JP2001065678A - Vehicle control device and recording medium recording program thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the operability of a vehicle control device while enabling the optimal vehicle control in response to the surroundings of a vehicle and a driver. SOLUTION: This vehicle control device has a traveling surroundings detecting means 101 for detecting traveling surroundings, a vehicle control means 102 for controlling a vehicle on the basis of the detected traveling surroundings and the threshold value, an analyzing means 103 for analyzing the traveling surroundings, and a threshold value changing means 104 for changing the threshold value on the basis of a result of the analysis by the analyzing means 103. In this case, since the traveling surroundings is analyzed and the threshold value is changed on the basis of a result of the analysis, even if a request for deceleration by a driver is different in response to the surroundings of a vehicle and a driver, the optimal vehicle control is performed. Since the necessity of operating a switch or the like for change of the threshold value is eliminated, operability of the vehicle control device can be improved.

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 is recorded.

[0002]

2. Description of the Related Art Conventionally, in a vehicle equipped with an automatic transmission, rotation generated by an engine is transmitted to a transmission via a torque converter, and the transmission is shifted to drive wheels. It has become. For this purpose, the transmission is provided with a planetary gear unit composed of a plurality of gear elements. When a friction engagement element such as a clutch or a brake is disengaged, the rotation of the gear element is selectively output.

[0003] The vehicle speed and the throttle opening are detected by a vehicle speed sensor and a throttle opening sensor, respectively, and the speed corresponding to the vehicle speed and the throttle opening are selected. The automatic transmission control device shifts at the selected speed. Upshift or downshift is performed.

When a vehicle travels on a corner, an uphill road, a downhill road, or the like, the road conditions and the current position of the vehicle,
That is, a vehicle control device that performs travel control as vehicle control based on the current position is provided. The traveling control includes corner control, uphill control, downhill control, and the like. For example, in corner control, a navigation device is mounted on a vehicle, and a node data file is stored in a data storage unit of the navigation device. And node data is stored in the node data file. The navigation processing unit of the navigation device performs a calculation based on the node data and other predetermined data, sets a control recommendation flag indicating a gear position recommended based on the calculation result, and sets the control recommendation flag. Is transmitted to the automatic transmission control device. The automatic transmission control device determines an optimal gear position based on the received control recommendation flag, and causes the vehicle to travel at the gear position.

[0005]

However, in the above-mentioned conventional vehicle control device, even when the vehicle travels on a corner, an uphill road, a downhill road, or the like having the same shape, the driver depends on the environment in which the vehicle and the driver are placed. Since the need for deceleration felt by the user, that is, the deceleration request is different, optimal vehicle control cannot always be performed.

[0006] For example, in corner control, when the vehicle runs on level ground mainly composed of straight roads with few corners,
When traveling on a mountain road with continuous corners with a small radius of curvature such as a pass, or on a mountain road with a relatively large radius of curvature such as a toll road, it is like a national road connecting towns in mountainous areas. For example, when traveling on a road where a straight road and a few corners are repeated, the driver's deceleration request when approaching a corner is different.

However, in the corner control, when the vehicle travels on a corner having the same shape or a corner in the same area, an optimum gear is determined based on the radius of curvature of the corner. A downshift to a gear corresponding to a driver's deceleration request cannot be performed.

Therefore, a vehicle control device is conceivable in which various driving modes are set in advance in the vehicle control so that the driver can switch the driving modes in accordance with the driving environment. However, since the driver may not know which driving mode to select,
Optimal vehicle control cannot always be performed according to the environment where the vehicle and the driver are placed. In addition, it is necessary to operate switches and the like to switch the driving mode,
For example, when running on a mountainous road and it is difficult to operate switches and the like, the traveling mode cannot be switched. Therefore, the operability of the vehicle control device is reduced.

The present invention solves the problems of the above-mentioned conventional vehicle control device, and can perform optimal vehicle control in accordance with the environment where the vehicle and the driver are placed, thereby improving operability. It is an object of the present invention to provide a vehicle control device capable of performing the above and a recording medium storing the program thereof.

[0010]

For this purpose, a vehicle control device according to the present invention includes a driving environment detecting means for detecting a driving environment, and a vehicle for controlling a vehicle based on the driving environment and a threshold value. Control means, analysis means for analyzing the traveling environment, and threshold value changing means for changing the threshold value based on the analysis result of the analysis means are provided.

In another vehicle control device according to the present invention, the traveling environment analyzed by the analysis means is data relating to a road ahead in which the vehicle is about to pass.

In still another vehicle control device according to the present invention, the driving environment analyzed by the analysis means may include data on a road behind the vehicle that has already passed and data on past operations by the driver. At least one.

In the recording medium of the present invention, it is preferable that a driving environment is detected, vehicle control is performed based on the driving environment and the threshold value, the driving environment is analyzed, and the threshold value is changed based on an analysis result. Record the featured program.

The threshold value is a value for selecting an appropriate vehicle control according to the driving environment. For example, when the vehicle control is not performed, it is determined whether to perform the vehicle control. It may be a value or a value for determining whether to perform another vehicle control when a predetermined vehicle control of a plurality of vehicle controls is being performed.

[0015]

Embodiments of the present invention will be described below in detail with reference to the drawings.

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

In FIG. 1, reference numeral 101 denotes a traveling environment detecting means for detecting previous data and past data as a traveling environment, and 102 performs traveling control as vehicle control based on the preceding data, past data and a threshold value. Travel control means 103 is an analysis means for analyzing the preceding data and past data, and 104 is a threshold value changing means for changing the threshold value based on the analysis result of the analysis means 103. In addition,
The traveling control means 102 constitutes a vehicle control means.

FIG. 2 is a schematic diagram of a vehicle control device according to the first embodiment of the present invention, FIG. 3 is a diagram showing a recommended vehicle speed map according to the first embodiment of the present invention, and FIG. It is a figure showing a deceleration line map in one embodiment.
In FIG. 3, a node radius on the horizontal axis, the recommended vehicle speed V _R on the vertical axis, in FIG. 4, the position of the vehicle on the horizontal axis, are taken to the vehicle speed V on the vertical axis.

In the figure, reference numeral 10 denotes an automatic transmission (A / T) comprising a stepped transmission mechanism, 11 denotes an engine (E / G),
Reference numeral 12 denotes an automatic transmission control device (ECU) that controls the entirety of the automatic transmission 10, 13 denotes an engine control device (EFI) that controls the entire engine 11, and 14 denotes a navigation device.

Further, 41 is a blinker sensor, 42 is an accelerator sensor for detecting an operation by a driver, 43 is a brake sensor for detecting an operation by a driver, 44 is a vehicle speed sensor, 45 is a throttle opening sensor, and 46 is a recording medium. The ROM 47 is a mode selector for switching modes to select a normal mode, a navigation mode, or the like.

The navigation device 14 includes a current position detection unit 15 for detecting a current position, a data storage unit 16 storing node data, road data, and the like, and various operations such as a navigation process based on input information. Navigation processing unit 17 for performing processing, input unit 34, display unit 3
5, a voice input unit 36, a voice output unit 37, and a communication unit 38. The current position detector 15, the blinker sensor 41, the accelerator sensor 42, the brake sensor 43, the vehicle speed sensor 44, and the throttle opening sensor 45 constitute a traveling environment detecting means 101 (FIG. 1).

Then, the current position detecting section 15
S (global positioning sensor) 21, geomagnetic sensor 22, distance sensor 23, steering sensor 24,
It comprises 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, and detects the current position on the earth. The geomagnetic sensor 22 measures the geomagnetism to determine the direction in which the vehicle is facing. 23
Detects the distance between predetermined points on the road and the like. As the distance sensor 23, for example, a sensor that measures the rotation speed of a wheel and detects a distance based on the rotation speed,
A device that measures acceleration, integrates the acceleration twice, and detects a distance, or the like can be used.

The steering sensor 24 is for detecting a rudder angle. As the steering sensor 24, for example, an optical rotation sensor attached to a rotating portion of a steering wheel (not shown),
A rotation resistance sensor, an angle sensor attached to a wheel, and the like are used.

The beacon sensor 25 receives the position information generated by the beacon disposed along the road and detects the current position. The gyro sensor 26 is attached to a vehicle to detect the rotational angular velocity of the vehicle. As the gyro sensor 26, for example, a gas rate gyro, a vibration gyro, or the like is used. 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. However, in the case of the distance sensor 23, the distance detected by the distance sensor 23 and the geomagnetic sensor 22 and the gyro are used. The current position is detected by combining with the azimuth detected by the sensor 26. Also, the distance detected by the distance sensor 23 and the steering sensor 2
The current position can also be detected by combining with the steering angle detected by step 4.

The data storage unit 16 stores a map data file, an intersection data file, a node data file,
It has a road data file, a photograph data file, and a regional information data file that stores regional information such as hotels, gas stations, and sightseeing spots in each region.
In each of these data files, in addition to data for searching for a route, a guide map is displayed on the screen of the display unit 35 along the searched route, or a characteristic photograph or a frame diagram at an intersection or a route. , The distance to the next intersection, the traveling direction at the next intersection, and the like, and various kinds of data for 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.

By the way, the map data file contains map data representing the position and shape of a road, the intersection data file contains intersection data about each intersection, the node data file contains node data about nodes,
Road data files are stored in the road data file, and road conditions are represented by the intersection data, node data, and road data. The node is an element set corresponding to the position and shape of the road in the map data, and the node data includes data indicating each node on the road and a link connecting the nodes. Then, according to the road data,
For the road itself, the width, slope, cant, bank, road condition, number of lanes on the road, points where the number of lanes decreases, points where the width decreases, etc. For corners, radius of curvature, intersection, For T-junction, corner entrance, etc., for road attributes, railroad crossing, expressway exit rampway,
Expressway tollgates, downhill roads, uphill roads, road types (national roads,
General roads, highways, etc.).

The navigation processing unit 17
CPU 3 for controlling the entire navigation device 14
1. In addition to the RAM 32 used as a working memory and a control program when the CPU 31 performs various arithmetic processes, various types of information such as a search for a route to a destination, travel guidance along the route, determination of a specific section, etc. And a ROM 33 as a recording medium on which the program of the above is recorded, and the navigation processing unit 17 is provided with the input unit 34, the display unit 35, the voice input unit 36, and the voice output unit 37.
And the communication unit 38 are connected. Then, the communication unit 38
Is for transmitting and receiving various data to and from an FM transmitting apparatus, a telephone line, and the like. For example, road information such as traffic congestion received by an information sensor (not shown) or the like, traffic accident information, and GPS 21 detection error D-GPS to detect
Various data such as information is received.

The data storage unit 16 and the ROM 3
Reference numeral 3 includes a magnetic core (not shown), a semiconductor memory, and the like. The data storage unit 16 and the ROM 3
Instead of 3, various recording media such as a magnetic tape, a magnetic disk, a floppy disk, a magnetic drum, a CD, an MD, a DVD, an optical disk, an IC card, and an optical card can 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.
In this way, various programs recorded on various recording media can be started, and various processes can be performed based on various data. Further, at least a part of various programs and various data for realizing the functions of the present invention can be received by the communication unit 38 and stored in the flash memory or the like.

The input unit 34 is used for correcting a position at the start of traveling and for inputting a destination. A keyboard, a mouse, and a bar code provided separately from the display unit 35 are provided. A reader, a light pen, a remote control device for remote control, and the like can be used. Further, the input unit 34 may be configured by a touch panel that performs an input by touching a key or a menu displayed as an image on the display unit 35.

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 35
For example, 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 is constituted by a microphone (not shown) or the like, and can input necessary information by voice. further,
The voice 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 synthesized by the voice synthesizer, various types of guidance information may be recorded on a tape, and the guidance information may be output from a speaker.

By the way, in the vehicle control device having the above configuration, the automatic transmission control device 12 shifts up or down according to the control program recorded in the ROM 46.

When the normal mode is selected by the driver operating the mode selection section 47, the automatic transmission control device 12 controls the vehicle speed V detected by the vehicle speed sensor 44 and the throttle opening sensor. A gear position corresponding to the vehicle speed V and the throttle opening is selected with reference to a shift map (not shown) in the ROM 46 based on the throttle opening detected by the controller 45.

When the driver operates the mode selection section 47 to select the navigation mode, the navigation processing section 17 reads out predetermined road data from the data storage section 16 to limit the gear position. Is set, and a control recommendation flag is transmitted to the automatic transmission control device 12 in accordance with the control content. And
The automatic transmission control device 12 receives the control recommendation flag, and when a predetermined condition such as the release of an accelerator pedal (not shown) is satisfied, determines an upper gear position, and determines the upper gear position. Avoid shifting. In addition,
At all times, the same processing as when the navigation mode is selected can be performed by the navigation processing unit 17.

Next, the operation of the navigation processing unit 17 when the navigation mode is selected will be further described. Note that, in the present embodiment, a case will be described in which corner control of travel control is performed as vehicle control.

First, the CPU 31 reads the current position detected by the current position detector 15 and
The road data file in the data storage unit 16 is accessed to read road data at a position ahead of the current position,
It is determined whether the control execution condition is satisfied. In this case, as the control execution conditions, it is set that road data exists in the road data file, no fail operation occurs, and the like.

In the present embodiment, corner control is performed based on a threshold value when traveling on a predetermined corner. However, even when traveling on a corner having the same shape, the vehicle and the driving Since the driver's deceleration request varies depending on the environment in which the driver is placed, if the same threshold value is used, optimal corner control cannot always be performed.

Therefore, a plurality of traveling modes, in this embodiment, the first and second traveling modes, are set so as to adapt to the driver's deceleration request and perform optimal traveling control. The first and second traveling modes are selected based on the environment in which the vehicle and the driver are placed, and the traveling modes are switched as necessary. Then, the threshold value is changed as the driving mode is switched.

For this purpose, when the control execution condition is satisfied, the running mode determination processing means (not shown) of the CPU 31 starts the running mode determination processing and determines whether or not it is possible to predict the preceding road condition. In the present embodiment, whether or not it is possible to predict the preceding road condition is determined by determining whether or not a route is being searched by the navigation device 14 as in the case where a destination is set. Done. Then, when traveling on a mountain road where corners having a relatively large radius of curvature are continuous like a toll road, even if the route is not searched,
Since it can be estimated that there is no branch road on the road where vehicles are predicted to pass in the future, it can be determined that it is possible to predict the preceding road condition.

When it is possible to predict the preceding road condition, the first analyzing means (not shown) of the CPU 31 analyzes data relating to the road ahead in which the vehicle is about to pass as the preceding data. In the present embodiment, as the preceding data, the cumulative value Σθf of the turning angle at each node within the set range (distance) from the current position to the front is calculated and analyzed. Each of the turning angles is calculated based on the coordinates of three adjacent nodes. Further, each of the turning angles can be stored in a node data file in advance so as to correspond to each node, and can be read from the node data file.

Subsequently, the second analyzing means (not shown) of the CPU 31 analyzes data on a road behind the vehicle that has already passed and data on past operations by the driver as past data. In the present embodiment,
As the past data, the cumulative value 旋回 θb of the turning angle at each node within the set range (distance) from the current position to the rear, the change rate ΔV of the vehicle speed V within the set range (time) before the current time, The cumulative value Σλ of the change in gradient at each node within the set range (distance) toward the rear and the number Nc of intersections within the set range (distance) from the current position to the rear are calculated and analyzed. Then, regarding the cumulative value of the turning angle Σθb and the cumulative value of the change in the gradient Σλ, the determination of true or false is made true when the value is equal to or more than the reference value, and the determination of true or false is made false when the value is less than the reference value. To be. In addition, when the change rate ΔV of the vehicle speed V and the number Nc of intersections are respectively equal to or smaller than the reference value, the determination of true / false is made false, and if the value is larger than the reference value, the true / false determination is made true. Note that a traveling environment representing an environment where at least one of the vehicle and the driver is placed is configured by the preceding data and the past data. Also, the first and second analyzing means may be used to analyze the analyzing means 103.
Is configured.

Subsequently, the CPU 31 determines whether or not the first traveling mode is currently selected. If the first traveling mode is selected, the CPU 31 determines whether or not rapid deceleration has been performed. The deceleration is above the reference value (for example,
0.3 [G]]. When the deceleration is equal to or more than the reference value, the switching determination processing means (not shown) of the CPU 31 performs a switching determination process, and when a predetermined switching condition is satisfied, switches the traveling mode and selects the second traveling mode. In addition, the default of the driving mode,
That is, the initial value is the first traveling mode. And
The fact that the deceleration is equal to or greater than the reference value is a trigger condition for starting the switching determination process, but it is not always necessary to determine whether the deceleration is equal to or greater than the reference value.

The threshold value is a value for selecting an appropriate corner control according to the preceding data and the past data. For example, when the corner control is not performed, the threshold value is determined. It is a value for determining whether or not to perform corner control when a predetermined vehicle control other than the corner control of the plurality of vehicle controls is being performed. .

Next, the switching determination processing will be described.

First, the running mode determination means (not shown) of the CPU 31 determines whether or not the first running mode is currently selected. If the first running mode is selected, the analysis and determination not shown by the CPU 31 are performed. The means determines whether the previous data has been analyzed.

When the preceding data has been analyzed, the first traveling mode switching means (not shown) of the CPU 31 switches the traveling mode based on the analysis result of the preceding data. That is, the first traveling mode switching means determines whether or not the cumulative turning angle value Σθf is equal to or greater than the reference value. If the cumulative turning angle value Σθf is equal to or greater than the reference value, the first traveling mode switching means switches the second traveling mode. select. If the previous data has not been analyzed, the second running mode switching means (not shown) of the CPU 31 switches the running mode based on the analysis result of the past data. That is,
The second traveling mode switching means determines whether all the determinations are true in the true / false determination, and if all the determinations are true, selects the second traveling mode.

When the first traveling mode is not selected, that is, when the second traveling mode is selected, the second traveling mode switching means determines whether or not the number of the second traveling mode is two or less. Judge whether the judgment of is true,
When two or less determinations are true, the first traveling mode is selected. The first and second traveling mode switching means constitute a threshold changing means 104.

By the way, in the node data file,
Each node within a predetermined range on the road including the current position of the vehicle
Of the road curvature radius, that is, the node radius is the threshold
Nd smaller specific nodes_i(I = 1, 2, ...) and
Then, each node Nd_iDetermine if exists
And each node Nd_iExists, each node Nd _i
Becomes the target of corner control, and corner control is started.
You. In the present embodiment, the first traveling
In the mode, the threshold value of the node radius is 60 [m].
On the other hand, in the second driving mode,
The threshold value of the radius is set to 100 [m]. Therefore,
Switching from the first traveling mode to the second traveling mode
And the node Nd_iOf the corner control
The number of corners that become elephants increases. In contrast, the second
When the driving mode is switched to the first driving mode,
Node Nd_iOf corner control
The number of corners to be reduced.

As described above, the traveling mode is selected based on the preceding data and the past data, and the corner control is performed based on the threshold value corresponding to the traveling mode. Even if the driver's deceleration request varies depending on the environment in which the driver is placed, optimal corner control is performed.

Further, since the driver does not need to operate a switch or the like in order to change the driving mode and change the threshold value, for example, the driving mode is automatically switched even when driving on a mountain road, and the threshold value is changed. Can be changed. Therefore, the operability of the vehicle control device can be improved.

A switch or the like for switching the driving mode is provided in the mode selecting section 47, and by operating the switch or the like, the driver can forcibly switch the driving mode as required. You can also

When the traveling mode determination processing is performed in this manner, the traveling control means 102 as the vehicle control means of the CPU 31 performs a corner control determination processing to determine whether or not it is necessary to perform corner control. When the corner control needs to be performed, the corner control is started. And CP
U31 performs a road shape determination process to determine the road shape. That is, the road condition detecting means (not shown) of the CPU 31 creates a control list based on the current position and the road data at a position ahead of the current position, and determines a predetermined range on the road including the current position (for example, 1 from current position
２2 km) is detected for each node within the road. If necessary, a route from the current position to the destination may be searched, and a node radius of a node on the searched route may be detected. In this case, according to the road data, a calculation is performed based on the absolute coordinates of each node and the absolute coordinates of two nodes adjacent to each node to detect the node radius. In addition, 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.

Next, CPU 31, when said within a predetermined range node radius is smaller than a threshold value set based on the running mode node Nd _i is detected, when the corners requiring corner control there determined, with reference to the recommended vehicle speed map in FIG. 3, it reads the recommended vehicle speed V _R corresponding to the node radius. 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. Subsequently, the navigation processing unit 17 calculates the gradient of the road from the current position to each node.

By the way, in the present embodiment, when the vehicle approaches a corner, it is determined that it is necessary to decelerate as the vehicle speed V is the recommended vehicle speed V _R from the current position to reach the corner . So, as mentioned above,
Node radius specified threshold smaller nodes Nd _i of each node within a predetermined range from the current position is selected, recommended for respective nodes Nd _i vehicle speed _{V Ri (i = 1,2, ...} )
Is calculated, and a recommended value is calculated based on the recommended vehicle speed V _Ri .

For this purpose, the CPU 31 sets each node Nd
_{For i} , the deceleration acceleration reference value α indicating a threshold value at which it is considered desirable to maintain the current gear position, and if the deceleration acceleration (degree of deceleration) becomes larger than this, the gear position should be set to 3rd speed or less. Is set as a deceleration acceleration reference value β representing a threshold value that is considered desirable.

Each of the deceleration acceleration reference values α and β is set in consideration of the gradient of the road. This is because the deceleration is different between the case where the vehicle is decelerated on a flat road and the case where the vehicle is decelerated on an uphill road or a downhill road even if the vehicle travels the same distance. For example, on an uphill road,
When the driver attempts to decelerate the vehicle, sufficient deceleration can be performed without actively downshifting.

The deceleration acceleration reference values α and β are
A plurality can be set corresponding to the gradient of the road. A set of deceleration acceleration reference values α for flat roads,
β may be set in advance, and the deceleration acceleration reference values α and β may be corrected according to the gradient of the road. Further, the total weight of the vehicle is calculated and, for example, the occupant
The deceleration acceleration reference values α and β may be different between the case of the first name and the case of the fourth name. In this case, the total weight of the vehicle can be calculated based on, for example, the acceleration when a specific output shaft torque is generated.

[0061] Subsequently, CPU 31 calculates the section distance L to each node Nd _i from the current position, the compartment between the distance L,
Based on the recommended vehicle speed V _R and the deceleration acceleration reference value α, a hold control deceleration line Mh for prohibiting an upshift is set to the section distance L, the recommended vehicle speed V _R and the deceleration acceleration reference value. Based on the value β, a shift permission control deceleration line Ms for permitting a downshift is set. In this case, the shift permission control deceleration line M
s is the deceleration acceleration reference value β at the section distance L.
In the case where the deceleration is performed, the recommended vehicle speed V each node Nd _i
This shows the value of the vehicle speed V that can run at _R.

The current position is determined by the current position detector 15.
Therefore, if a detection error occurs in the detected current position, the detected current position is different from the actual current position. In this case, the shift permission control deceleration line Ms is determined based on the deceleration acceleration reference value β.
Is set uniformly, it becomes impossible to perform corner control corresponding to the actual road condition.

In view of the above, a shift permission control deceleration line M1 is set separately from the shift permission control deceleration line Ms in consideration of a detection error of the current position detector 15.

In this case, the shift permission control deceleration line M1
Are a deceleration line portion ma indicating a vehicle speed pattern from the current position to the node Nd _i , and the deceleration line portion m
a to is continuously formed, consisting of adjusting portions mc that form a node width extending on the side closer to the current position from the node Nd _i. In the present embodiment, the deceleration line portion ma is formed by shifting the shift permission control deceleration line Ms by a predetermined distance, that is, by the adjustment portion mc. Also,
The deceleration line portion ma may be formed by setting the value lower than the deceleration line Ms for shift permission control by a predetermined speed.

[0065] Then, the vehicle speed V of the adjusting portion mc is equal to the recommended vehicle speed V _Ri corresponding to the node Nd _i. Note that the adjustment portion mc may be set to have a predetermined node width and a predetermined vehicle speed pattern. Further, the adjustment portion mc can be changed in accordance with the current position detection accuracy of the current position detector 15.
For example, when the detection accuracy is low, the adjustment portion mc is set to be long. In this case, the detection accuracy is set based on the current position detection state of various sensors, such as the detection state and the matching state, and is set based on the evaluation result. Therefore, the second determination area AR2 described later is unnecessarily wide. No. Therefore, corner control can be performed in accordance with the actual road conditions.

Then, the hold control deceleration line Mh is set to a value lower than the shift permission control deceleration line M1 by 10 [km / h], for example, in correspondence with the shift permission control deceleration line M1. Further, the hold control deceleration line Mh can be shifted by a predetermined distance from the shift permission control deceleration line M1. The hold control deceleration line Mh and the shift permission control deceleration lines Ms and M1 are fixed until the corner control ends.

The hold control deceleration line Mh and the shift permission control deceleration line Ms can be set not only by calculation but also by calculating
It can also be recorded as a map in the OM 33 and set by referring to the map. In addition, in addition to the deceleration acceleration reference value β, when the deceleration is further increased, a deceleration acceleration reference value indicating a threshold value that is considered to be preferable to set the gear position to the second speed or less can be set. In this case, the shift permission control deceleration lines Ms, M
In addition to 1, another deceleration line for allowing downshifting can be set.

Then, as shown in FIG. 4, a first determination area AR1 in which the shift down shift is permitted is located on the higher speed side than the shift permission control deceleration line Ms, between the shift permission control deceleration lines Ms and M1. The second determination area AR2 in which the shift down shift is permitted based on the detection error of the current position in the current position detection unit 15 is a hold control deceleration line Mh.
A third determination area AR3 for prohibiting an upshift is set between the shift permission control deceleration line M1 and the shift permission control deceleration line M1.

[0069] In the present embodiment, even if the detection error of the current position at the current position detection unit 15 is caused, when the vehicle arrives at the front by a distance amount adjustment segment mc from the node Nd _i, the current vehicle speed V _now is the first to third judgment area A
Since it is possible to determine to which of R1 to AR3 the start of the corner control is not delayed.

Subsequently, the CPU 31 determines the value Vh of the hold control deceleration line Mh as the first set value corresponding to the current position, and the shift permission control deceleration line M1 as the second set value corresponding to the current position. And the value V of the shift permission control deceleration line Ms as a third set value corresponding to the current position.
s is calculated, and the current vehicle speed V _now is read.
The vehicle speed V _now is compared with the values Vh, V1, and Vs.

When the vehicle speed V _now is equal to or higher than the value Vh and lower than the value V1 and belongs to the third determination area AR3, the recommended value calculating means (not shown) of the CPU 31 sets The same gear position as the current gear position (hereinafter referred to as “actual gear position”) is calculated, and a control recommendation flag A for corner control is set (turned on). At this time,
By setting the control recommendation flag A, it is recommended that the hold control be performed on the automatic transmission control device 12. When the hold control is performed, the upshifting is prohibited, so that hunting can be prevented from occurring. For example, it is possible to prevent the shift to the fourth speed after the shift to the downshift is performed once (once).

If the vehicle speed V _now is equal to or higher than the value V 1 and is lower than the value Vs and belongs to the second determination area AR 2, the recommended value calculating means sets the recommended value of the gear position as, for example, The third speed is calculated, and a control recommendation flag B for corner control is set. At this time, by setting the control recommendation flag B, when the first control start condition is satisfied, the automatic transmission control device 12 shifts down to a gear lower than the actual gear. It is recommended that this be done.

Further, when the vehicle speed V _now is equal to or higher than the value Vs and belongs to the first determination area AR1, the recommended value calculating means calculates, for example, the third speed as a recommended value of the shift speed, and A control recommendation flag C for control is set. At this time, by setting the control recommendation flag C, when the second control start condition is satisfied, the automatic transmission control device 12 shifts down to a lower gear than the actual gear. It is recommended that this be done. In this way, the recommended value calculation processing is performed.

[0074] Then, the calculation of the recommendation value for all nodes Nd _i, and the setting of the control recommended flag A~C control end condition ends is established, the control recommendation flag A~
C, the control content is set, and the control recommendation flags A to
C is transmitted to the automatic transmission control device 12.

Next, in the intersection control determination processing, the surrounding road conditions are determined, the recommended gear position or recommended operation is determined as a recommended value, and a control recommendation flag D for intersection control is determined based on the determination result. Is set. And
The control recommendation flag D is transmitted to the automatic transmission control device 12.

Subsequently, upper limit gear position determination means (not shown) as control means of the automatic transmission control device 12 performs a control recommendation flag determination process, and determines which control recommendation flags A to D received from the navigation device 14 It is determined whether they are set and combined as described above, and each control recommended flag A
The control start condition set in advance corresponding to the combination of the settings of .about.D is read from the ROM 46, and it is determined whether the control start condition of the corner control is satisfied.

[0077] Then, the upper gear determination means, when the control start condition is satisfied, sets 3 to the value S _S to determine the upper limit of the gear stage, the control start condition is not satisfied If not, the value S _S is set to 4. When the value S _S is set in this way, the upper limit shift speed determining means determines the value S _S as the upper limit shift speed. Then, the upper limit gear position and the navigation device 1
4 is compared with the upper limit gear determined by the basic automatic transmission control determination performed in the vehicle control device having no, and the lower upper limit gear of the two upper gears is output. . As a result, the automatic transmission control device 1
2 performs a gear shift process at the output upper limit gear position and causes the vehicle to travel. In this way, corner control is performed.

Next, a flowchart showing the operation of the navigation device 14 will be described.

FIG. 5 is a main flowchart showing the operation of the navigation device according to the first embodiment of the present invention. Step S1 The current position is read, and road data at a position ahead of the current position is input. Step S2: It is determined whether the control execution condition is satisfied. If the control execution condition is satisfied, the process proceeds to step S3, and if not, the process returns. Step S3: A running mode determination process is performed. Step S4: Perform corner control determination processing. Step S5: Perform intersection control determination processing. Step S6 The control recommendation flags A to D are transmitted to the automatic transmission control device 12 (FIG. 2).

Next, a description will be given of a subroutine of the traveling mode determination processing in step S3 of FIG.

FIG. 6 is a diagram showing a subroutine of a traveling mode determination process according to the first embodiment of the present invention. Step S3-1: It is determined whether it is possible to predict the road condition ahead. When it is possible to predict the preceding road condition, the process proceeds to step S3-2, and when it is not possible, the process proceeds to step S3-3. Step S3-2: The preceding data is analyzed. Step S3-3: Analyze the past data. Step S3-4: It is determined whether the first traveling mode has been selected. If the first driving mode has been selected, the process proceeds to step S3-5, and if not, the process proceeds to step S3-6. Step S3-5: It is determined whether or not the deceleration is equal to or more than the reference value. If the deceleration is equal to or larger than the reference value, the process proceeds to step S3-6, and if the deceleration is smaller than the reference value, the process returns. Step S3-6: Perform switching determination processing.

As the traveling environment information representing the traveling environment, navigation information obtained by the navigation device 14, a detection signal of an accelerator sensor 42, a detection signal of a brake sensor 43, a vehicle speed V detected by a vehicle speed sensor 44, a throttle opening It is possible to use vehicle information obtained in the vehicle such as the throttle opening detected by the degree sensor 45 and driver operation information obtained when the driver operates the operation means.

Further, in addition to the navigation information, the vehicle information and the driver operation information, image processing information obtained by a CCD camera or the like for photographing the front of the vehicle obtained at each timing. It is also possible to use real information such as inter-vehicle distance information indicating the inter-vehicle distance with the vehicle, wiper operation information indicating a change in the friction coefficient of the road surface in rainy weather, and light operation information indicating a change in the field of view at night. .

In the present embodiment, the cumulative value 旋回 θf of the turning angle is calculated as the previous data in step S3-2. However, instead of the cumulative value Σθf, the current value from the current position to the front is calculated. Number of corners with small node radii in the set range (distance), road width in the set range (distance) from the current position to the front, road attributes in the set range (distance) from the current position to the front, information in advance The calculated mountain road control information data and the like can also be calculated.

In this embodiment, in step S3-3, the accumulated value of the turning angle Σ
θb, the change rate ΔV of the vehicle speed V, the cumulative value 変 化 λ of the change in the gradient,
And the number of intersections Nc are calculated,
The number of corners with a small node radius within the setting range (distance) from the current position to the rear, the road width within the setting range (distance) from the current position to the rear, and the road width within the setting range (distance) from the current position to the rear Road attributes, mountain road control information data that has been computerized in advance, the execution rate of corner control within the set range (time) before the current time, the average value of the gradient at each node within the set range (distance) from the current position to the rear λ _AV , the number of times of acceleration / deceleration within the set range (time) before the current time, the average vehicle speed V _AV within the set range (time) before the current time, and the accelerator pedal and the brake pedal within the set range (time) before the current time. Frequency of step change, cumulative value of accelerator pedal depression within the set range (time) before the current time, shake within the set range (time) before the current time Calculate the cumulative value of the depression amount of the brake pedal, the change rate of the accelerator pedal depression amount within the set range (time) before the current time, the change rate of the brake pedal depression amount within the set range (time) before the current time, etc. Can also.

Then, in addition to the previous data and the past data, current data can be used, and a high vehicle speed, a steep slope, and the like can be calculated as the current data.

Next, a subroutine of the switching determination process in step S3-6 in FIG. 6 will be described.

FIG. 7 is a diagram showing a subroutine of the switching determination process according to the first embodiment of the present invention. Step S3-6-1: It is determined whether the first traveling mode has been selected. If the first driving mode has been selected, the process proceeds to step S3-6-2, and if not, the process proceeds to step S3-6-4. Step S3-6-2: It is determined whether or not the preceding data has been analyzed. If the previous data has been analyzed, the process proceeds to step S3-6-3; otherwise, the process proceeds to step S3-6-5. Step S3-6-3: It is determined whether or not the cumulative value of the turning angle is equal to or larger than a reference value. When the cumulative value of the turning angle is equal to or larger than the reference value, the process proceeds to step S3-6-6, and when the cumulative value of the turning angle is smaller than the reference value, the process returns. Step S3-6-4: It is determined whether or not the number of true determinations is two or less. When the number of true determinations is two or less, the process proceeds to step S3-6-7, and when the number of true determinations is not two or less, the process returns. Step S3-6-5: It is determined whether all the determinations are true. When all the determinations are true, the process proceeds to step S3-6-6, and when all the determinations are not true, the process returns. Step S3-6-6: The second traveling mode is selected. Step S3-6-7: Select the first traveling mode.

In the present embodiment, in step S3-6-7, the first traveling mode is set to step S3
In -6-6, the second driving mode is selected, and the threshold value of the node radius is changed accordingly, and the number of corners to be controlled is changed.
The number of corners can be changed by changing other thresholds. For example, when a specific node whose turning angle at each node is larger than the threshold is to be subjected to the corner control, the threshold of the turning angle is changed by switching between the first and second driving modes. In the mode, the threshold value of the turning angle is set to 40 ° and the second
In the traveling mode, the threshold value of the turning angle is set to 20 °.

Further, by changing another threshold value, the area in which the corner control is performed can be changed. For example, CPU 31 is in the reference to the recommended vehicle speed map in FIG. 3 so that the read recommended vehicle speed V _R corresponding to the node radius, with a recommended vehicle speed V _R corresponding to the node radius switching of the traveling mode Can be changed. Among the respective nodes in a predetermined range on the road including the current position, but the node radius is the smaller than the threshold value and a particular node Nd _i, changing with a predetermined range to the switching of the traveling mode be able to. The hold control deceleration line Mh (FIG. 4) and the shift permission control deceleration line Ms are set based on the deceleration acceleration reference values α and β, respectively. , Β can be changed with the switching of the running mode.

Further, in performing the corner control, a lateral G applied to the vehicle when passing through each corner is predicted, and a corner where the predicted lateral G exceeds the reference turning lateral G is also subjected to the corner control. If so, the reference turning lateral G can be changed with the switching of the traveling mode. For example, in the first traveling mode, the reference turning lateral G is set to 0.3 [G], and in the second traveling mode, the reference turning lateral G is set to 0.2 [G].

Further, by changing another threshold value, it is possible to further set the absolute upper limit gear position. For example, a shift speed set on the low speed side is set in advance in accordance with the turning angle, and when the turning angle exceeds the threshold value, regardless of the current vehicle speed V _now , the shift speed set on the low speed side is set. When the shift is performed, the threshold value of the turning angle can be changed in accordance with the switching of the traveling mode. For example, in the first traveling mode, the threshold value of the turning angle is set to 60 [°], and the second
In the traveling mode, the threshold value of the turning angle is set to 40 [°].

Further, two or more of the above thresholds can be combined and changed.

Further, in the present embodiment, the first and second driving modes are selected based on the determination of true or false for each determination item in steps S3-6-4 and S3-6-5. However, the judgment of each judgment item can be evaluated at a plurality of levels.

Next, a subroutine of the corner control judgment processing in step S4 of FIG. 5 will be described.

FIG. 8 is a diagram showing a subroutine of a corner control determination process according to the first embodiment of the present invention. Step S4-1: Perform road shape determination processing. Step S4-2: A recommended gear position determination process is performed. Step S4-3: Set the control details.

Next, the subroutine of the road shape determination processing in step S4-1 in FIG. 8 will be described.

FIG. 9 is a diagram showing a subroutine of the road shape judgment processing according to the first embodiment of the present invention. Step S4-1-1: Create a control list. Step S4-1-2 It is determined that there is a corner requiring corner control.

Next, the subroutine of the recommended gear position determination process in step S4-2 in FIG. 8 will be described.

FIG. 10 is a diagram showing a subroutine of a recommended gear position determination process according to the first embodiment of the present invention. Step S4-2-1 Change the deceleration line. Step S4-2-2: A recommended value calculation process is performed. Step S4-2-3: It is determined whether or not the control end condition is satisfied. When the control end condition is satisfied, the process returns. When the control end condition is not satisfied, the process returns to step S4-2-2.

Next, the subroutine of the recommended value calculation processing in step S4-2-2 in FIG. 10 will be described.

FIG. 11 is a diagram showing a subroutine of a recommended value calculating process according to the first embodiment of the present invention. Step S4-2-2-1: Calculate the section distance L from the current position to each node. Step S4-2-2-2: Calculate the values Vh, V1, Vs. Step S4-2-2-3 The current vehicle speed V _now is read. Step S4-2-2-4: It is determined whether or not the vehicle speed V _now is equal to or higher than the value Vh. Step S4-2-2-5 If the vehicle speed V _now is value Vh or more, when the vehicle speed V _{no w} is lower than the value Vh returns. Step S4-2-2-5: It is determined whether or not the vehicle speed V _now is equal to or higher than the value V1. Step S4-2-2-7 If the vehicle speed V _now is value V1 or more, when the vehicle speed V _{no w} is lower than the value V1, the process proceeds to step S4-2-2-6. Step S4-2-2-6: Set a recommended control flag A. Step S4-2-2-7: It is determined whether or not the vehicle speed V _now is equal to or higher than the value Vs. Step S4-2-2-9 If the vehicle speed V _now is greater than or equal to the value Vs, when the vehicle speed V _{no w} is lower than the value Vs proceeds to step S4-2-2-8. Step S4-2-2-8: Set a recommended control flag B. Step S4-2-2-9: Set a recommended control flag C.

Next, the subroutine of the intersection control determination processing in step S5 in FIG. 5 will be described.

FIG. 12 is a diagram showing a subroutine of the intersection control determination process according to the first embodiment of the present invention. Step S5-1: Determine the surrounding road conditions. Step S5-2: Determine a recommended operation. Step S5-3: Set control contents.

Next, a flow chart showing the operation of the automatic transmission control device 12 (FIG. 2) will be described.

FIG. 13 is a main flowchart showing the operation of the automatic transmission control device according to the first embodiment of the present invention. Step S11 The vehicle information is read. Step S12 A basic automatic transmission control determination process is performed. Step S13: Determine whether or not the cooperative control condition is satisfied. Step S14 when the cooperative control condition is satisfied
If not, the process proceeds to step S16. Step S14: Receive control recommendation flags A to D from the navigation device 14 (FIG. 2). Step S15: Perform cooperative control determination processing. In step S16, the upper gear position determined by referring to the basic shift map in the basic automatic transmission control determination process is compared with the upper gear position determined in the cooperative control determination process, and the lower gear position is determined. Select Step S17: Output the selected gear.

In this case, whether or not the cooperative control condition is satisfied is determined by whether or not the vehicle is in a state suitable for performing corner control. For example, water temperature, oil temperature,
That detection signals of various sensors are within a normal range,
Normal communication with the navigation device 14, normal data received from the navigation device 14, and the like are adopted as cooperative control conditions. Also, the fact that the overdrive switch for selecting overdrive traveling is on, the fact that the select switch for selecting the shift pattern for traveling on snowy roads is on, and the like are adopted as the cooperative control conditions. You can also.

Next, the subroutine of the cooperative control determination process in step S15 in FIG. 13 will be described.

FIG. 14 is a diagram showing a subroutine of the cooperative control determination process according to the first embodiment of the present invention. Step S15-1 Navigation device 14 (FIG. 2)
It is determined whether at least one of the control recommendation flags A to D received from is set. If at least one of the recommended control flags A to D received from the navigation device 14 has been set, the process proceeds to step S15-
If it is not set to 2, the process proceeds to step S15-3. Step S15-2: An upper limit gear position determination process is performed. Step S15-3: It is determined whether or not the cooperative control is being performed. If cooperative control is being performed, step S15
The process proceeds to -4, and returns if the cooperative control is not being performed. Step S15-4: A release control determination process is performed.

Whether or not the cooperative control is being performed is determined by
A recommended value is calculated in the corner control, and a determination is made based on whether or not the vehicle is running at a shift speed according to the calculated recommended value.

Next, the subroutine of the upper gear position determination process in step S15-2 in FIG. 14 will be described.

FIG. 15 is a diagram showing a subroutine of the upper limit gear position determining process according to the first embodiment of the present invention. Step S15-2-1: Perform a recommended control flag determination process. Step S15-2-2: It is determined whether or not the control start condition is satisfied. If the control start condition is satisfied, the process proceeds to step S15-2-4; otherwise, the process proceeds to step S15-2-3. Step S15-2-3: Set 4 to the value S _S. Step S15-2-4: Set 3 to the value S _S. Step S15-2-5: Determine the upper limit gear position.

In this embodiment, in order to reduce the load on the automatic transmission control device 12 (FIG. 2), the first and second driving modes are selected in the navigation device 14, and the first and second driving modes are selected. The recommended control flags A to D are calculated in accordance with the traveling mode of, and the recommended control flags A to D are transmitted from the navigation device 14 to the automatic transmission control device 12, and the automatic transmission control device 12 The upper limit gear position is determined based on the control recommendation flags A to D.
, A travel mode is selected, and control recommendation flags A to D are calculated in correspondence with the travel mode.
The upper limit shift speed can also be determined based on 〜D.

Next, a description will be given of a second embodiment of the present invention in which a threshold value is changed with reference to a threshold value map. In addition, about what has the same structure as 1st Embodiment, the description is abbreviate | omitted by attaching the same code | symbol.

FIG. 16 is a diagram showing a subroutine of the switching determination process according to the second embodiment of the present invention, and FIG. 17 is a diagram showing a first threshold map of the switching determination process according to the second embodiment of the present invention. FIG. 18 is a diagram showing a second threshold map of the switching determination process according to the second embodiment of the present invention. FIG. 19 is a diagram showing a third threshold map of the switching determination process according to the second embodiment of the present invention. FIG. 20 is a diagram showing a fourth threshold map of the switching determination process according to the second embodiment of the present invention. FIG. 21 is a fifth threshold map of the switching determination process according to the second embodiment of the present invention. It is a figure showing a map. In addition,
17 to 19, the horizontal axis represents the cumulative value of the turning angle Σθf.
20, the vertical axis represents the threshold, the horizontal axis represents the change in vehicle speed, the vertical axis represents the threshold, and the horizontal axis represents the gradient change, and the vertical axis represents the threshold in FIG.

In this case, the analysis determining means (not shown) of the CPU 31 (FIG. 2) determines whether or not the preceding data has been analyzed. Then, when the previous data has been analyzed, the first threshold changing means (not shown) of the CPU 31 changes the threshold based on the analysis result of the previous data.

[0117] For example, when the target of corner control the particular node Nd _i, the threshold value of the turning angle is set as the first threshold. The first threshold value changing means includes a first threshold value changing means.
The threshold value of the turning angle corresponding to the cumulative turning angle value Σθf is calculated with reference to the threshold value map of FIG.

In the first threshold value map, when the cumulative value of the turning angle Σθf is gradually increased, the threshold value of the turning angle becomes constant in the first region, and when the cumulative value Σθf is further increased, the second value becomes larger. When the threshold value is gradually reduced in the region (3) and the cumulative value Σθf is further increased, the threshold value becomes constant in the third region.

[0119] Therefore, the cumulative value Σθf of the turning angle increases more than the predetermined amount, the threshold value of the turning angle is small, the number of nodes Nd _i increases, becomes large number of corners that are subject to the corner control.

Note that the second threshold value shown in FIG.
The third threshold value shown in FIG. 19 is obtained by gradually reducing the first threshold value.

If the previous data has not been analyzed, the second threshold changing means (not shown) of the CPU 31
The threshold is changed based on the analysis result of the past data.

For example, when the lateral G applied to the vehicle when passing through each corner is predicted, and the predicted lateral G exceeds the reference turning lateral G, the corner control is performed. As the threshold value of 4, a threshold value of the reference turning lateral G is set. Then, the second threshold value changing means calculates a threshold value of the reference turning lateral G corresponding to the change of the vehicle speed with reference to the fourth threshold value map.

In the fourth threshold map, FIG.
As shown in the figure, when the change of the vehicle speed is gradually increased, the threshold value of the reference turning lateral G is constant in the first region, and when the change of the vehicle speed is further increased, the threshold value is gradually increased in the second region. When the speed is reduced and the change in the vehicle speed is further increased, the threshold value becomes constant in the third region.

Therefore, when the change in the vehicle speed becomes larger than a predetermined value, the threshold value of the reference turning side G is reduced, and the number of corners to be controlled is increased.

Further, for example, the change of the gradient when passing through each corner is calculated, and when the calculated gradient exceeds the threshold value, regardless of the current vehicle speed V _now , the gear set to the low speed side is set. In the case where the speed change is performed, a gradient threshold value is set as the fifth threshold value. Then, the second threshold value changing means refers to the fifth threshold value map and calculates a gradient threshold value corresponding to the gradient change.

In the fifth threshold value map, FIG.
As shown in the graph, when the gradient change is gradually increased, the gradient threshold is constant in the first region. When the gradient change is further increased, the gradient threshold is gradually increased in the second region. When the gradient is reduced and the change in the gradient is further increased, the threshold value becomes constant in the third region.

Therefore, when the change in the gradient becomes larger than a predetermined value, the threshold value of the gradient is reduced, and the shift is performed at the speed set on the lower speed side.

Further, two or more of the above thresholds may be combined and changed.

In each of the above embodiments, the automatic transmission 10 having the stepped transmission mechanism has been described.
The present invention can be applied to an automatic transmission having a continuously variable transmission mechanism.

In each of the above embodiments, the vehicle driven by the engine 11 has been described. However, the present invention can be applied to a hybrid vehicle, an electric vehicle, and the like.

In each of the above embodiments, the case where the corner control of the traveling control is performed as the vehicle control is described. However, the present invention is applied to other control such as engine control, shift control, and automatic brake control. Can be applied to

In each of the above-described embodiments, appropriate corner control according to the preceding data and the past data is selected based on the threshold value, and when corner control is not performed, Although it is determined whether or not to perform the corner control, another vehicle control can be performed when a predetermined vehicle control of the plurality of vehicle controls is being performed. For example, if a mountain road with a large deceleration request and a suburban road with a small deceleration request have corners of the same shape, it is necessary to apply a large engine brake on a mountain road. Since it is not necessary to apply a larger engine brake than in mountain roads, 5-4 shift can be selected. Further, downshifting and automatic braking can be selected on mountain roads, and only downshifting can be selected on suburban roads.

The present invention is not limited to the above-described embodiment, but can be variously modified based on the gist of the present invention, and they are not excluded from the scope of the present invention.

[0134]

As described above in detail, according to the present invention, in a vehicle control device, a driving environment detecting means for detecting a driving environment, and a vehicle control for performing vehicle control based on the driving environment and a threshold value. Means, an analyzing means for analyzing the driving environment, and a threshold changing means for changing the threshold based on an analysis result of the analyzing means.

In this case, the driving environment is analyzed, and the threshold is changed based on the analysis result. Therefore, even if the driver's deceleration request differs depending on the environment in which the vehicle and the driver are placed, optimal vehicle control is performed. Is

Further, since the driver does not need to operate a switch or the like to change the threshold value, the threshold value is automatically changed even when the vehicle is traveling on a mountain road, for example. Therefore, the operability of the vehicle control device can be improved.

[Brief description of the drawings]

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

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

FIG. 3 is a diagram showing a recommended vehicle speed map according to the first embodiment of the present invention.

FIG. 4 is a diagram showing a deceleration line map according to the first embodiment of the present invention.

FIG. 5 is a main flowchart showing an operation of the navigation device according to the first embodiment of the present invention.

FIG. 6 is a diagram showing a subroutine of a traveling mode determination process according to the first embodiment of the present invention.

FIG. 7 is a diagram showing a subroutine of a switching determination process according to the first embodiment of the present invention.

FIG. 8 is a diagram illustrating a subroutine of a corner control determination process according to the first embodiment of the present invention.

FIG. 9 is a diagram showing a subroutine of a road shape determination process according to the first embodiment of the present invention.

FIG. 10 is a diagram illustrating a subroutine of a recommended gear position determination process according to the first embodiment of the present invention.

FIG. 11 is a diagram illustrating a subroutine of a recommended value calculation process according to the first embodiment of the present invention.

FIG. 12 is a diagram illustrating a subroutine of an intersection control determination process according to the first embodiment of the present invention.

FIG. 13 is a main flowchart showing an operation of the automatic transmission control device according to the first embodiment of the present invention.

FIG. 14 is a diagram illustrating a subroutine of a cooperative control determination process according to the first embodiment of the present invention.

FIG. 15 is a diagram illustrating a subroutine of an upper limit gear position determination process according to the first embodiment of the present invention.

FIG. 16 is a diagram illustrating a subroutine of a switching determination process according to the second embodiment of the present invention.

FIG. 17 is a diagram illustrating a first threshold map of a switching determination process according to the second embodiment of the present invention.

FIG. 18 is a diagram illustrating a second threshold map of a switching determination process according to the second embodiment of the present invention.

FIG. 19 is a diagram illustrating a third threshold map of a switching determination process according to the second embodiment of the present invention.

FIG. 20 is a diagram illustrating a fourth threshold map of the switching determination process according to the second embodiment of the present invention.

FIG. 21 is a diagram illustrating a fifth threshold map of a switching determination process according to the second embodiment of the present invention.

[Explanation of symbols]

 31 CPU 33, 46 ROM 101 Driving environment detecting means 102 Driving control means 103 Analysis means 104 Threshold changing means

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Inventor Hideki Nakajima 10th Takane, Fujii-machi, Anjo-shi, Aichi F-Term in Aisin AW Co., Ltd. 3J052 AA04 BA14 FB31 GC13 GC23 GC46 GC64 GD00 GD01 GD04 HA01 LA01

Claims (4)

[Claims] 1. A driving environment detecting means for detecting a driving environment, a vehicle control means for controlling a vehicle based on the driving environment and a threshold, an analyzing means for analyzing the driving environment, and an analysis result of the analyzing means. And a threshold value changing means for changing the threshold value based on the threshold value. 2. The vehicle control device according to claim 1, wherein the traveling environment analyzed by the analysis unit is data on a road ahead of a vehicle that the vehicle is about to pass. 3. The driving environment analyzed by the analysis means includes data on a road behind which the vehicle has already passed,
3. The vehicle control device according to claim 1, wherein the vehicle control device is at least one of data of a past operation performed by the driver. 4. A vehicle control device for detecting a traveling environment, performing vehicle control based on the traveling environment and a threshold value, analyzing the traveling environment, and changing the threshold value based on an analysis result. Recording medium on which the program of the above is recorded.