described. However, the present invention can be applied to a multi-stage automatic transmission (so-called automatic transmission; AT).
The gear speed closest to the optimum gear ratio obtained in the above is adopted as the optimum gear ratio. When the driving force is controlled by an electric motor or a motor generator, the electric motor or the motor generator is controlled so as to output the deceleration torque. In other words, the negative torque in the direction from the wheels to the drive source is the deceleration torque.In the case of an electric motor, regenerative braking is controlled to correspond to the deceleration torque.In the case of a hybrid vehicle, the deceleration torque is applied to the output of the internal combustion engine. It is conceivable to control the added torque so as to generate electric power by the motor generator.

Next, in step S6 (FIG. 3), corner entry control is performed. In the corner entry control, as shown in FIG. 8, first, it is determined whether or not the accelerator pedal has changed from ON to OFF based on the accelerator sensor 2a as the driver's deceleration operation (S20). The moment when a certain change is made when the driver performs some operation is called an event, and the above step S20 is called an accelerator event. When the accelerator pedal is switched from ON to OFF (YES), it is determined that the driver intends to decelerate, and the optimum gear ratio calculated in step S5 is set as a recommended gear ratio. A flag is set to indicate that the recommended gear ratio has been set by the corner entry control (S
21).

If there is no switching from ON to OFF of the accelerator pedal (NO), it is determined whether or not the accelerator pedal is in the OFF state as a driver's deceleration operation (S2).
2). Then, when the accelerator is in the OFF state (YE
S), a value obtained by multiplying the calculated optimum gear ratio by 0.8 is set as the recommended gear ratio, and a flag is set in the same manner as in step S21 (S23). When the accelerator is off for a predetermined time, it is determined that the driver maintains a state in which the driver does not intend to increase the deceleration (deceleration / acceleration) beyond at least the current level, for example, a constant speed state (coast state). hand,
In order to achieve a deceleration weaker than the optimum speed ratio, a speed ratio slightly shifted to the upshift side from the optimum speed ratio by multiplying by a coefficient (for example, 0.8) smaller than 1 is set as a recommended speed ratio.

When the accelerator pedal is not in the OFF state (NO), the brake sensor 2 is used as a driver's deceleration operation.
It is determined whether or not the brake pedal is depressed based on b (S24). If the brake is in the ON state (YES), a value obtained by multiplying the optimum speed ratio by a coefficient (for example, 1.2) larger than 1 is set as the recommended speed ratio, and the flag is set in the same manner as in step S21. Stand up (S25). In the brake ON state, the driver determines that the driver intends to greatly decelerate, and multiplies a coefficient (for example, 1.2) larger than 1 so that a deceleration stronger than the optimal gear ratio is applied. A gear ratio shifted down by a predetermined amount from the gear ratio is set as a recommended gear ratio.

As another embodiment, the determination in step S24 may be made according to whether the brake pedal has changed from OFF to ON (whether a brake event has occurred). In addition, a brake depression pressure sensor (not shown) may be provided, and the determination in step S24 may be made based on the magnitude of the depression pressure of the brake pedal depressed by the driver. Further, the coefficient for multiplying the optimal gear ratio may be set more finely. You may.

When the brake is not ON (N
O), the accelerator pedal is in the ON state and the brake is not actuated. In this case, the CVT control unit (ECU) 6 gives priority to the speed ratio command from the navigation speed change control means 10 and performs the normal control. The traveling means 6a sets a predetermined gear ratio according to the best fuel efficiency characteristic or the maximum power characteristic based on the vehicle speed and the throttle opening (S26). In this case, generally no deceleration by the driver is required,
A small gear ratio (for example, Ip = 0.5) is set.

[0048] Incidentally, the corner entry control, regardless of the road conditions, such as a corner portion (curved situation), the node N _1,
Sequentially performed on the basis of the optimal gear ratio set respectively N ₂ ... for each N _n. That is, in FIG. 4, even if the nodes N1, N2, and N3 correspond to the corner approaching road with respect to the corner N4, and the nodes N5 and N6 correspond to the corner approaching road with respect to the corner N7, it depends on the actual road condition. All nodes N ₁ , N ₂ ... N ₄ ... N ₇ .
_The above-described corner entry control is sequentially performed on _n .

Next, in step S7 (FIG. 3), control during cornering is performed. The determination as to whether or not the vehicle is in a corner where the inside-of-corner control operates is performed based on a road database of the navigation device as shown in FIG. 9 as an example. In FIG. 9, first, at step S30, the GPS
The current vehicle position based on the current position detecting unit 3a such as a receiver is determined, and the recommended vehicle speed based on the step S3 at the current position, more specifically, the recommended vehicle speed Vr at the node closest to the current position is determined. Predetermined speed α
[Km / h], for example, 40 [km / h] (S31). The recommended vehicle speed Vr is obtained in step S3, and is calculated based on a curve radius of curvature of a road at each node. Therefore, when the recommended vehicle speed Vr is a tight curve that is equal to or less than a predetermined value (YES), it is determined that the vehicle is in a corner. It is determined (S32). If the recommended vehicle speed is equal to or higher than the predetermined speed (NO), it is determined that the vehicle is not cornering (S33).

If it is determined in step S32 that the vehicle is running on a corner, it is determined that the vehicle is currently running on a corner, a flag for determining whether the vehicle is running on a corner is set, upshifting is prohibited, and downshifting is restricted. (S34).
The control during cornering in step S34 will be described later with reference to FIG. 12. Generally, when the vehicle runs on a corner (a tight curve having a radius of curvature equal to or less than a predetermined radius of curvature), if the vehicle speed is too high, energy is consumed by the side force. It is desired that the vehicle be driven while maintaining a speed ratio adapted to the radius of curvature of the corner, that is, a speed ratio (vehicle speed) at which a tangential force is greater than a centrifugal force acting on the vehicle corresponding to the radius of curvature. If the vehicle suddenly decelerates during cornering, the driving force is close to (or exceeds) the limit of the frictional force of the tire, and the stability of the behavior of the vehicle is impaired.

Therefore, in the corner entry control shown in step S6, when the driver enters the corner without indicating the intention to decelerate (that is, step S26; no command), two problems occur. Occurs. The first is that, when the accelerator pedal is released, the CVT is shifted upshifted (in a direction in which the gear ratio decreases) (off-up) due to its shifting characteristics. When decelerating (downshifting) so as to correspond to the point where deceleration is required most (corresponding to the node with the largest radius of curvature), the deceleration (deceleration) is large in the same shift operation as usual. This may affect the behavior of the vehicle.

Therefore, based on the gear ratio when it is determined that the vehicle is cornering, the upshift is set not to be permitted, and the gear gain of the CVT is changed when the gear is decelerated to the point where deceleration is required most. Therefore, the deceleration is set to be small, that is, the time required to reach the target speed ratio is set to be longer than in the normal case,
The speed is changed slowly (S34). Step S33
If it is determined that the vehicle is not in a corner, the CVT / ECU 6
Therefore, the CVT is controlled by the corner entry control means 10b or the normal control means 6a, and clears the in-corner determination flag set in step S32.

FIG. 10 is a flowchart showing another embodiment of the mid-corner control, which shows the control based on the gyro sensor provided in the navigation device 3. S30 in the figure
Is a step of determining the current position of the vehicle, as in FIG. Then, the rotational angular acceleration of the vehicle, that is, the current turning lateral acceleration G is calculated by a gyro sensor such as a gas rate gyro or a vibration gyro, and the turning lateral acceleration G and a predetermined value β [m / s ² ] are set in advance. (S3
5). When the lateral acceleration G is equal to or greater than a predetermined value β (N
O), as in FIG. 9, it is determined that the vehicle is cornering, a corner determination flag is set (S33), upshifting is prohibited, downshifting is restricted (S34), and the lateral acceleration G is set to a predetermined value β. In the following cases (YES), it is determined that the vehicle is not in a corner (S33), no shift command is transmitted, and the above-mentioned corner determination flag is cleared.

FIG. 11 is a flowchart showing a further modified embodiment of the mid-corner control, showing the control based on the vehicle detecting means (vehicle sensor). Steps S30, S32, S33, and S34 in the figure are the same as those in FIGS. 9 and 10, and a description thereof will be omitted. Step S
At 36, the steering angle from the steering sensor 2e is equal to or smaller than a predetermined value γ [rad] with respect to the straight traveling, or the rotational speed of the left and right wheels (either a driven wheel or a non-driven wheel) is detected. The difference in the number of rotations is equal to or less than a predetermined value δ [rpm] or VSC (Vehicle Stabilit).
y Control), that is, whether or not a predetermined VSC level (vehicle skid occurrence determination level) obtained from a system for preventing the vehicle from skidding due to a sudden steering operation or the like is equal to or less than a predetermined value ε. Vehicle information (steering angle, left and right wheel rotational speed difference, VSC determination level)
Suffices to adopt any one of them, but it goes without saying that a plurality of them may be detected to make the determination in the corner more accurate. When the steering angle is equal to or greater than a predetermined value γ, and when the difference between the left and right wheel rotational speeds is equal to or greater than a predetermined value δ, VS
When the C determination level is equal to or more than the predetermined value ε, it is determined that the vehicle is in a corner (S32), and when the vehicle information is equal to or less than the predetermined value, it is determined that the vehicle is not in a corner (S33).

Next, referring to FIG.
The 34 subroutine will be described. First, in step S40, the current gear ratio command value to the CVT operation unit 9 commanded by the CVT / ECU 6 when the corner determination flag is set in step S32 is stored and held as a reference value. . Then, the recommended gear ratio (S2) at each node calculated in the corner entry control shown in FIG.
1, S23, S25) and the actual gear ratio held as the reference value (S41). When the recommended gear ratio is larger than the reference value (YES), that is, when the actual gear ratio is on the high speed side with respect to the recommended gear ratio corresponding to the curve radius of curvature, it is determined that the deceleration command is not sufficient and the recommended gear ratio is issued. A value is set and a flag is set to indicate that the command value is used in the control during cornering (S42), and a recommended gear ratio corresponding to the curve radius of curvature is set and changed as a reference value (S43). At this time, as will be described later, when the CVT / ECU 6 issues a shift command based on a flag (signal) indicating that the vehicle is in a corner, the CVT that sets the recommended gear ratio as a target value is used.
By changing the shift gain of the VT so as to reach the target value at a slow operation speed, a sudden downshift is prevented.

On the other hand, if NO in step S41, that is, if the actual speed ratio is on the low speed side with respect to the recommended speed ratio, it is determined that the vehicle is already in a sufficient deceleration command state and the safety is high. The actual gear ratio held in step S40 is set as a command value. Thus, when the control during corner is selected, the upshift is prohibited, and the CVT is maintained at the current gear ratio even if the vehicle is in the off-up state.

The above mid-corner control is also performed sequentially every moment, similarly to the above-mentioned corner entry control. In the corner entry control, for example, the driver turns off the accelerator pedal.
If you enter the above mid-corner control without stepping lightly,
There is no command in step S26, and in this case,
Generally, since no torque is required, a CV
The CVT speed ratio is set to the highest speed position (for example, Ip = 0.5) based on the determination result of the T-ECU 6 (normal traveling control means).
Or in a position close to that, if the control enters the inside of the corner in this state, a recommended speed ratio in accordance with the radius of curvature of the curve is commanded, but the speed change gain at that time is, as described later in detail, a smooth deceleration operation. It is performed by shifting. Further, when the driver attempts to accelerate by depressing the accelerator pedal from a state where the driver depresses the brake pedal to reduce the speed from the corner entry control to the mid-corner control, in the mid-corner control,
The actual reference value is lower than the recommended gear ratio, but in this case, the accelerator pedal is loosened or turned off,
Even in a situation where the gear ratio is changed to the normal upshift side, the upshift is prohibited and held at the reference value.

Next, corner exit control is performed in step S8 (FIG. 3). When a vehicle escapes a corner,
It is desirable to increase the vehicle speed smoothly in consideration of the road conditions and the driver's intention to escape (acceleration intention). Therefore, as described in the related art, when the shift speed is held only by road conditions (curve and low friction coefficient (μ) road), even if the driver desires an upshift, the shift speed is held. There is also a disagreement with the driver's intention to escape, leading to discomfort.

FIG. 13 is a diagram showing a subroutine of the corner exit control in step S8 (FIG. 3), in which the intention of the driver is determined based on the accelerator opening. First, it is determined whether the in-corner control is performed based on whether or not the in-corner determination flag described in step S32 (FIGS. 9, 10, and 11) is set (S50). (YES), it is determined whether or not the accelerator pedal has changed from OFF to ON (event) (S51). That is, if there is an on event of the accelerator in a state where the vehicle is running on the corner with the control during the corner, the driver determines that there is an intention to escape from the corner,
An escape start flag is set (S52). On the other hand, if there is no mid-corner control, that is, if the mid-corner determination flag in step S32 is not set, or if there is no accelerator on event even if there is mid-corner control (NO), it is determined that there is no intention to exit the corner. It is determined that there is no escape determination, and if the escape start flag is set, it is cleared (S5).
3).

Then, after the operation of the accelerator pedal from OFF to ON, the rate of change of the accelerator opening, that is, whether or not the operation speed (opening / time) of the accelerator pedal performed by the driver is larger than a predetermined value θ. A determination is made (S54). If the rate of change of the accelerator opening (return side) is smaller than the predetermined value θ (NO), that is, if the driver does not move significantly in this state after depressing the accelerator pedal, the driver continues to request acceleration. It is determined that the vehicle speed is increased, and even if the vehicle is in an upshift state in the normal control, the upshift is prohibited and the low-speed gear ratio, which is a relatively large value set in the mid-corner control, is used. (Step S43 or S
(The reference value set at 44), and the vehicle is accelerated according to the driver's intention to accelerate with the large gear ratio (S55).

If the rate of change of the accelerator opening (return side) is equal to or greater than the predetermined value θ in step S54 (YES), that is, the driver determines that the accelerator has been sufficiently accelerated and returns the accelerator pedal at a predetermined speed or higher. In this case, it is determined that the driver does not intend to accelerate, the upshift prohibition in step S55 is released, the corner determination flag in step S32 is cleared, and the map of the normal traveling control means 6a is displayed. Along with this, it is permitted to upshift the gear ratio based on the accelerator opening and the vehicle speed (S56). In addition,
When the process returns via step S55 (S57), the control during corner is performed (S50; YES) as long as the in-corner determination flag is not cleared in step S56, and the accelerator is turned OFF → ON in this state. (S51; YES), the cycle of the accelerator opening is repeatedly determined in step S54 in any number of cycles.

FIG. 14 is a diagram showing a subroutine according to another embodiment of the corner exit control, in which the judgment is made based on the vehicle speed. In this embodiment, steps S50, S51, S52, S53, S53 described with reference to FIG.
Since steps 55 and S56 are the same, the description is omitted. In-corner control in which the in-corner determination flag is set is present (S5).
0; YES), and when there is an event from accelerator pedal OFF to ON (S51; YES), it is determined that escape has started and a flag is set (S58). Further, the vehicle speed at the time of the determination is stored and determined as the reference vehicle speed Vo, and the timer holds and delays the predetermined time (4 to 16 [ms]) (S59). When the predetermined time has elapsed, a difference (V−Vo) between the current vehicle speed V at the time when the predetermined time has elapsed and the stored reference vehicle speed Vo is compared with a predetermined value λ. greater than λ (YE
S), the vehicle is actually in an accelerating state, and it is determined that the driver has a willingness to accelerate, and the process proceeds to step S55, and upshifting is prohibited. If the difference is smaller than the predetermined value λ, for example, in a certain number of cycles, if the vehicle speed intended by the driver is reached and the driver enters the constant speed state by releasing the accelerator pedal or the like, the determination is made in step S59. When the reference vehicle speed Vo and the current vehicle speed V after a lapse of a predetermined time become substantially the same (V ≒ Vo), the process proceeds to step S56, in which the upshift prohibition in step S55 is released and the normal traveling control is performed. The gear ratio is set by the means. The predetermined value λ is a positive value, for example, the reference vehicle speed V
It may be a constant value that is about 10% of o, a constant value such as 5 [km / h), or a combination of these values.

The determination of whether the upshift is prohibited or permitted is not limited to the accelerator opening change rate in step S54 and the vehicle speed difference in step S60. For example, the engine output torque change or C based on the throttle opening change rate may be used.
The driver's intention to accelerate can be determined in the same manner based on a change in the rotation of the VT input rotation shaft.

Next, in step S9 (FIG. 3), the largest gear ratio is selected from the gear ratios set in the above-described corner entry control, mid-corner control and corner exit control. That is, in the corner entry control, a speed ratio (see S21, S23, S25) set based on the optimum speed ratio corresponding to the road information obtained from the navigation device, such as a radius of curvature of a curve, and a hold or a hold in the mid-corner control. The changed reference value (step S4
4, S43) and the speed ratio in which upshift is prohibited or the speed ratio permitted in the corner exit control (S55, S43).
(See S56), the largest gear ratio (lower speed gear ratio) is selected.

As shown in the main flow of FIG. 3, when the control for entering the corner, the control during the corner, and the control for the exit of the corner are continuously executed in series, and curves such as a mountain road and a metropolitan expressway are continuous ( (Including cases where curves with different curvatures are continuous in one direction and curves with different directions are continuous)), even if it is not clear which state the vehicle is in at the present time, each control is executed at the same time Is set, and the largest gear ratio is selected from among them (S9). For example, in the corner entry control, an optimal speed ratio calculated to be a recommended vehicle speed corresponding to a radius of curvature of a forward curve to be entered by a driver when an accelerator is turned off (off event) is set (see S21). If it is determined that the vehicle is currently in a corner (step S32), a recommended gear ratio corresponding to the curve radius of curvature where the vehicle is located is set (see S42, S43), and the optimum gear ratio is controlled by these corner entry controls. The larger gear ratio is selected from the ratio and the recommended gear ratio by the mid-corner control. Therefore, if the curve radius of the next road ahead of the vehicle to be approached is smaller than the curve radius of the next curve where the curvature of the next curve is tight, that is, the curve radius of the current position of the vehicle being controlled during cornering, the curve generally enters. In the case of a curved road where the curvature of the next curve becomes gentler, the recommended gear ratio by the control during the curve is generally adopted.

Further, the speed ratio set in step S55 of the corner exit control is compared with the speed ratio set in the corner entry control and the corner control. That is, there is a corner control, an accelerator on event,
When it is determined that the vehicle has started to escape (see S52), the gear ratios for which upshifts are prohibited set by the corner exit control are compared. In general, in step S55, the gear ratio is maintained at a relatively large speed ratio set by the control during cornering. For example, when the driver suddenly depresses the accelerator pedal in corner exit control (so-called kick down), When a downshift of the gear ratio is required, the downshifted gear ratio becomes larger than the recommended gear ratios of the above-mentioned corner entry control and mid-corner control, and the gear ratio in the outlet control is adopted.

It should be noted that the above-mentioned corner entry control can always be activated and employed when the navigation shift control is ON.
The mid-corner control is activated and can be adopted only when the mid-corner determination flag is set in step S32, and the mid-corner flag is set in step S33.
Is cleared by the determination that the vehicle is not in a corner or by the upshift permission determination in step S56. Further, in the corner exit control, if the mid-corner flag is set (see S50) and if there is an event of accelerator OFF → ON (see S51), the escape start determination flag is set in step S52, and this flag is set. The escape start determination flag is cleared only by the determination of no escape in step S53 or the upshift permission determination in step S56 only when the user is standing and is in the operating state and can be adopted.

Next, at step S10 (FIG. 3), the control steps selected at step S9 (S21, S23, S25 of corner entry control, S44, S42 (S43) of mid-corner control), corner exit S55 of control)
, That is, a gear ratio command value that is the content of each selected step, together with a flag (set at each step) indicating that it is the value selected at that step,
Sent to VT · ECU 6. Thereby, CVT ・ E
When the corner entry control is adopted by the navigation information traveling control means 6b in the CU 6, as shown in FIG.
Accelerator ON → OFF event, accelerator OF
F, by each deceleration operation of the driver with the brake ON, the recommended speed ratio based on the optimum speed ratio corresponding to the radius of curvature of the curve and the like is set as the shift target value of CVT in each of steps S21 and S2.
3, selected together with the flag of S25. When the mid-corner control is employed, as shown in FIG. 12, the actual gear ratio is compared with the recommended gear ratio, and the current gear ratio (reference value) or the recommended gear ratio is set as the gear shift target value. Is selected together with the flags of steps S44 and S42. Furthermore,
When corner exit control is employed, FIG. 13 or FIG.
As shown in FIG. 4, the accelerator opening change rate and the vehicle speed difference (V-V
The gear ratio in which the upshift is prohibited by o) is selected as the gear shift target value together with the flag in step S55.

By detecting the flag set in step S42, when downshifting with the recommended speed ratio as the target value in the corner control, the speed change gain (sweep gain) is changed and the speed change operation is performed slowly. You.
That is, in the normal shift control, as shown in FIG. 15 (a), the maximum change amount and the maximum change speed are controlled with respect to the target value, so that the sudden change in the actual gear ratio is suppressed, Although the appropriate shift gain is set so as to approach the target value in FIG.
As shown in (b), the shift gain is changed such that the actual gear ratio changes slowly and smoothly with respect to the target value.

Next, at step S11 (FIG. 3), the speed ratio judgment value (normal vehicle judgment value) based on the normal traveling control means 6a is compared with the navigation judgment value transmitted from the navigation speed change means 10 described above. The gear ratio having the larger gear ratio is selected, and the CV is selected so that the selected gear ratio is obtained.
The actuator 9 of T is operated.

Next, a partially modified embodiment will be described with reference to FIGS. In the above-described embodiment, in step S9 (FIG. 3), the largest gear ratio among the gear ratios set by the corner entry control, the inside corner control, and the corner exit control is selected. In the embodiment, as shown in step S12 of FIG. 16, the suitability of the traveling state is determined, and the execution of each control is selected. Note that the other points are the same as those of the above embodiment, and thus the description is omitted.

As shown in FIG. 17, it is first determined whether or not the mid-corner flag set in step S32 (see FIGS. 9, 10, and 11) is ON (set) in the mid-corner control. It is determined (S70). If the flag is not set (NO), the normal corner entry control shown in FIG. 8 is performed, and the operation is performed based on the driver's deceleration operation.
The current gear ratio is set so as to satisfy a gear ratio obtained by multiplying an optimum gear ratio adapted to a radius of curvature of a curve (corner) to be entered by a coefficient based on the type of the deceleration operation.

If it is determined in step S70 that the mid-corner flag is set (YES), the escape start flag set in step S58 (see FIGS. 13 and 14) is turned on (set in step S58). Is determined). When the escape start flag is OFF, that is, when the middle flag is ON and the escape determination is OFF, the middle control shown in FIG. 12 is performed.

Specifically, priority is given to the current vehicle situation,
The recommended gear ratio (target value) at the corner where the vehicle is currently located, calculated by the corner entry control, is compared with a reference value, which is the actual gear shift target value (S74) (see FIG. 1).
2 as in step S41), compared to the current target value,
When the recommended gear ratio (target value) is large, the sweep gain is lowered, that is, the gear speed is reduced as shown in FIG. 15B, and the recommended gear ratio slowly calculated by the corner entry control is obtained. Gear ratio control is performed as described above (S7).
5). If the current target value is already larger than the recommended gear ratio (target value) (NO), control is performed to hold the gear ratio at the current target value (S76).

In step S72, the escape determination is made as O.
In the case of N (YES), the corner exit control (escape control) shown in FIG. 13 is performed. Specifically, it operates upon the driver's intention to accelerate after cornering control, and while the intention to accelerate continues, prohibits upshifts and secures acceleration at a relatively large gear ratio. An upshift is permitted based on the driver's intention to stop the acceleration state.

Although the above embodiment has been described with reference to a curved road, the present invention can be similarly applied to a road requiring steering of a vehicle such as an intersection or a T-shaped road. Although the description has been made mainly on the radius of curvature of the curve, it is a matter of course that the gear ratio may be set in consideration of other road information such as a road gradient, a road friction coefficient, and a road width.

[Brief description of the drawings]

FIG. 1 is a functional block diagram showing vehicle shift control according to the present invention.

FIG. 2 is a belt-type continuously variable transmission (CV) applicable to the present invention.
Front sectional view showing T).

FIG. 3 is a main flowchart showing the entire navigation shift control.

FIG. 4 is a diagram illustrating the contents of road data.

FIG. 5 is a diagram showing a map for obtaining a recommended vehicle speed.

FIG. 6 is a diagram for obtaining a required deceleration from a recommended vehicle speed.

FIG. 7 is a diagram showing a map for calculating a speed ratio of a continuously variable transmission from a required deceleration.

FIG. 8 is a flowchart showing a subroutine of corner entry control.

FIG. 9 is a flowchart showing control based on road information in a subroutine of control during cornering.

FIG. 10 is a flowchart showing a gyro-based control according to a subroutine of control during cornering.

FIG. 11 is a flowchart showing a control based on a vehicle sensor in a subroutine of control during cornering.

FIG. 12 is a flowchart showing the determination of a gear ratio according to the control during cornering.

FIG. 13 is a flowchart showing a determination based on an accelerator opening in a subroutine of corner exit control.

FIG. 14 is a flowchart illustrating a determination based on a vehicle speed in a subroutine of corner exit control.

FIG. 15 is a time chart showing the control of the speed ratio, and FIG.
FIG. 3B is a diagram showing control using a normal shift gain, and FIG. 3B is a diagram showing control with a changed shift gain.

FIG. 16 is a main flowchart showing the entire navigation transmission control partially changed.

FIG. 17 is a flowchart showing a subroutine showing a determination of suitability of a running state in the changed main flowchart.

[Explanation of symbols]

2 Vehicle state detection means 3 Navigation device 6 Continuously variable transmission control unit (CVT / ECU) 9, 20 Automatic transmission mechanism (CVT operation unit, continuously variable transmission) 10 Navigation transmission control unit 10a Driving force (transmission ratio) calculation unit 10b Corner entry control means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16H 59:66 (72) Inventor Toshihiro Shiima 2-19-12 Sotokanda, Chiyoda-ku, Tokyo Co., Ltd. Inside Equos Research (72) Inventor Kenji Ito 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Inventor Shuaki Miki 10 Takane, Fujii-machi, Anjo, Aichi Prefecture・ Within AW Co., Ltd. (72) Inventor Masao Kawai 10th Takane, Fujii-cho, Anjo, Aichi Prefecture Inside AW Co., Ltd.・ Within Wu Co., Ltd. (72) Inventor Seiji Sakakibara 10 Takane, Fujii-cho, Anjo, Aichi Prefecture Aisin AW Co., Ltd. In-company (72) Inventor Noriyoshi Kurita 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. In-house F term (reference) 3D041 AA31 AA32 AA33 AA40 AA71 AB01 AC01 AC18 AC19 AD02 AD04 AD10 AD41 AD46 AD47 AD50 AD51 AE03 AE31 AE36 AE38 AE40 AF09 3J052 AA04 CA21 GB06 GC03 GC13 GC23 GC44 GC46 GC51 GC64 GC66 GC72 GC72 LA01

Claims (5)

[Claims] An automatic transmission mechanism for transmitting a driving force from a driving source to a driving wheel; and a navigation device having road information and detecting a current position of the vehicle, and based on information from the navigation device, In a vehicle shift control device that controls an automatic transmission mechanism, a recommended vehicle speed at a specific position on the road set based on road conditions ahead of the vehicle in the vehicle traveling direction obtained from the road information, a current vehicle speed, and a current vehicle speed. A driving force calculating means for calculating a required deceleration to the specific position based on a predetermined value including at least a distance from the position to the specific position, and calculating an optimal driving force to obtain the deceleration; Corner entry control means that operates by deceleration operation of the vehicle and sets the driving force by correcting the optimum driving force calculated by the driving force calculation means based on the type of the deceleration operation. , The shift control device of a vehicle, characterized by controlling said automatic transmission mechanism so as to set driving force at the corner approach control unit. 2. The deceleration operation includes switching an accelerator pedal from on to off, maintaining an off state of an accelerator pedal, and operating a brake pedal in an operation direction. By switching the accelerator pedal from on to off,
Setting the driving force to the optimum driving force; setting the driving force to a value obtained by multiplying the optimum driving force by a predetermined coefficient smaller than 1 by maintaining the off state of the accelerator pedal; and operating the brake pedal. The shift control device for a vehicle according to claim 1, wherein the driving force is set to a value obtained by multiplying the optimum driving force by a predetermined coefficient greater than one. 3. The automatic transmission mechanism is a continuously variable transmission interposed between the drive source and a drive wheel, wherein the optimal driving force is an optimal gear ratio for obtaining the required deceleration, The shift control device for a vehicle according to claim 1, wherein the driving force is a speed ratio of the continuously variable transmission. 4. The automatic transmission mechanism is a stepped automatic transmission interposed between the driving source and a driving vehicle, and the optimal driving force is an optimal gear ratio for obtaining the required deceleration. 3. The shift control device for a vehicle according to claim 1, wherein the driving force is a shift speed of the stepped transmission closest to the optimum gear ratio. 4. 5. The drive source is a motor generator or a module generator and an internal combustion engine, and the automatic transmission mechanism is an electric control device that controls positive and negative drive forces of the motor generator. 3. The shift control device for a vehicle according to claim 1 or 2.