JP2000242888A - Vehicle controller and recording medium recording its program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make performable a travelling control as a driver intends. SOLUTION: The vehicle controller is provided with a shift indication detecting means for detecting a shift instruction to select speed conversion stages, a present position detecting means for detecting a present position, a storage means for storing road states, an optimum speed conversion stage calculating means 81 for calculating the optimum speed conversion stage to execute travelling control, an automatic transmission controller 12 for generating the speed converting output of the speed conversion stage which is selected based on one of the shift instruction and the optimum speed conversion stages and a correcting means 82 for correcting travelling control based on the shift instruction. In this case, when the shift instruction for selecting the stages is detected, the optimum stage for travelling control is calculated and travelling control is corrected based on the shift instruction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device and a recording medium on which a program thereof is recorded.

[0002]

2. Description of the Related Art Conventionally, in a navigation device,
The driver is informed of the current position of the vehicle and the road conditions around the current position, and is provided with a route from the current position to the destination. To this end, the navigation device includes a current position detection unit that detects the current position, a data storage unit that stores various data, a display unit, and the like.The current position detected by the current position detection unit is The data is displayed on the display unit while being tracked on a map created according to the data.

[0003] There is also provided a vehicle control device for performing traveling control based on road shape and vehicle information obtained by the navigation device. in this case,
Various control contents for the automatic transmission are determined based on the road shape and the vehicle information, and the control contents are sent to the automatic transmission control device, and when the vehicle approaches a place where traveling control is required, the current position is determined. Travel control is performed in accordance with the road shape ahead. For example, in the case where cornering control for decelerating the vehicle so as to be able to stably pass through a forward corner (including a curve) by downshifting is performed as the traveling control, the vehicle is controlled to be in the corner. When approaching, a gear that is considered to be optimal at the current position, that is, an optimal gear, is determined, a shift output is generated based on the optimal gear, and the vehicle is decelerated according to the road shape. It has become.

[0004]

However, in the above-described conventional vehicle control device, the traveling control as intended by the driver is not always performed. For example,
In the corner control, the optimum gear position is determined based on the road shape of the corner, but the driver's feeling on a certain corner often differs depending on the driver. Some drivers have an intention to decelerate the vehicle (hereinafter referred to as “deceleration intention”), but some drivers do not have an intention to decelerate. Further, the position having the intention to decelerate may differ depending on the driver.

In addition, the intention of deceleration is not based solely on the shape of the road, but on the basis of vehicle running conditions such as vehicle speed, or on the basis of road characteristics such as road width and the number of lanes. It may occur based on the road environment such as whether or not. For example, even if the vehicle has a corner having the same radius of curvature R, if the vehicle approaches a corner with a narrow road width, a corner with poor visibility, or the like, the driver has a strong intention to decelerate, and the driver tries to decelerate earlier. On the contrary,
If the vehicle approaches a wide road corner, a good visibility corner, or the like, the driver's intention to decelerate is weakened, and the driver tries to decelerate late. However, in the above-described vehicle control device, the optimum gear position is uniformly determined based on the road shape regardless of the road characteristics or the road environment. In addition, control contents, control timing, and the like when performing corner control are also determined in advance uniformly.

Therefore, it may not be possible to perform corner control as intended by the driver. The present invention
It is an object of the present invention to solve the problems of the conventional vehicle control device and to provide a vehicle control device capable of performing travel control as intended by a driver and a recording medium in which a program thereof is recorded.

[0007]

For this purpose, a vehicle control device according to the present invention comprises a shift instruction detecting means for detecting a shift instruction for selecting a gear position, a current position detecting means for detecting a current position. A storage means for storing road conditions, an optimal gear position calculating means for calculating an optimal gear position for performing traveling control based on the current position and the road conditions, and An automatic transmission control device that generates a shift output of a shift speed selected based on one of the shift stages, and a correction unit that corrects traveling control based on the shift instruction.

In another vehicle control apparatus according to the present invention, a vehicle information detecting means for detecting vehicle information, a current position detecting means for detecting a current position, a storage means for storing road conditions, Optimum gear position calculating means for calculating an optimum gear position for performing travel control based on road conditions; speed command value generating means for generating a gear command value based on the optimum gear position; An automatic transmission control device that generates a shift output of a shift speed selected based on one of the shift speeds, an evaluation detecting unit that detects a driver's evaluation of the travel control, and a travel control based on the evaluation. Correction means for correcting

In still another vehicle control apparatus according to the present invention, the traveling control is a corner control for decelerating a downshift so that the vehicle can pass a front corner stably. The correcting means corrects a control timing for starting deceleration by downshifting. In the recording medium of the present invention, a shift instruction for selecting a gear position is detected, and travel control is performed based on the current position detected by the current position detection means and the road condition read from the storage means. A program is recorded which calculates an optimal gear position to be performed and corrects traveling control based on the shift instruction.

In another recording medium of the present invention, an optimum gear position for performing travel control is calculated based on the current position detected by the current position detecting means and the road condition read from the storage means. Generating a shift command value based on the optimum gear position, sending the shift command value to the automatic transmission control device, detecting a driver's evaluation of the travel control, and correcting the travel control based on the evaluation. A program characterized by the following is recorded.

[0011]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a functional block diagram of the vehicle control device according to the embodiment of the present invention. In the figure, reference numeral 36 denotes a voice input unit as a shift instruction detecting unit for detecting a shift instruction for selecting a gear position, 15 denotes a current position detecting unit as a current position detecting unit for detecting a current position, and 16 denotes a road condition. Is a data storage unit as storage means, and 81 is an optimal gear position calculating means for calculating an optimal gear position for performing traveling control based on the current position and the road condition. 12 is the shift instruction and the optimal gear position. An automatic transmission control device 82 for generating a shift output of a gear selected based on one of the gears is a correction means for correcting the traveling control based on the shift instruction.

FIG. 2 is a schematic diagram of a vehicle control device according to an embodiment of the present invention. In the figure, reference numeral 10 denotes an automatic transmission (A / T) equipped with a transmission (not shown), 11 denotes an engine (E / G), and 12 denotes an overall control of the automatic transmission 10, and An automatic transmission control device (A / TECU) 13 for generating a shift output is an engine control device (E / GE) for controlling the entire engine 11.
CU) and 14 are navigation devices.

Reference numeral 41 denotes a blinker sensor, reference numeral 42 denotes an accelerator sensor for detecting the amount of depression of an accelerator pedal (not shown) as the operation of the driver, and reference numeral 43 detects the amount of depression of a brake pedal (not shown) as the operation of the driver. A brake sensor 44 for detecting a vehicle speed;
5 is a throttle opening sensor for detecting a throttle opening,
46 is a ROM as a recording medium; 47 is a switch for turning on / off a traveling control corresponding to the navigation device 14 and selecting one of a normal mode, a driver-driven mode, and a navigation-driven mode. A mode selection unit as mode selection means.

The navigation device 14 includes a current position detection unit 15, a data storage unit 16 storing data representing road conditions such as road shape, road characteristics, and road environment, and a navigation process based on the data. A navigation processing unit 17, an input unit 34,
It has a display unit 35, a voice input unit 36, a voice output unit 37, and a communication unit 38.

Then, the current position detecting unit 15
(Global positioning sensor) 21, a geomagnetic sensor 22, a distance sensor 23, a steering sensor 24, a beacon sensor 25, a gyro sensor 26, an altimeter (not shown), and the like. The GPS 21 receives a radio wave generated by an artificial satellite, detects a current position,
The terrestrial magnetism sensor 22 detects the direction in which the vehicle is facing by measuring terrestrial magnetism.
Detects a distance between predetermined points on a road. As the distance sensor 23, for example, a sensor that measures the number of rotations of a wheel and detects a distance based on the number of rotations, a sensor that measures acceleration, and detects a distance by integrating the acceleration twice, and the like are used. can do.

The steering sensor 24 is for detecting a rudder angle, and includes, for example, an optical rotation sensor, a rotation resistance sensor, and a wheel mounted on a rotating portion of a steering wheel (not shown). An attached angle sensor or the like is used. The beacon sensor 25 receives the position information from the beacon disposed along the road and detects the current position. The gyro sensor 26 detects the rotational angular velocity of the vehicle, and uses a gas rate gyro, a vibration gyro, or the like. Then, by integrating the rotational angular velocity detected by the gyro sensor 26, the direction in which the vehicle is facing can be detected.

The GPS 21 and the beacon sensor 25 can independently detect the current position. The current position is detected by combining the determined azimuth and the rotational angular velocity detected by the gyro sensor 26. Also, the current position can be detected by combining the distance detected by the distance sensor 23 and the steering angle detected by the steering sensor 24.

The data storage unit 16 stores a map data file, an intersection data file, a node data file,
A road data file, a destination data file, a destination data file, a photograph data file, and a data file storing information for each main area such as a hotel, a gas station, and a sightseeing spot guide in each area are provided. In each of these data files, in addition to route data for searching for a route, a guide map is displayed on the screen of the display unit 35 along the searched route, a characteristic photograph at an intersection or a route, Etc., the distance to the next intersection,
Various data for displaying a traveling direction at the next intersection and displaying other guidance information are stored. The data storage unit 16 also stores various data for outputting predetermined information by the audio output unit 37.

The intersection data file stores intersection data relating to each intersection, the node data file stores node data relating to nodes, and the road data file stores road data as road conditions relating to roads. The node data is an element representing a position and a road shape of a road in the map data stored in the map data file, and includes data indicating nodes on the road and links connecting the nodes. According to the road data, road characteristics such as a width, a slope (gradient), a cant, a bank, a road surface condition, the number of lanes, a point where the number of lanes decreases, and a point where the width decreases are displayed on the road itself. In addition, road attributes such as railroad crossings, expressway exit rampways, tollgates on expressways, downhill roads, uphill roads, and road types (national roads, general roads, expressways, etc.) are displayed. As for the corner, the road environment such as the radius of curvature, the intersection, the T-shaped road, the entrance of the corner, and the good or bad visibility is displayed.

The route from the current position to the destination is
It can be set by searching using the road data, the intersection data, the node data, and the like, or can be set by manually operating the input unit 34. When the route is set, route guide information on the route such as a guide road sequence, a guide intersection, a traveling method at a branch point, and a position (intersection number) is set, and the route guide information is recorded as a table. Is done.

Therefore, by tracking the current position, a route is guided by referring to the table, a search is performed within a predetermined distance in front of the current position on the route, and a guidance intersection, a junction, and the like are read. Also, guide information (voice data, intersection enlarged view data, etc.) relating to the guide intersection can be created. The navigation processing unit 17 includes a CPU 31 for controlling the entire navigation device 14, a RAM 32 used as a working memory when the CPU 31 performs control, a control program, and a search for a route to a destination. The navigation processing unit 17 includes an input unit 34, a display unit 35, a voice input unit, and a ROM 33 as a recording medium on which various programs for performing travel guidance on a route, determining a specific section, and the like are recorded. 36, an audio output unit 37 and a communication unit 38 are connected. The input unit is constituted by the input unit 34, the sound input unit 36 and the communication unit 38, and the output unit is constituted by the display unit 35, the sound output unit 37 and the communication unit 38.

The data storage unit 16 and the ROM 3
Reference numerals 3 and 46 each include a magnetic core (not shown), a semiconductor memory, and the like. Further, the data storage unit 16 and R
Instead of the OMs 33 and 46, a magnetic tape, a magnetic disk,
Floppy (registered trademark) disk, magnetic drum, CD,
Various recording media such as MD, DVD, optical disk, IC card, and optical card can also be used.

In the present embodiment, the ROM 33
Various programs are recorded in the data storage unit 16.
Although various data are stored in the external storage medium, various programs and various data can be recorded on the same external recording medium. In this case, for example, a flash memory (not shown) may be provided in the navigation processing unit 17, and the program and data may be read from the external recording medium and written to the flash memory. Therefore, the program and data can be updated by exchanging an external recording medium. Further, the control program of the automatic transmission control device 12 and the like can be recorded together on the external recording medium.
As described above, various programs recorded on various recording media can be activated, and various processes can be performed based on various data.

The communication section 38 is for transmitting and receiving various data to and from an FM transmitter, a telephone line, and the like. For example, road information such as traffic congestion received by an information sensor (not shown) or the like is provided. , Traffic accident information, GP
Various data such as D-GPS information for detecting the detection error in S21 is received. Note that at least a part of a program and data for realizing the functions of the present invention may be received by the communication unit 38 and stored in a flash memory or the like.

The input section 34 is for correcting a position at the start of traveling and for inputting a destination.
A keyboard, a mouse, a barcode reader, a light pen, a remote control device for remote control, and the like provided separately from the display unit 35 can be used. In addition, the input unit 34 can be configured by a touch panel that enables input by touching a key or a menu displayed on the display unit 35 with an image.

An operation guide is displayed on the display unit 35.
An operation menu, operation key guidance, a route to a destination, guidance along a traveling route, and the like are displayed. The display unit 3
5 includes a CRT display, a liquid crystal display,
A plasma display, a hologram device that projects a hologram on a windshield, or the like can be used. The voice input unit 36 includes a microphone (not shown) or the like, and can input necessary information by voice. Then, the audio output unit 37
Includes a voice synthesizer and a speaker (not shown), and outputs guidance information based on voice synthesized by the voice synthesizer from the speaker. Note that, in addition to the voice guidance information, various types of guidance information stored in the ROM 33 can be output from the speaker.

Next, an operation unit for selecting a mode or a gear will be described. FIG. 3 is a diagram showing an operation unit of the console panel according to the embodiment of the present invention. In the figure, reference numeral 47 denotes a mode selection unit. The mode selection unit 47 includes the navigation device 14 (FIG. 2).
And a selection switch 56 for selecting one of a normal mode, a driver (DR) -driven mode, and a navigation (Nav) -driven mode. Will be arranged.

Reference numeral 51 denotes a console panel; 52, a shift lever as a speed selecting means which is swingably disposed for instructing a shift; and 53, a display as a display unit 35. The driver operates the shift lever 52 to move the shift lever 52 along the shift gate 54 having an "I" -shape. , A parking range, etc. can be selected. Note that the shift gate 54 may have a shape other than the “I” shape.

In this case, by selecting the forward traveling range, it is possible to shift to each of the first to fourth speeds by automatic shifting. Further, by shifting the shift lever 52 along the shift gate 54, it is possible to shift to each of the first to fourth speeds by manual shifting. For this purpose, a shift position sensor (not shown) as a shift instruction detecting means for detecting a shift instruction by the driver by detecting a shift position of the shift lever 52 is provided in the console panel 51. The detected shift position is sent to the automatic transmission control device 12 and the navigation processing unit 17. The control switch 55 and the selection switch 5
6 is disposed adjacent to the shift gate 54, but may be disposed on another portion on the console panel 51, a steering wheel (not shown), or the like. For example, a (+) switch for instructing an upshift and a (-) switch for instructing a downshift are provided on the steering wheel, and the (+) switch and the (-) switch are pressed. As a result, it is possible to select a shift speed one step higher or a shift step lower than the current shift speed. The range can be switched by pressing the (+) switch and the (-) switch. For example, by pressing the (-) switch during traveling in the forward traveling range, two ranges can be selected.

In the present embodiment, the shift position of each gear is set along the shift gate 54 having an "I" shape. Instead of the shift gate 54, an "I" character is used. Shift having a manual transmission gate portion in addition to the automatic transmission gate portion having the shape of a circle, wherein the manual transmission gate portion has a shift position for an upshift and a shift position for a downshift. Gates can also be used. In that case, the shift lever 52
Is moved from the gate portion for automatic shifting to the gate portion for manual shifting, and is placed in a shift position for upshifting or a shift position for downshifting. A shift to a gear can be performed.

Incidentally, in the vehicle control device having the above-described configuration, the automatic transmission control device 12 shifts up or down according to the control program recorded in the ROM 46. When the driver turns off the traveling control corresponding to the navigation device 14 by operating the control switch 55, the automatic transmission control device 1
The shift output generation means in the ROM 2 stores a ROM 46 based on the vehicle speed detected by the vehicle speed sensor 44 and the throttle opening detected by the throttle opening sensor 45.
With reference to a shift map (not shown), a shift stage corresponding to the vehicle speed and the throttle opening is selected, and a shift output corresponding to the shift stage is generated.

On the other hand, when the driver operates the control switch 55 to turn on the traveling control corresponding to the navigation device 14, the vehicle control in one of the normal mode, the driver-driven mode, and the navigation-driven mode is performed. Becomes possible. That is, when the driver operates the selection switch 56 to select the normal mode, the CPU 31 and the automatic transmission control device 12 perform a normal control process (navigation A / T control process). In the normal control process, travel control is performed based on the road shape and the vehicle information obtained by the navigation device 14. For that purpose, the CPU 31 determines various control contents for the automatic transmission based on the road shape and the vehicle information, and sends the control contents to the automatic transmission control device 12. Then, in the automatic transmission control device 12, the traveling control is performed according to the road shape ahead of the current position.

For example, when corner control is performed as the traveling control, when the vehicle approaches the corner,
The CPU 31 determines an upper limit shift speed that is considered to be an optimal upper limit at the current position, that is, an upper limit shift speed. Sent. In the automatic transmission control device 12, a shift output is generated based on a shift command value, and the vehicle is decelerated according to the road shape.

When the driver operates the selection switch 56 to select the driver-driven mode,
The CPU 31 and the automatic transmission control device 12 perform a driver-driven control process. Then, the CPU 31 reads the road shape from the data storage unit 16, evaluates the shift performed at the shift speed selected by the driver based on the road shape, and learns the driving orientation of the driver.

When the navigation operation mode is selected by the driver operating the selection switch 56, the CP
U31 and the automatic transmission control device 12 perform navigation-driven control processing. Then, the CPU 31 performs traveling control based on the road shape and the vehicle information read from the data storage unit 16. For that purpose, the CPU 31 determines various control amounts for the automatic transmission based on the road shape and the vehicle information,
The control amount is sent to the automatic transmission control device 12. Therefore, in the automatic transmission control device 12, the vehicle can be driven in accordance with the road shape ahead of the current position.

For example, when corner control is performed as travel control, when the vehicle approaches the corner, C
The upper gear position is determined by the PU 31, and a shift command value as a control amount is sent to the automatic transmission controller 12 based on the upper gear position. Then, the automatic transmission control device 1
In 2, the shift output is generated based on the shift command value, and the vehicle is decelerated according to the road shape.

The CPU 31 asks the driver whether the driving control is suitable for the driver's driving orientation, and learns the driver's driving orientation based on the driver's answer. Next, the operation of the vehicle control device will be described. In the present embodiment, a case where corner control is performed as travel control will be described. 4 is a main flowchart showing the operation of the vehicle control device according to the embodiment of the present invention. FIG. 5 is a diagram showing a recommended vehicle speed map according to the embodiment of the present invention. FIG. 6 is a deceleration line map according to the embodiment of the present invention. FIG. In FIG. 5, the node radius on the horizontal axis, the recommended vehicle speed V _R on the vertical axis, in FIG. 6, the position of the vehicle on the horizontal axis, are taken to the vehicle speed V on the vertical axis.

First, the CPU 31 (FIG. 2) detects the turn signal operation detected by the turn signal sensor 41, the accelerator opening detected by the accelerator sensor 42 or the amount of depression of the accelerator pedal (not shown), and the brake operation detected by the brake sensor 43. Alternatively, vehicle information such as a depression amount of a brake pedal (not shown), a vehicle speed V detected by a vehicle speed sensor 44, a throttle opening detected by a throttle opening sensor 45, a shift position detected by a shift position sensor (not shown), and voice input. The voice information input by the unit 36 and the control switch 55
(FIG. 3) and switch information from the selection switch 56 are read. The turn signal sensor 41, the accelerator sensor 42, the brake sensor 43, the vehicle speed sensor 44, the throttle opening sensor 45 and the like constitute a vehicle information detecting means.

The CPU 31 reads the current position detected by the current position detector 15 and
Access the road data file in the data storage unit 16,
From the road data file, road data at a position ahead of the current position is sequentially read from the near side. In this case, the road data includes the position data of each node, road characteristics associated with the link connecting the adjacent nodes, the length of the link, and the intersection angle of the link at the node.

The voice input section 36 receives predetermined voice information from the driver. In the present embodiment, the voice information is a voice shift command for instructing a shift as a shift command for selecting a predetermined gear position, and a voice control command for evaluating the corner control performed by the navigation processing unit 17. It consists of confirmation of audio contents. As the voice shift command, for example, a shift down shift command, that is, a voice such as “down” for performing a down command, and a shift up shift command, that is, a “up” command for performing an up command. Voices such as "up" are used.
In addition, as the voice content confirmation, corner control, particularly "early" for evaluating the control timing of corner control,
Voices such as "slow", "ok", "just right", "good" are used.

Subsequently, a corner judging means (not shown) in the CPU 31 performs a corner judging process on the basis of the above-mentioned information to determine whether or not there is a corner requiring corner control, that is, a corner requiring corner control. To determine if it is approaching. Therefore, the CP
The unillustrated road shape determination means in U31 performs a road shape determination process to determine the road shape. That is, CP
U31 creates a control list based on the current position and road data at a position ahead of the current position, and as a control data, a predetermined range on the road including the current position (for example, 1 to 2 from the current position). [Km]), the node radius of the road is calculated for each of the nodes in [km]).

When the destination is set and the route is determined, for the nodes existing on the route, when the route is not determined, for example, the road that has been advanced from the current position to the road Calculate the node radius of the node existing in. Then, arithmetic processing is performed based on the absolute coordinates of each node and each absolute coordinate of two nodes adjacent to each node to calculate the node radius. Further, the node radius may be stored in advance in the data storage unit 16 as road data, for example, corresponding to each node, and the node radius may be read out as needed. Furthermore, the node at the entrance of the corner may be provided with data on the radius of curvature of the entire corner, and the data may be read out as needed.

Next, CPU 31, the node radius is less than the threshold (threshold) value node within the predetermined range, i.e., the target node _{Nd i (i = 1,2, ...} ) when is detected, It determines that it is necessary to decelerate the vehicle at each node Nd _i, determines that approaching a corner requiring a corner control. And CPU3
1 is calculated based on the section distance L from the current position to each node Nd _i the length of the link. Then, C
The recommended vehicle speed determining means (not shown) in the PU 31 refers to the recommended vehicle speed map shown in FIG.
I read the recommended vehicle speed V _R corresponding to the node radius of d _i.
Incidentally, in the above recommended vehicle speed map, is low and the recommended vehicle speed V _R node radius becomes smaller, the recommended vehicle speed V _R and the node radius increases is high.

By the way, in the present embodiment, the vehicle when comes to corners requiring corner control, required deceleration as the vehicle speed V is the recommended vehicle speed V _R from the current position to reach the corner Is determined. Therefore, the respective node Nd _i recommended vehicle speed V _Ri (i
= 1, 2,...), A recommended value calculation process is performed based on the recommended vehicle speed V _Ri , and a recommended gear position is determined as a recommended value.

[0045] Therefore, the deceleration line setting means (not shown) of the CPU 31, for each node Nd _i, sets the deceleration lines M1, M2 as shown in FIG. When the deceleration lines M1 and M2 are decelerated at the section distance L at the deceleration reference values β1 and β2, respectively, the target nodes N
represents vehicle speed V can travel d _i in the recommended vehicle speed V _Ri, the section distance L, the recommended vehicle speed V _Ri and deceleration reference value β
1, calculated based on β2. The deceleration reference value β1 is a threshold value which is considered to desirably reduce the speed to the third speed or less when the current speed is the fourth speed and the deceleration β is further increased. Speed reference value β
2 is a threshold value at which it is considered that when the deceleration β becomes larger, it is desirable to set the gear position to the second speed or lower. The deceleration β is a negative acceleration and indicates a degree of deceleration.

[0046] Incidentally, the deceleration lines M1, M2 is an adjustment portion mc which is set over a predetermined distance in front of the node Nd _i, the adjustment portion mc, to absorb detection errors of the current position Is set. In this embodiment, the calibration portion mc is set in front of the respective nodes Nd _i, may be set first well short of the node Nd _i.

[0047] Then, the vehicle speed V of the adjusting portion mc is equal to the recommended vehicle speed V _Ri corresponding to the target node Nd _i. Note that the vehicle speed V of the adjustment portion mc can be changed in a predetermined pattern with a predetermined node width. Further, the length of the adjustment portion mc can be changed in accordance with the accuracy with which the current position detector 15 detects the current position. For example, if the detection accuracy is low, the adjustment part mc
Is lengthened. In this case, the detection accuracy is set based on the evaluation result of the current position detection state such as the detection state of various sensors and the matching state.

The deceleration reference values β1 and β2 are
The gradient of the road is set in consideration of some degree. This is because the deceleration β is different between the case where deceleration is performed on a flat (straight) road and the case where deceleration is performed on an uphill or downhill, even if the vehicle travels the same distance. For example, if the driver tries to decelerate the vehicle on an uphill road,
Since the resistance increases, sufficient deceleration can be performed without downshifting. In addition, when the driver attempts to decelerate the vehicle on a downhill road, the resistance is reduced, so that it is necessary to positively shift down and perform deceleration. Therefore, the deceleration reference values β1 and β2 are set in consideration of the influence of the road gradient on the deceleration β.

A plurality of deceleration reference values β1 and β2 are set in accordance with the gradient of the road, or a set of deceleration reference values β1 and β2 are set in advance for a flat road, and The respective deceleration reference values β1 corresponding to the gradients,
β2 can be corrected. Further, the total weight of the vehicle may be calculated, and for example, the deceleration reference values β1 and β2 may be different depending on whether the number of occupants is one or four. In this case, the total weight of the vehicle is calculated based on, for example, the acceleration when a specific output shaft torque is generated.

In addition to the deceleration lines M1 and M2, a deceleration line for hold control (not shown) for maintaining the current gear stage can be set. In the deceleration line map, the deceleration lines M1, M at the current position are displayed.
Since the first and second set values V1 and V2 can be calculated from each point on the second vehicle, the current vehicle speed V _now is compared with the first and second set values V1 and V2 to obtain the current value. It is possible to calculate the optimum gear position at the position.

When the deceleration lines M1 and M2 are set in this way, the CPU 31 determines whether or not the control switch 55 is on. If the control switch 55 is on, the driver operates the selection switch 56. It is determined which of the normal mode, the driver-driven mode and the navigation-driven mode has been selected. When the normal mode is selected, normal control processing is performed by a normal control unit (not shown) in the CPU 31. When the driver-driven mode is selected, driver-initiated control is performed by a driver-initiated control unit (not shown) in the CPU 31. When the control process is performed and the navigation-driven mode is selected, the navigation-driven control process (not shown) in the CPU 31 performs the navigation-driven control process.

Next, the flowchart of FIG. 4 will be described. Step S1 Switch information is read. Step S2 The current position is read. Step S3 The road data is read. Step S4 The vehicle information is read. Step S5 The voice information is read. Step S6 A corner determination process is performed. Step S7: The recommended vehicle speed V _Ri is calculated. Step S8 calculates the section distance L to the target node Nd _i. Step S9 The deceleration lines M1 and M2 are set. Step S10: It is determined whether the control switch 55 is on. If the control switch 55 is on, the process proceeds to step S11; otherwise, the process returns. Step S11: The state of the selection switch 56 is determined.
If the normal mode is selected, step S12 is performed. If the driver-driven mode is selected, step S13 is performed.
If the navigation-driven mode is selected, step S1
Proceed to 4. Step S12: Perform normal control processing and return. Step S13: Perform driver-driven control processing and return. Step S14: Perform navigation-initiated control processing and return.

Next, the normal control processing in step S12 will be described. FIG. 7 is a diagram showing a subroutine of a normal control process according to the embodiment of the present invention. First,
Upper limit gear position setting means (not shown) in the CPU 31 (FIG. 2) performs upper limit gear position setting processing, and sets the deceleration line M
1 (FIG. 6), the optimum gear position is calculated based on M2, and the upper limit gear position is set based on the optimum gear position and various setting conditions such as the driving state of the driver and the current position.

Subsequently, a current gear position / upper gear position comparing means (not shown) in the CPU 31 performs a current gear position / upper gear position comparison process, and determines the current gear position, that is, the current gear position and the upper gear position. And selects the lower gear (the gear ratio is larger on the lower speed side) as the gear shift command value. Then, a transmission unit (not shown) in the CPU 31 transmits the shift command value to the automatic transmission control device 12.

Next, the flowchart will be described. Step S12-1: The upper gear position setting process is performed. Step S12-2: The current gear position / upper limit gear position comparison process is performed. Step S12-3: Send the shift command value to the automatic transmission control device 12, and return.

Next, an upper limit gear position setting process in step S12-1 and a step S12-1-1 described later.
The optimum gear position calculation process in the above will be described. FIG. 8 is a diagram illustrating a subroutine of an upper limit gear position setting process according to the embodiment of the present invention, and FIG. 9 is a diagram illustrating a subroutine of an optimum gear position calculating process according to the embodiment of the present invention.

First, the optimum gear position calculating means 81 (FIG. 1) in the CPU 31 (FIG. 2) reads the vehicle speed V detected by the vehicle speed sensor 44 and refers to the first and second deceleration line maps with reference to the deceleration line map. Of the current vehicle speed V _now and the first and second set values V1, V2 (FIG. 6).
Then, the optimum gear is calculated by comparing the second gear with the second gear.
In this case, the CPU 31 determines that the vehicle speed V _now is the first set value V
When the speed is lower than 1, the fourth speed is set as the optimum gear, and the vehicle speed V _now is equal to or more than the first set value V1, and the second set value V
When the vehicle speed is lower than 2, the third speed is set as the optimal gear, and when the vehicle speed V _now is equal to or more than the second set value V2, the second gear is set as the optimal gear.

Subsequently, the CPU 31 detects the current gear position based on the shift position read as vehicle information,
The current gear and the optimum gear are compared. And
If the current gear is higher than the optimum gear (the gear ratio is smaller on the high-speed side), it is determined whether or not there is a deceleration intention because the vehicle has not yet been decelerated. for that reason,
The CPU 31 determines whether a deceleration operation, for example, an accelerator off is detected. If accelerator off is detected, it is determined that there is an intention to decelerate, and the optimal gear is set as the upper limit gear in order to perform deceleration by downshifting. If accelerator off is not detected, deceleration is performed. It is determined that there is no intention, and the fourth speed, which is the current gear, is set as the upper gear.

In the present embodiment, the accelerator off refers to a moment when the foot is released from the accelerator pedal or a state where the foot is released from the accelerator pedal. Further, there may be a state in which there has been a return operation of the accelerator pedal by a predetermined amount, a return operation at a predetermined speed or higher, a return operation at a predetermined acceleration or higher, and the like. It should be noted that whether or not there is an intention to decelerate can be determined by turning on the brake. The brake-on state means a moment when the brake pedal is depressed or a state where the brake pedal is depressed. It should be noted that whether or not there is an intention to decelerate can be determined by both the accelerator off and the brake on.

If the current gear and the optimum gear are equal, the optimum gear is set as the upper gear. Also, when the current gear position is lower than the optimum gear, by comparing the position of the current position and the target node Nd _i,
Vehicle is already determined whether the pass through the node Nd _i, if passing through the node Nd _i, it is not necessary to decelerate the vehicle, since the vehicle is positioned on the acceleration oriented state, the CPU31 The release control means (not shown) performs a release control process of the corner control in order to shift to the acceleration state. On the other hand, if not passed the node Nd _i, the vehicle is because it is placed in a deceleration oriented state, it sets the current shift speed upper limit gear position.

Next, the flowchart of FIG. 8 will be described. Step S12-1-1 The optimum gear position calculation process is performed. Step S12-1-2: It is determined whether or not the current gear is higher than the optimum gear. If the current gear is higher than the optimal gear, the procedure proceeds to step S12-1-3, and if the current gear is equal to or less than the optimal gear, the procedure proceeds to step S12-1-4. Step S12-1-3: It is determined whether or not the accelerator off is detected. When the accelerator off is detected, the process proceeds to step S12-1-5, and when it is not detected, the process proceeds to step S12-1-6. Step S12-1-4: It is determined whether or not the current gear and the optimal gear are equal. If the current gear and the optimal gear are equal, the process proceeds to step S12-1-5, and if not, the process proceeds to step S12-1-7. Step S12-1-5: Set the optimal gear position as the upper limit gear position and return. Step S12-1-6: Fourth speed is set as the upper limit gear position, and the routine returns. Step S12-1-7 vehicle is determined whether or not passing through the node Nd _i. Vehicle to step S12-1-8 When passing through the node Nd _i, if not passed flow proceeds to step S12-1-9. Step S12-1-8: Perform the release control process and return. Step S12-1-9: Set the current gear position as the upper limit gear position and return.

Next, the flowchart of FIG. 9 will be described. Step S12-1-1-1 First and second set values V
1. Read V2. Step S12-1-1-2: The current vehicle speed V _now is the first
Is determined to be not less than the set value V1. If the current vehicle speed V _now is equal to or higher than the first set value V1, the process proceeds to step S12-1-1-3. If the current vehicle speed V _now is lower than the first set value V1, the process proceeds to step S12-1-1-. Proceed to 6. Step S12-1-1-3: The current vehicle speed V _now is the second
Is determined to be not less than the set value V2. If the current vehicle speed V _now is equal to or higher than the second set value V2, the process proceeds to step S12-1-1-4. If the current vehicle speed V _now is lower than the second set value V2, the process proceeds to step S12-1-1-1-1. Go to 5. Step S12-1-1-4 The second speed is set as the optimal gear position, and the routine returns. Step S12-1-1-5: The third speed is set as the optimal gear position, and the routine returns. Step S12-1-1-6: The fourth speed is set as the optimal gear position, and the routine returns.

Next, the release control processing in step S12-1-8 will be described. FIG. 10 is a diagram showing a subroutine of the release control process according to the embodiment of the present invention. The release control process is performed after releasing the corner control.
The detection is performed in consideration of the accelerator-on detection, a change in the current gear position, a change in the vehicle speed, and the like.

In the present embodiment, the accelerator-on means the moment when the accelerator pedal is depressed, or the state in which the accelerator pedal is depressed. Further, there may be a state in which there is a predetermined amount of stepping operation on the accelerator pedal, a stepping operation at a predetermined speed or higher, a stepping operation at a predetermined acceleration or higher, and the like. CPU 31 (Fig. 2) is, by comparing the position of the current position and the target node Nd _i, the vehicle is determined whether or not passing through the node Nd _i, the vehicle speed when the vehicle has passed the target node Nd _i (Hereinafter referred to as “node passing vehicle speed”), and the node passing vehicle speed is stored in a buffer (not shown). Then, CPU3
1 reads the accelerator signal and determines whether the first release condition is satisfied, that is, whether the accelerator-on is detected. If accelerator on is detected,
Whether the second release condition is satisfied, that is, the amount of increase in vehicle speed (hereinafter referred to as “increasing vehicle speed”) Vd from when the accelerator-on is detected until the present time is equal to a set value δ1, for example,
It is determined whether it is greater than 5 [km / h].

If the vehicle speed increase amount Vd is larger than the set value δ1, it is determined that the vehicle has been sufficiently accelerated, and a shift speed one step higher than the current shift speed is set to the upper limit shift to permit a shift-up shift. Set as a column. When the accelerator-on is not detected, or when the vehicle speed increase amount Vd is equal to or less than the set value δ1, it is determined that acceleration is required, and the current gear is set as the upper limit gear. Maintain the gear position. The set value δ1 is changed in consideration of the current gear position between when the 2 → 3 shift is performed and when the 3 → 4 shift is performed.

As a second release condition, the elapsed time Tp from the detection of the accelerator-on to the present time is set to the set value δ.
2, whether the travel distance Lp of the vehicle from when the accelerator-on is detected to the present is longer than a set value δ3, and whether the calculated acceleration α from the time the accelerator-on is detected to the present is more than the set value δ4. Whether it is large or not can also be set.

As a first release condition, the accelerator
Target node Nd _iAfter passing
Whether the vehicle speed increase Vd up to the present is greater than the set value δ11
Or the target node Nd_iProgress since passing through
Whether the time Tp is longer than the set value δ12,
Nd_iThe running distance Lp from passing through to the present is the set value
Whether the length is longer than δ13, the target node Nd_iThrough
From the current to the present is greater than the set value δ14
You can also set whether it works.

Next, the flowchart of FIG. 10 will be described. Step S12-1-8-1 The node passing vehicle speed is read. Step S12-1-8-2: It is determined whether or not the accelerator-on is detected. If the accelerator-on is detected, the process proceeds to step S12-1-8-3; otherwise, the process proceeds to step S12-1-8-5. Step S12-1-8-3 The vehicle speed increase amount is 5 [km /
h] is determined. 5 vehicle speed increase
If it is greater than [km / h], step S12-1-8
If the vehicle speed increase amount is not more than 5 [km / h], the process proceeds to step S12-1-8-5. Step S12-1-8-4: Set the speed one higher than the current speed as the upper limit speed, and return. Step S12-1-8-5: Set the current gear position as the upper limit gear position and return.

Next, a description will be given of the current gear position / upper gear limit comparison process in step S12-2. FIG.
FIG. 1 is a diagram showing a subroutine of a current gear position / upper limit gear position comparison process in the embodiment of the present invention. CPU31
A shift command value generating means (not shown) in FIG. 2 determines whether or not the upper limit shift speed is equal to or lower than the current shift speed. If the upper limit shift speed is equal to or lower than the current shift speed, the vehicle needs to decelerate. The upper limit gear is set as a gear shift command value. If the upper gear is higher than the current gear, the current gear is set to the shift command value in order to follow the determination of the automatic transmission control device 12. Set as

The shift command value is set according to a predetermined format.
A code is added to indicate that the event has occurred. Next, the flowchart will be described. Step S12-2-1: It is determined whether or not the upper limit gear is lower than the current gear. If the upper limit gear is lower than the current gear, the process proceeds to step S12-2-3. If the upper gear is higher than the current gear, the process proceeds to step S12-2-2. Step S12-2-2: The current gear is set as the shift command value, and the routine returns. Step S12-2-3: Set the upper limit shift speed as a shift command value, and return.

Next, the operation of the automatic transmission control device 12 for generating a shift output based on the shift command value will be described. FIG. 12 is a flowchart showing the operation of the automatic transmission control device according to the embodiment of the present invention. The automatic transmission control device 12 (FIG. 2) reads the shift command value sent from the navigation device 14 and also reads vehicle information such as an accelerator opening, a throttle opening, and a vehicle speed. Further, a shift determining means (not shown) in the automatic transmission control device 12 makes a normal shift determination based on the vehicle information, and selects a shift speed with reference to a shift map (not shown) in the ROM 46. Next, a shift output generating means (not shown) in the automatic transmission control device 12 determines whether there is a shift command value, and if there is a shift command value, generates a shift output based on the shift command value. In this case, when the upper limit shift speed is the fourth speed, the deceleration by the downshift is not performed, and when the upper limit shift speed is the third speed or the second speed, the deceleration by the downshift is performed. When there is no shift command value, the automatic transmission control device 12 generates a shift output based on the shift speed calculated by the normal shift determination.

Next, the flowchart will be described. Step S21 A shift command value is read. Step S22 The vehicle information is read. Step S23: Normal shift determination is performed. Step S24: It is determined whether or not there is a shift command value. If there is a shift command value, the process proceeds to step S25; otherwise, the process proceeds to step S26. Step S25: Generate a shift output based on the shift command value, and return. Step S26 Generates a shift output based on the normal shift determination and returns.

Next, the driver-driven control processing in step S13 will be described. FIG. 13 is a diagram showing a subroutine of the driver-driven control process according to the embodiment of the present invention. A driver-driven execution means (not shown) in the CPU 31 (FIG. 2) performs driver-driven execution processing, sets a shift command value based on the driver's voice input from the voice input unit 36, and sets the shift command value. The value is sent to the automatic transmission controller 12.

The driver-initiated learning control means (not shown) in the CPU 31 performs driver-initiated learning control processing, and determines the driver's intention to decelerate based on the driver's voice input from the voice input unit 36. Then, learning control is performed. In this case, the result of the learning control is reflected in the normal control processing, the navigation-driven control processing, and the like in the setting of the deceleration line, the calculation of the optimum gear position, and the like.

Next, the flowchart will be described. Step S13-1: Perform driver-driven execution processing. Step S13-2: Send the shift command value to the automatic transmission control device 12. Step S13-3: Perform driver-led learning control processing and return. Next, the driver-driven execution process in step S13-1 will be described.

FIG. 14 is a diagram showing a subroutine of driver-driven execution processing in the embodiment of the present invention. First, the voice shift command of the voice information is transmitted to the voice input unit 36.
(FIG. 2), the CPU 31 confirms the contents of the voice recognition by a confirmation means (not shown). The gear is set as the shift command value. If the highest speed is already selected, the highest speed is set again as the shift command value. Further, if it is expected that the vehicle speed becomes excessively high when the upshifting is performed and the output of the engine 11 is reduced, a fail function can be provided to inhibit the upshifting.

When the down command is confirmed, the CP
The fail means (not shown) in U31 calculates the engine speed after the downshift based on the current vehicle speed, the current gear ratio, and the post-shift gear ratio, and calculates the calculated engine speed. The number of rotations is a predetermined threshold, for example,
It is determined whether it is 7000 [rpm] or more. When the engine speed is 7000 [rpm] or more, the warning means (not shown) in the CPU 31 outputs a warning such as a sound, a sound, a display, or the like indicating that the engine speed is too high to perform a shift. And warn the driver. For example, output a sound such as "Over-rev."
The map screen is erased on the display unit 35 of the navigation device 14, and characters indicating over-rev are displayed.
The threshold may be, for example, the engine speed of the red zone.

When the engine speed is lower than 7000 [rpm], the fail means determines whether the rotational angular velocity detected by the gyro sensor 26, that is, the lateral acceleration applied to the vehicle is smaller than a predetermined threshold. If the lateral acceleration is greater than or equal to a threshold, the warning means:
A warning such as a sound, a sound, or a display is output to warn the driver that a downshift cannot be performed because the vehicle is passing through a corner. For example, a sound such as "Curving. No shifting" is output, an alarm sound such as a buzzer sounds, the map screen is erased on the display unit 35 of the navigation device 14, and the vehicle is passing a corner. Or a message to the effect. If the lateral acceleration is smaller than the threshold value, a not-shown notifying means in the CPU 31 notifies the driver of the fact that the down command has been acknowledged by voice, sound, display, or the like before performing the downshift. For example, it outputs sounds such as "I understand.""Iunderstand.""Down.", Emits a confirmation sound such as a buzzer, and the display unit 35 of the navigation device 14.
, The map screen is erased, and characters indicating that the down command has been accepted are displayed. Subsequently, the gear position changing means sets a gear position one step lower than the current gear position as a gear shift command value, and returns. If the lowest gear has already been selected, the lowest gear is set again as the shift command value.

Even if neither the up command nor the down command is confirmed, since the gear selected in the previous routine is maintained, there is a possibility that the engine 11 will overrev for any reason. is there. Therefore,
The CPU 31 reads the current engine speed, and sets the engine speed to a predetermined threshold value by the failure means.
For example, it is determined whether the engine speed is 7000 [rpm] or more. If the engine speed is 7000 [rpm] or more, the gear position changing means sets a gear position one step higher than the current gear position as a gear shift command value. And return. If the highest speed is already selected, the highest speed is set again as the shift command value.

In the present embodiment, a gear position one step higher or one step lower than the current gear position is set as the gear shift command value based on the sound shift command. In place of the current gear, or 1 gear based on the shift operation by the driver.
A lower gear can be set as the gear shift command value. In this case, the shift operation is performed by operating a shift lever 52 (FIG. 3), a speed selector switch (not shown), and the like.

Next, the flowchart will be described. Step S13-1-1: Confirm the contents of the voice recognition. Step S13-1-2: Determine whether the command is an up command. If it is an up command, step S13-1
-3, if not an up command, step S13-1-
Proceed to 4. Step S13-1-3: A gear position one step higher than the current gear position is set as a gear shift command value, and the routine returns. Step S13-1-4: It is determined whether or not it is a down command. If it is a down command, step S13-1
If the command is not a down command, the process proceeds to step S13-1-
Proceed to 12. Step S13-1-5: Calculate the engine speed after shifting. Step S13-1-6: The engine speed is 7000
[Rpm] is determined. If the engine speed is not less than 7000 [rpm], step S
13-1-7, the engine speed is 7000 [rpm]
If it is lower, the process proceeds to step S13-1-8. Step S13-1-7: Output an alarm. Step S13-1-8: It is determined whether or not the lateral acceleration is smaller than a threshold. If the lateral acceleration is smaller than the threshold, the process proceeds to step S13-1-10, and if the lateral acceleration is equal to or larger than the threshold, the process proceeds to step S13-1-9. Step S13-1-9: Output an alarm. Step S13-1-10 Notify the driver. Step S13-1-11: The gear position one step lower than the current gear position is set as the gear shift command value, and the routine returns. Step S13-1-12 The current engine speed is read. Step S13-1-13: The engine speed is 7000
[Rpm] is determined. If the engine speed is not less than 7000 [rpm], step S
13-1-14, the engine speed is 7000 [rpm
m], the routine returns. Step S13-1-14: The gear position one step higher than the current gear position is set as the gear shift command value, and the routine returns.

Next, the driver-initiated learning control process in step S13-3 will be described. FIG. 15 is a diagram showing a subroutine of the driver-driven learning control process according to the embodiment of the present invention. In this case, based on the current position and the vehicle speed at the time when the down command or the up command is input, each control timing determined as having the driver's intention to decelerate or accelerate is detected, and the respective control timings are normally controlled. Processing, navigation-driven control processing, etc.
In the present embodiment, when the driver-driven learning control process is performed, the recommended vehicle speed V _R (FIG. 5) and the deceleration lines M1, M2 is computed.

For this purpose, when the down command is confirmed, the CPU 31 (FIG. 2) determines that the driver intends to decelerate and turns on the down flag. Then, while the down flag is on, the first learning control means (not shown) in the CPU 31 performs the first learning control process. In this case, the vehicle is learned driving tendencies of the driver until passing through the node Nd _i. The learning result is reflected in the subsequent normal control processing, navigation-driven control processing, and the like. When the vehicle passes a node Nd _i, to turn off the down flag.

Next, when the up command is confirmed, the CPU 31 determines that the driver intends to accelerate, and performs second learning control processing by means of second learning control means (not shown). In this case, the vehicle is learned driving tendencies of the driver after passing the node Nd _i. The learning result is reflected in the subsequent normal control processing, navigation-driven control processing, and the like. Then, the traveling variable after passing, for example, the vehicle is the target node Nd _i
It is determined whether or not the travel distance of the vehicle after passing through is greater than a threshold value. If the travel distance is greater than the threshold value, the process returns.

Next, the flowchart will be described. Step S13-3-1: It is determined whether or not it is a down command. If it is a down command, step S13-3
If the command is not a down command, step S13-3-
Proceed to 3. Step S13-3-2: Turn on the down flag. Step S13-3-3: It is determined whether or not the down flag is on. If the down flag is on, the process proceeds to step S13-3-4. If the down flag is not on, the process proceeds to step S13-3-4.
Proceed to 13-3-7. Step S13-3-4: Perform a first learning control process. Step S13-3-5 vehicle is determined whether or not passing through the node Nd _i. Vehicle to step S13-3-6 When passing through the node Nd _i, if not passed flow proceeds to step S13-3-7. Step S13-3-6: Turn off the down flag. Step S13-3-7: Determine whether or not the command is an up command. If it is an up command, go to S13-3-8,
If not, return. Step S13-3-8: Perform a second learning control process. Step S13-3-9: It is determined whether or not the traveling distance is larger than a threshold. If the mileage is greater than the threshold, the process returns. If the mileage is less than the threshold, step S13-3-.
Return to 8.

Next, the first learning control process in step S13-3-4 will be described. FIG. 16 is a diagram illustrating a subroutine of a first learning control process according to the embodiment of the present invention. FIG. 17 is a diagram illustrating a change in position and vehicle speed when a down command is input according to the embodiment of the present invention.
FIG. 18 is a diagram showing a recording table of the first learning control process according to the embodiment of the present invention. In FIG. 17, the horizontal axis indicates the position of the vehicle, and the vertical axis indicates the vehicle speed V.

In this case, as shown in FIG. 17, when a down command is input in state A and the down flag is turned on, deceleration by downshifting is performed.
In the state B, the vehicle speed V becomes the lowest, and thereafter, the vehicle speed V
Gradually increase, and in state C, the vehicle
I reached d _i, then the vehicle speed V is further increased, the state D
Will be described.

[0088] First, CPU 31 (FIG. 2) calculates the recommended vehicle speed V _Ri for each node Nd _i detected in driver-driven learning control process, down command is confirmed, the down flag is turned on And the vehicle speed V _min at which the vehicle speed V becomes the lowest (hereinafter referred to as the “minimum turning vehicle speed”) Vmin, and calculates the speed difference ΔV between the minimum turning vehicle speed V _min and the recommended vehicle speed V _Ri .

Next, the CPU 31 sets a deceleration line _Mmin for decelerating the vehicle from the vehicle speed _Vdown when the down command is input to the turning minimum vehicle speed _Vmin, by using the vehicle speed Vmin.
_down and the position of the vehicle when the down command is input (hereinafter referred to as “down command position”) and the minimum turning vehicle speed V
_It is calculated based on the distance L1 between the position where _min is detected (hereinafter referred to as “minimum vehicle speed detection position”).

[0090] Further, CPU 31 calculates the distance difference δL between (called. "Covered node position") and a minimum vehicle speed detection position and the position of the target node Nd _i. The speed difference ΔV, deceleration β _min and distance difference δL are learning values in the first learning control process. Then, CPU 31 performs the recording and correction process, the recording means, not shown, in the recording table shown in FIG. 18, the speed difference [Delta] V, node node Nd _i radius, the recommended vehicle speed V _Ri, deceleration β
_The recording process is performed by writing the _min and the distance difference δL. Then, when the number of times of learning becomes equal to or more than a predetermined number (for example, 10 times), the correction means 82 (FIG. 1) of the CPU 31 performs a correction process.

The first learning control process is performed even when deceleration by corner control is not performed. Next, the flowchart of FIG. 16 will be described. Step S13-3-4-1: The speed difference ΔV between the minimum turning vehicle speed V _min and the recommended vehicle speed V _Ri is calculated. Step S13-3-4-2: The deceleration line _Mmin is calculated. Step S13-3-4-3: Calculate the distance difference δL between the minimum vehicle speed detection position and the target node position. Step S13-3-4-4 Perform recording / correction processing,
To return.

Next, a correction process based on the learning value will be described. FIG. 19 is a first conceptual diagram of the correction process according to the embodiment of the present invention, and FIG. 20 is a second conceptual diagram of the correction process according to the embodiment of the present invention. In FIG. 19, the position of the vehicle on the horizontal axis and the vertical axis the vehicle speed V, the in FIG. 20, the node radius R on the horizontal axis and the vertical axis are taken the recommended vehicle speed V _R.

First, in the correction processing, a case will be described in which the inclinations of the deceleration lines M1 and M2 in FIG. 19 are changed in accordance with the driving orientation of the driver. The CPU 31 (FIG. 2)
Reads the deceleration beta _min from the recording table of FIG. 18 calculates an average value εβ _min, and calculates a deviation [Delta] [beta] _min and the average value Ipushironbeta _min and a preset reference value β _{mi n / ref,} the deviation [Delta] [beta] Correction processing is performed based on _min .

That is, if the deviation Δβ _min falls within the set range, no correction processing is performed. The deviation Δ
If β _min is smaller than the lower limit value AR _{MIN of the} set range, the driver determines, for example, that the driver has a driving intention with a deceleration intention earlier than usual, and the average value εβ _min and the lower limit value AR
_The values of the deceleration reference values β1 and β2 are reduced in accordance with the difference from _MIN . As a result, the deceleration line M1 in FIG.
The inclination of M2 is changed to be smaller as shown by the thin arrow.

On the other hand, when the deviation Δβ _min is equal to or _larger than the upper limit AR _{MAX of the} set range, the driver
For example, it is determined that the normal has a driving orientation with slower deceleration intention, so as to correspond to the difference between the average value Ipushironbeta _min and the upper limit value AR _MAX, deceleration reference value .beta.1, increasing the value of .beta.2.
As a result, the slopes of the deceleration lines M1 and M2 in FIG. 19 are changed and increased as indicated by the thick arrows.

In this embodiment, the slopes of the deceleration lines M1 and M2 are both changed, but either one of the deceleration lines M1 and M2 can be changed. Next, a case where the length of the adjustment portion mc in FIG. 19 is changed in the correction process according to the driver's driving orientation will be described.

The CPU 31 reads from the recording table of FIG.
The distance difference δL is read out, an average value εδL is calculated, and the average
Value εδL and reference value of preset adjustment part mc
mc _refIs calculated based on the deviation ΔδL.
And performs a correction process. That is, the deviation ΔδL is set
If it falls within the range, no correction processing is performed and the
If not fit, adjust the length of the adjustment part mc to the average value εδL
To As a result, the length of the adjustment portion mc is thin or thick.
Changed as indicated by the arrow.

Next, a case will be described in which the recommended vehicle speed V _Ri in FIG. 19 is changed in the correction process according to the driver's driving orientation. The CPU 31 reads the recommended vehicle speed V _Ri and the speed difference ΔV corresponding to each node radius R from the recording table of FIG. 18 and adds the recommended vehicle speed V _Ri and the speed difference ΔV to the vehicle speed V in the state C (FIG. 17). Is calculated. Then, the CPU31 may the vehicle speed V, the plotted as a recommended vehicle speed V _R so as to correspond to each node radius R as shown in FIG. 20. Instead of adding the recommended vehicle speed V _Ri and the speed difference [Delta] V, it is also possible to detect the vehicle speed V when it passes through the node Nd _i.

[0099] Thus, by plotting the vehicle speed V calculated each time through the node Nd _i, for example, 5
When plotting 0 times, an approximate line E passing through each point as shown in FIG. 20 is drawn, and the recommended vehicle speed map is corrected using the approximate line E. As a result, substantially, the target node Nd
The recommended vehicle speed V _{Ri at i} is changed as shown by a thin arrow or a thick arrow in FIG.

As described above, the inclination and the adjustment of the deceleration lines M1 and M2 are determined.
Length of set part mc and recommended vehicle speed V _RiTo change
Therefore, control for starting deceleration by downshifting
The timing can be changed. For example, the deceleration line M
1. Reduce the inclination of M2 or lengthen the adjustment part mc.
Or recommended vehicle speed V_RiLower the downshift
Control timing to start deceleration by
If the inclination of the deceleration lines M1 and M2 is increased,
Min mc or recommended vehicle speed V_RiHigher, the shift
Control timing to start deceleration due to downshift
Can be slow.

Therefore, when the vehicle actually approaches the corner, the driver's intention to decelerate may occur based on the road shape, or may occur based on the vehicle running state such as the vehicle speed.
It is possible to set the optimal gear position in response to the occurrence based on the road characteristics such as the road width and the number of lanes and the road environment such as whether the visibility is good, etc. The control timing for starting the deceleration by the shift can be changed. As a result, corner control as intended by the driver can be performed.

Next, the second learning control process in step S13-3-8 will be described. FIG. 21 is a diagram illustrating a subroutine of a second learning control process according to the embodiment of the present invention. FIG. 22 is a diagram illustrating changes in position and vehicle speed when an up command is input according to the embodiment of the present invention.
FIG. 23 is a diagram showing a recording table of the second learning control process according to the embodiment of the present invention. In FIG. 22, the position of the vehicle is plotted on the horizontal axis, and the vehicle speed V is plotted on the vertical axis.

[0103] First, CPU 31 (FIG. 2) compares the current position and the target node position, the vehicle speed V when the vehicle passes the node Nd _i, i.e., the node passes the vehicle speed V _p
Read. Incidentally, when the vehicle passes a node Nd _i, usually, the driver depressing the accelerator pedal. Therefore, the CPU 31 determines whether or not the accelerator-on is detected, and calculates a position when the accelerator-on is detected, that is, an accelerator-on position.

Then, the CPU 31 sets the target node Nd _i
Of the vehicle speed V (hereinafter, referred to as "first vehicle speed increase amount") Vd from the time when the vehicle has passed through to the time when the accelerator-on is detected.
1, the elapsed time from the passing through the node Nd _i until the accelerator-on is detected (hereinafter referred to as "first elapsed time".) .Tau.1, the distance between the target node position and the accelerator-on position (hereinafter "the 1 mileage "hereinafter.) UL1, and computational acceleration up accelerator-on is detected from the time which has passed through the target node Nd _i (hereinafter," first acceleration "
That. ) Calculate α1. Incidentally, the first vehicle speed increase amount Vd1 is a value obtained by subtracting the node passing speed V _p from the vehicle speed V _ac when the accelerator-on is detected, the first acceleration α
1 is a value obtained by dividing the first vehicle speed increase amount Vd1 by the first elapsed time τ1.

Subsequently, CPU 31 determines whether or not an up command has been confirmed.
An increase amount Vd2 of the vehicle speed V from when the accelerator-on is detected to when the up command is confirmed (hereinafter referred to as "second vehicle speed increase amount"), and a lapse from when the accelerator-on is detected to when the up command is confirmed. Time (hereinafter "second elapsed time")
That. ) 2, the position at which the accelerator-on position and the up command are confirmed, that is, the distance between the up-command position (hereinafter referred to as "second travel distance") UL2, and the up command after the accelerator-on is detected, is confirmed. (Hereinafter referred to as “second acceleration”) α2. Incidentally, the second vehicle speed increase amount Vd2 is subtracted value of the vehicle speed V _ac when the accelerator ON from the vehicle speed V _{Stay up-was} detected when the up command is confirmed, the second acceleration α2
Is a value obtained by dividing the second vehicle speed increase amount Vd2 by the second elapsed time τ2.

The first vehicle speed increase Vd1, the first elapsed time τ1, the first travel distance UL1, the first acceleration α1, the second vehicle speed increase Vd2, the second elapsed time τ2, the second travel distance UL
2 and the second acceleration α2 are learning values in the second learning control processing. Next, the CPU 31 refers to the determination result of the uphill road or the downhill road, which is separately performed, and associates the second degree with the current degree of uphill of the uphill road or the degree of downhill of the downhill road.
Each learning value of the learning control process is corrected.

For example, when the current traveling road is an uphill road or a downhill road, each of the learning values is increased by a predetermined amount. As a result, in the subsequent normal control processing, navigation-initiated control processing, and the like, the release conditions in the travel control release control processing can be made strict, for example, delaying the release of corner control and making it easier to apply engine braking. Can be.

[0108] Then, CPU 31 performs the recording and correction process, the recording means, not shown, in the recording table shown in FIG. 23, the node passes the vehicle speed V _p, node node Nd _i radius, the recommended vehicle speed V _Ri , The first vehicle speed increase amount Vd1, the first elapsed time τ1, the first travel distance UL1, the first
Acceleration α1, second vehicle speed increase Vd2, second elapsed time τ
2. The recording process is performed by writing the second travel distance UL2 and the second acceleration α2. When the number of times of learning is equal to or more than a predetermined number (for example, 10 times), a correction unit (not shown) of the CPU 31 performs a correction process based on the driver's evaluation of the corner control.

For this purpose, the CPU 31 determines the first vehicle speed increase Vd1, the first elapsed time τ1, the first travel distance UL1, the first acceleration α1, the second vehicle speed increase Vd2, the second elapsed time τ
2, each average value εVd1, ετ1, εUL1, εα1, εVd2, ε of the second travel distance UL2 and the second acceleration α2
τ2, εUL2, εα2 are calculated. Next, the flowchart of FIG. 21 will be described. Step S13-3-8-1 node reads the passage vehicle speed V _p. Step S13-3-8-2 First vehicle speed increase amount Vd1,
The first elapsed time τ1, the first travel distance UL1, and the first acceleration α1 are calculated. Step S13-3-8-3 Second vehicle speed increase amount Vd2,
The second elapsed time τ2, the second travel distance UL2, and the second acceleration α2 are calculated. Step S13-3-8-4 Refer to the determination result of the uphill road or the downhill road. Step S13-3-8-5 Perform recording / correction processing,
To return.

By the correction processing, the release condition of the release control processing in the subsequent normal control processing, navigation-driven control processing and the like is changed according to the driver's driving orientation. The second learning control process is performed even when the corner control is not performed. FIG. 24 is a diagram showing the release conditions of the release control process in the normal control process, the navigation-driven control process, and the like.

In this case, the release condition comprises first and second release conditions. The first release condition is whether or not the accelerator-on is detected. The second release condition is after the accelerator-on is detected. The vehicle speed increase amount Vd up to now is the set value δ1.
Whether the elapsed time Tp from the detection of the accelerator-on to the present is longer than the set value δ2,
Running distance Lp from the time when accelerator on is detected to the present
Is longer than the set value δ3, whether the calculated acceleration α from the detection of the accelerator-on to the current time is larger than the set value δ4, and the like.

The set values δ1 to δ4 are determined when the 2 → 3 shift is performed in consideration of the current gear position and when the 3 → 4 shift is performed.
It is changed when the shift is performed. Further, it is also possible to set the release condition only to the second release condition and not to detect the accelerator-on. In that case, the second release condition, if the vehicle speed increment Vd from through the node Nd _i to date is greater than the set value Deruta11, the elapsed time from passing through the node Nd _i until now Tp There whether longer than the set value Delta] 12, whether the travel distance Lp from the passes through the nodes Nd _i to date is longer than the set value Deruta13, acceleration of the calculation from through the node Nd _i to the current α Is larger than the set value δ14.

When the cancellation condition is composed of the first and second cancellation conditions, the CPU 31 (FIG. 2) converts the learning result of the second learning control process into the subsequent normal control process, navigation-initiated control process, and the like. In order to reflect, the second vehicle speed increase amount Vd2,
Average values εVd2, ετ2, εUL2, εα2 of the second elapsed time τ2, the second travel distance UL2, and the second acceleration α2
Are set as set values δ1 to δ4.

When the cancellation condition consists only of the second cancellation condition, the CPU 31 reflects the learning result of the second learning control process in the subsequent normal control process, navigation-initiated control process and the like. Average value εV of first vehicle speed increase amount Vd1
The value obtained by adding d1 and the average value εVd2 of the second vehicle speed increase amount Vd2 is set as the set value δ1, and the average value ε of the first elapsed time τ1
The value obtained by adding τ1 and the average value ετ2 of the second elapsed time τ2 is set as a set value δ2, and the average value εUL of the first travel distance UL1
1 and the average value εUL2 of the second travel distance UL2 are set as a set value δ3, and the first vehicle speed increase amount Vd1 is set.
ΕVd1 of the second vehicle speed increase amount and the average value εV of the second vehicle speed increase amount Vd2
d2 is added to the average value ετ of the first elapsed time τ1
The value obtained by dividing 1 and the average value ετ2 of the second elapsed time τ2 by the added value is set as the set value δ4.

Next, the navigation-driven control processing in step S14 will be described. FIG. 25 is a diagram showing a subroutine of the navigation-driven control process according to the embodiment of the present invention. In this case, the CPU 31 (FIG. 2) uses the upper limit gear position setting means and the current gear position / upper gear position comparison means to execute the upper gear position setting process and the current gear position / upper gear position comparison process similar to the normal control process. Then, the shift command value is sent to the automatic transmission control device 12, and the traveling control is performed. In addition, the navigation-driven execution process is performed by the navigation-driven execution means (not shown), and the control content of the traveling control matches the driving direction of the driver. Ask whether or not. Subsequently, the CPU 31
Performs navigation-led learning control processing by a navigation-led learning control unit (not shown), learns the driving orientation of the driver based on the answer of the driver, and corrects the control content of the traveling control based on the learning result. The learning result is reflected in the subsequent normal control processing, navigation-driven control processing, and the like.

Next, the flowchart will be described. Step S14-1 The upper gear position setting process is performed. Step S14-2: The present gear stage / upper limit gear stage comparison process is performed. Step S14-3: Send the shift command value to the automatic transmission control device 12. Step S14-4: Perform navigation-driven execution processing. Step S14-5: Carry out navigation-driven learning control processing.

Next, the navigation-driven execution process in step S14-4 will be described. FIG. 26 is a diagram showing a subroutine of the navigation-driven execution process in the embodiment of the present invention. First, the CPU 31 (FIG. 2) compares the current position with the target node position, and determines whether the vehicle is the target node Nd.
_It is determined whether _i has passed. Vehicle is the target node N
If the vehicle does not pass through d _i , it is determined that there is a high possibility that deceleration due to downshifting is being performed, and a notification corresponding to deceleration due to downshifting is provided by notifying means (not shown). If passing through the node Nd _i, determines that there is a high possibility that cancellation control process is being performed, making a notification corresponding to the release control processing by said notification means.

For this purpose, the CPU 31 compares the current gear position with the optimum gear position calculated in the optimum gear position calculation process shown in FIG. 9 in the upper gear position setting process. Then, the shift speeds other than the fourth speed are calculated as the optimum shift speeds, and after it is determined that the deceleration by the downshift has been performed, if there is a change in the current shift speed, the corner control similar to the normal control process is performed. Judge that it was done.

For example, the optimum gear is 3rd speed, and
It is determined whether or not it has been detected that the current gear has changed from the fourth speed to the third speed (4 → 3 speed). If detected, it is determined that the same corner control as in the normal control process has been performed, and voice output has been performed. The unit 37 notifies the driver that corner control similar to the normal control process has been performed, and asks the driver whether or not the control content matches the driving orientation of the driver. In order to make an announcement, a voice such as "The gear has been shifted down to the third speed" is used, and to ask a question, a voice such as "How is it now?"

In addition to the voice, the driver is notified by sound, display, or the like, or a part or the whole of the map screen is deleted on the display unit 35 of the navigation device 14, and characters for interrogation are displayed. You can also. And
It is determined whether or not it has been detected that the optimal gear is the second gear and that the current gear has changed from the third gear to the second gear (3 → 2 gear). It is determined that the corner control has been performed, and the audio output unit 37
The driver is informed that corner control similar to the normal control process has been performed, and the driver is asked whether the control content matches the driver's driving orientation.

[0121] On the other hand, the vehicle is when you have already passed through the node Nd _i, comparing the shift command value is sent to the automatic transmission control unit 12 and the current gear position. Then, after a shift speed higher than the second speed is set as the shift command value and it is determined that acceleration has been performed, if there is a change in the current shift speed, it is determined that the same release control as in the normal control process has been performed. . For example, if the shift command value is 3rd speed and the current gear is 2
It is determined whether or not the change from the third speed to the third speed (2 → 3 shift) is detected, and if detected, it is determined that the release control similar to the normal control process has been performed. Notifying the driver that the release control similar to the normal control process has been performed, and asking the driver whether the control content matches the driver's driving orientation.

The shift command value is the fourth speed, and
It is determined whether or not the change of the current gear position from the third speed to the fourth speed (3 → 4 speed) is detected. The unit 37 notifies the driver that the release control similar to the normal control process has been performed, and asks the driver whether the control content matches the driver's driving orientation.

Next, the flowchart will be described. Step S14-4-1 vehicle is determined whether or not passing through the node Nd _i. Step S14-4-7 When passing through the node Nd _i, if not passed flow proceeds to step S14-4-2. Step S14-4-2: The optimum gear position is compared with the current gear position. Step S14-4-3: It is determined whether or not the optimal shift stage is the third speed and whether the 4 → 3 shift is detected. If the optimal gear is 3rd gear and 4 → 3 shift is detected, the process proceeds to step S14-4-5. If the optimal gear is not 3rd gear or 4 → 3 shift is not detected, step S14 is performed.
Go to 14-4-4. Step S14-4-4: It is determined whether or not the optimal speed is the second speed and whether the 3 → 2 speed is detected. If the optimal gear is 2nd gear and 3 → 2 shift is detected, the process proceeds to step S14-4-6, and if the optimal gear is not 2nd gear or 3 → 2 shift is not detected, return. I do. Step S14-4-5 Notify the driver and return. Step S14-4-6 Notify the driver and return. Step S14-4-7: The gear shift command value is compared with the current gear position. Step S14-4-8: It is determined whether or not the shift command value is the third speed and whether the 2 → 3 shift is detected. If the shift command value is the third speed and the 2 → 3 shift is detected, the process proceeds to step S14-4-10. If the shift command value is not the third speed or the 2 → 3 shift is not detected, the process proceeds to step S14. Go to -4-9. Step S14-4-9: It is determined whether or not the shift command value is the fourth speed and whether the 3 → 4 shift is detected. When the shift command value is the fourth speed and the 3 → 4 shift is detected, the process proceeds to step S14-4-11, and the shift command value becomes 4
If it is not the speed or if the 3 → 4 shift is not detected, the routine returns. Step S14-4-10 Notify the driver and return. Step S14-4-11 Notify the driver and return.

Next, the navigation-driven learning control process in step S14-5 will be described. FIG. 27 is a diagram showing a subroutine of the navigation-led learning control process according to the embodiment of the present invention. CPU 31 (FIG. 2) by comparing the current position and the target node position, the vehicle is determined whether or not passing through the node Nd _i. If the vehicle has not passed the node Nd _i, CPU 3
Reference numeral 1 indicates that it is determined that there is a high possibility that deceleration due to downshifting is being performed, the driver's evaluation of the corner control is detected by evaluation detection means (not shown), and a response from the driver corresponding to the corner control is made. To analyze. Further, if the vehicle is already passed through the node Nd _i, determines that there is a high possibility that cancellation control process is being performed, and detects the evaluation of the driver for the release control process, the release control process Analyze the response from the driver who responded.

[0125] That is, if the vehicle has not passed the node Nd _i, CPU 31, the voice of "just right" to determine whether the inputted by the driver by voice input unit 36. When the voice “just right” is input, it is not necessary to change the slopes of the deceleration lines M1 (FIG. 19) and M2. Further, when the voice of “just right” is not input, the answer from the driver is further analyzed. That is, the CPU 31 determines whether or not the driver has input “early” voice by the voice input unit 36. When an “early” voice is input, the CPU 31
Determines that the driver has a driving orientation with a intention to decelerate later than usual, corrects the control timing of the corner control by the correcting means 82 (FIG. 1), and changes and increases the slopes of the deceleration lines M1 and M2. . Further, the CPU 31 determines whether or not the driver has input “slow” voice by the voice input unit 36. When the voice of “slow” is input, the CPU 31 determines that the driver has the driving orientation with the intention to decelerate earlier than usual, corrects the control timing of the corner control, and changes the slopes of the deceleration lines M1 and M2. And make it smaller.

In this embodiment, the deceleration line M
Although both the inclinations of M1 and M2 are changed, any one of the deceleration lines M1 and M2 can be changed. Further, instead of changing the inclination of the deceleration lines M1, M2, as shown in FIG. 19, to change the length of the adjustment portion mc, also change the recommended vehicle speed V _Ri at nodes Nd _i it can. Further, the deceleration line M
1, M2 inclination of the length of the adjustment portion mc, and may be at least modify two of the recommended vehicle speed V _Ri at nodes Nd _i.

As described above, the inclination and the adjustment of the deceleration lines M1 and M2 are determined.
Length of set part mc and recommended vehicle speed V _RiTo change
Therefore, control for starting deceleration by downshifting
The timing can be changed. For example, the deceleration line M
1. Reduce the inclination of M2 or lengthen the adjustment part mc.
Or recommended vehicle speed V_RiLower the downshift
Control timing to start deceleration by
If the inclination of the deceleration lines M1 and M2 is increased,
Min mc or recommended vehicle speed V_RiHigher, the shift
Control timing to start deceleration due to downshift
Can be slow.

Therefore, when the vehicle actually approaches the corner, the driver's intention to decelerate may occur based on the road shape, or may occur based on the vehicle traveling state such as the vehicle speed.
It is possible to set the optimal gear position in response to the occurrence based on the road characteristics such as the road width and the number of lanes and the road environment such as whether the visibility is good, etc. The control timing for starting the deceleration by the shift can be changed. As a result, corner control as intended by the driver can be performed.

[0129] On the other hand, if the vehicle is already passed through the node Nd _i, CPU 31, the voice of "just right" to determine whether the inputted by the driver by voice input unit 36. When the voice of “just right” is input, there is no need to change the release condition of the release control process. Further, when the voice of “just right” is not input, the answer from the driver is further analyzed. That is, CP
U <b> 31 determines whether or not the driver has input “early” voice by the voice input unit 36. "early"
Is input, the correction unit 82 determines that the driver has a driving orientation that is slower than usual and has an intention to accelerate,
Change the release condition of the release control process. In this case, FIG.
The set values δ1 to δ1 are set such that the release condition shown in
By correcting δ4, for example, the set value δ1 of the vehicle speed increase amount Vd
, The set value δ2 of the elapsed time Tp is increased, the set value δ3 of the travel distance Lp is increased, and the acceleration α
Is increased.

The CPU 31 determines whether the voice input section 36 has input a "slow" voice by the driver. When the voice of “slow” is input, the correction unit determines that the driver has the driving orientation with the intention to accelerate earlier than usual, and changes the release condition of the release control process. In this case, the set values δ1 to δ4 are corrected so that the release condition shown in FIG. 24 is satisfied earlier, and for example, the set value δ1 of the vehicle speed increase amount Vd is reduced, or the set value δ2 of the elapsed time Tp is shortened. The setting value δ3 of the traveling distance Lp is shortened, and the setting value δ4 of the acceleration α is reduced.

As described above, by changing the release condition of the release control processing, it is possible to change the control timing for starting the acceleration by the upshift. That is, the set value δ1 of the vehicle speed increase amount Vd is increased, the set value δ2 of the elapsed time Tp is increased, the set value δ3 of the traveling distance Lp is increased, and the set value δ4 of the acceleration α is increased. This makes it possible to delay the control timing for starting the acceleration due to the upshift.

Further, the set value δ1 of the vehicle speed increase amount Vd is reduced, the set value δ2 of the elapsed time Tp is shortened, the set value δ3 of the traveling distance Lp is shortened, and the set value δ4 of the acceleration α is reduced. By doing so, the control timing for starting acceleration by upshifting can be advanced. Therefore, when the vehicle actually approaches the corner, the driver's intention to accelerate occurs based on the road shape, the vehicle running state such as the vehicle speed, or based on the road characteristics such as the road width and the number of lanes. Not only can set the optimal gear position, but also change the control timing to start acceleration by upshifting, in response to the can do. As a result, corner control as intended by the driver can be performed.

Next, the flowchart will be described. Step S14-5-1 vehicle is determined whether or not passing through the node Nd _i. Step S14-5-7 When passing through the node Nd _i, if not passed flow proceeds to step S14-5-2. Step S14-5-2: It is determined whether or not the voice of "just right" is inputted by the driver. When the voice of "just right" is input, the process returns. When the voice is not input, the process proceeds to step S14-5-3. Step S14-5-3: It is determined whether or not "early" voice is input by the driver. If an "early" voice is input, the process proceeds to step S14-5-4, and if not, the process proceeds to step S14-5-5. Step S14-5-4: Increase the inclination of the deceleration lines M1 and M2 and return. Step S14-5-5: It is determined whether or not "slow" voice is input by the driver. If a "slow" voice is input, the process proceeds to step S14-5-6, and if not, the process returns. Step S14-5-6: Decrease the slopes of the deceleration lines M1 and M2 and return. Step S14-5-7: It is determined whether or not the voice of "just right" is inputted by the driver. When the voice of "just right" is input, the process returns. When the voice is not input, the process proceeds to step S14-5-8. Step S14-5-8: It is determined whether or not "early" voice is input by the driver. If "early" voice is input, the process proceeds to step S14-5-9, and if not, the process proceeds to step S14-5-10. Step S14-5-9: Change the cancellation condition and return. Step S14-5-10: It is determined whether or not "slow" voice is input by the driver. When the voice of "slow" is input, the process proceeds to step S14-5-11, and when the voice is not input, the process returns. Step S14-5-11: Change the release condition and return.

In this embodiment, the control switch 55 is used to turn the navigation device 14 on and off.
Although a selection switch 56 is used to select one of the normal mode, the driver-driven mode, and the navigation-driven mode (FIG. 3), the navigation device 14 is displayed using the screen of the display unit 35. Can be turned on / off, and the mode can be selected.

FIG. 28 is a diagram showing a mode selection screen of the display unit according to another embodiment of the present invention. In the figure,
Reference numeral 69 denotes a mode selection screen set on the display unit 35 (FIG. 2). The mode selection screen 69 is divided into two right and left sides.
On the left side, an indication to ask the driver whether to perform vehicle control is displayed. On the right side, an on / off switch SW1 for selecting whether to perform vehicle control, and a normal mode (normal control), driver On / off switches SW2 to SW4 for selecting one of the initiative mode (driver-initiated control) and the navi-initiated mode (navi-initiated control) are provided. The on / off switches SW1 to SW4 constitute an input unit 34 using a touch panel.

[0136]

As described above in detail, according to the present invention, in the vehicle control device, the shift instruction detecting means for detecting the shift instruction for selecting the gear position, and the current instruction for detecting the current position. Position detection means, storage means for storing road conditions, optimum gear position calculation means for calculating an optimum gear position for performing travel control based on the current position and road conditions, and the shift instruction and optimum gear position An automatic transmission control device that generates a shift output of a shift speed selected based on one of the shift speeds, and a correction unit that corrects travel control based on the shift instruction.

In this case, when a shift instruction for selecting a gear position is detected, the traveling control is performed based on the current position detected by the current position detection means and the road condition read from the storage means. The optimum gear position for performing is calculated. Then, the travel control is corrected based on the shift instruction. Therefore, when the vehicle actually reaches a place where traveling control is required, the driver's intention to decelerate or accelerate occurs based on the road shape, or occurs based on the vehicle traveling state such as the vehicle speed, the road width, Not only can the optimum gear be set in accordance with the road characteristics such as the number of lanes or the road environment such as whether the visibility is good or not, but also the shift down shift It is possible to change the control timing for starting acceleration by deceleration or upshifting. As a result, the traveling control as intended by the driver can be performed.

According to another vehicle control device of the present invention, there are provided vehicle information detecting means for detecting vehicle information, current position detecting means for detecting a current position, storage means for storing road conditions, Optimal gear position calculating means for calculating an optimal gear position for performing travel control based on road conditions; shift command value generating means for generating a gear shift command value based on the optimal gear position; An automatic transmission control device that generates a shift output of a shift speed selected based on one of the shift speeds, an evaluation detecting unit that detects a driver's evaluation of the travel control, and a travel control based on the evaluation. And correction means for correcting

In this case, the optimum gear for performing the travel control is calculated based on the current position detected by the current position detecting means and the road condition read from the storage means, and based on the optimum gear. A shift command value is generated, and the shift command value is sent to the automatic transmission control device. Then, the evaluation of the driver for the travel control is detected, and the travel control is corrected based on the evaluation.

Therefore, when the vehicle actually reaches a place where traveling control is required, the driver's intention to decelerate or accelerate may occur based on the road shape or may occur based on the vehicle traveling state such as the vehicle speed. It is possible to set not only the optimum gear position, but also downshifting in accordance with the road characteristics such as the road width, the number of lanes, etc., and the road environment such as good visibility. It is possible to change the control timing for starting the deceleration due to the shift or the acceleration due to the upshift. As a result, the traveling control as intended by the driver can be performed.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a vehicle control device according to an embodiment of the present invention.

FIG. 2 is a schematic diagram of a vehicle control device according to the embodiment of the present invention.

FIG. 3 is a diagram showing an operation unit of a console panel according to the embodiment of the present invention.

FIG. 4 is a main flowchart showing an operation of the vehicle control device according to the embodiment of the present invention.

FIG. 5 is a diagram showing a recommended vehicle speed map according to the embodiment of the present invention.

FIG. 6 is a diagram showing a deceleration line map according to the embodiment of the present invention.

FIG. 7 is a diagram showing a subroutine of a normal control process according to the embodiment of the present invention.

FIG. 8 is a diagram showing a subroutine of an upper limit gear position setting process in the embodiment of the present invention.

FIG. 9 is a diagram showing a subroutine of an optimal gear position calculation process in the embodiment of the present invention.

FIG. 10 is a diagram showing a subroutine of a release control process in the embodiment of the present invention.

FIG. 11 is a diagram illustrating a subroutine of a current gear position / upper limit gear position comparison process in the embodiment of the present invention.

FIG. 12 is a flowchart showing an operation of the automatic transmission control device according to the embodiment of the present invention.

FIG. 13 is a diagram illustrating a subroutine of a driver-driven control process according to the embodiment of the present invention.

FIG. 14 is a diagram showing a subroutine of a driver-driven execution process in the embodiment of the present invention.

FIG. 15 is a diagram showing a subroutine of a driver-driven learning control process according to the embodiment of the present invention.

FIG. 16 is a diagram showing a subroutine of a first learning control process in the embodiment of the present invention.

FIG. 17 is a diagram illustrating changes in the position and the vehicle speed when a down command is input according to the embodiment of the present invention.

FIG. 18 is a diagram illustrating a recording table of a first learning control process according to the embodiment of the present invention.

FIG. 19 shows a first example of a correction process according to the embodiment of the present invention.
FIG.

FIG. 20 shows a second example of the correction processing in the embodiment of the present invention.
FIG.

FIG. 21 is a diagram showing a subroutine of a second learning control process in the embodiment of the present invention.

FIG. 22 is a diagram illustrating changes in position and vehicle speed when an up command is input according to the embodiment of the present invention.

FIG. 23 is a diagram showing a recording table of a second learning control process according to the embodiment of the present invention.

FIG. 24 is a diagram showing release conditions for release control processing in normal control processing, navigation-driven control processing, and the like.

FIG. 25 is a diagram showing a subroutine of a navigation-driven control process in the embodiment of the present invention.

FIG. 26 is a diagram showing a subroutine of a navigation-driven execution process in the embodiment of the present invention.

FIG. 27 is a diagram illustrating a subroutine of a navigation-driven learning control process according to the embodiment of the present invention.

FIG. 28 is a diagram showing a mode selection screen of a display unit according to another embodiment of the present invention.

[Explanation of symbols]

 12 Automatic transmission control device 15 Current position detection unit 16 Data storage unit 31 CPU 33, 46 ROM 36 Voice input unit 41 Turn signal sensor 42 Accel sensor 43 Brake sensor 44 Vehicle speed sensor 45 Throttle opening sensor 51 Console panel 81 Optimum gear position calculation Means 82 Correction means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification FI FI Theme Court ゛ (Reference) // F16H 59:04 59:66 (72) Inventor Koji Tsuya 2-19-12 Sotokanda, Chiyoda-ku, Tokyo No. Within Equos Research Co., Ltd. (72) Inventor Masao Kawai 2-19-12 Sotokanda, Chiyoda-ku, Tokyo F-term within Equos Research Co., Ltd. 2F029 AA02 AB01 AB07 AB09 AC02 AC04 AC12 AC14 AC18 3J052 AA20 BB17 FA03 GC04 GC13 GC23 GC46 GC61 GC64 GD01 GD04 GD11 LA01 5H180 AA01 BB04 BB05 BB12 BB13 FF04 FF05 FF22 FF25 FF27 FF32 FF33 LL09 LL15

Claims (5)

[Claims] 1. A shift instruction detecting means for detecting a shift instruction for selecting a gear position, a current position detecting means for detecting a current position, a storage means for storing road conditions,
An optimal gear position calculating means for calculating an optimal gear position for performing travel control based on the current position and the road condition; and a gear position of a gear position selected based on one of the shift instruction and the optimal gear position. A vehicle control device comprising: an automatic transmission control device that generates an output; and a correction unit that corrects travel control based on the shift instruction. 2. A vehicle information detecting means for detecting vehicle information, a current position detecting means for detecting a current position, a storage means for storing a road condition, and a running control based on the current position and the road condition. An optimal gear position calculating means for calculating an optimal gear position to perform, a gear shift command value generating means for generating a gear shift command value based on the optimal gear position, and one of the vehicle information and the optimal gear position. An automatic transmission control device that generates a shift output of a selected gear position, an evaluation detection unit that detects a driver's evaluation of the travel control, and a correction unit that corrects the travel control based on the evaluation. A vehicle control device characterized by the above-mentioned. 3. The traveling control is a corner control for decelerating the vehicle by a downshift so that the vehicle can pass the front corner stably. The vehicle control device according to claim 1, wherein a control timing for starting deceleration is corrected. 4. A shift control device for detecting a shift instruction for selecting a gear position and performing travel control based on a current position detected by a current position detection unit and a road condition read from a storage unit. A recording medium storing a program, wherein an optimal gear position is calculated, and travel control is corrected based on the shift instruction. 5. An optimum gear position for performing traveling control is calculated based on the current position detected by the current position detecting means and the road condition read from the storage means, and based on the optimum gear position. A program for generating a shift command value, sending the shift command value to an automatic transmission control device, detecting a driver's evaluation of the travel control, and correcting the travel control based on the evaluation is recorded. Recording medium.