JP2002116029A - Method and apparatus for estimating grade of road - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an estimation apparatus which estimates the grade of a road by detecting the running state of a vehicle. SOLUTION: The estimation apparatus is provided with a road-information detection means 1, which detects road information inclusive of map data, a road-section estimation means 2 which estimates the starting point and the end point of grade section on the basis of the road information, an accelerator- opening detection means 3 which detects the accelerator opening of the vehicle, a grade-value estimation means 6, by which the grade value of the road is estimated through the equation of motion of a car body, when the accelerator opening satisfies a prescribed condition and a grade-information recording means 7 which records the estimated grade value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for estimating a road gradient on which a vehicle travels, and more particularly, to detecting and recording a vehicle traveling state including an accelerator opening to obtain a more accurate road gradient. And a method and apparatus for estimating.

[0002]

2. Description of the Related Art A method for estimating a road gradient is disclosed in, for example, Japanese Patent Application Laid-Open Nos. 8-331772 and 8-304.
As disclosed in Japanese Patent Application Laid-Open No. 069, there is known a technique for estimating a gradient section and a gradient value of a route on which a vehicle travels using road data recorded in a navigation device.

Further, as disclosed in Japanese Patent Application Laid-Open No. 9-207735, a gradient resistance is obtained from a driving force, an air resistance, a rolling resistance, an acceleration resistance, and a braking force based on an equation of motion of a vehicle, and the gradient resistance is calculated. There is also known one that performs shift control in accordance with it.

[0004]

However, in the conventional method of estimating the road gradient using road data, the road data is a link indicating the connection relationship between each node and the position coordinates of each point on the road called a node. Since the altitude of each node is estimated by interpolation or the like from the altitude of the map data recorded for each mesh-like point, the altitude of each node inevitably includes an error. (See FIG. 6).

Further, since the elevation of map data that is currently available is the elevation of the ground surface, for example, in a tunnel or the like, the estimated elevation is estimated higher than the actual elevation on the road surface, In such cases, the altitude is estimated to be low. For this reason, there is a problem that the starting point and the ending point of the gradient section and the gradient value cannot be accurately estimated.

In the method of estimating the gradient value by calculating the gradient resistance based on the equation of motion of the vehicle, the accuracy of estimating the gradient value increases when the accelerator is stepped on to accelerate the engine. The drive force is deprived by the increase of the internal inertia energy due to, and when decelerating with the foot brake, an error occurs in the calculation of the drive force due to the detection error of the brake torque, and an accurate gradient value cannot be obtained. However, there is a problem that an accurate gradient section cannot be estimated.

SUMMARY OF THE INVENTION The present invention has been made in view of such problems of the prior art, and has as its object to provide a more accurate road gradient estimating method and apparatus.

[0008]

According to the first aspect of the present invention, a starting point and an ending point of a gradient section are estimated from elevation data of a road obtained from map data. When the accelerator opening satisfies a predetermined condition, a method is provided for estimating and recording the gradient value of the gradient section from the equation of motion of the vehicle body and adopting it as the gradient slope value of the gradient section.

In the present invention, a gradient section is first estimated by using road elevation data obtained from map data. Then, when it is determined that the vehicle has entered the gradient section and the accelerator opening satisfies the predetermined condition, the gradient value is estimated from the equation of motion of the vehicle body. here,
A method of obtaining the gradient value from the equation of motion of the vehicle body is known, and the equation is shown below.

[0010]

Rg = F− (Rr + Ra + Rc) Formula 1 Rg = Mg · sin θ Formula 2 Rr = μMg Formula 3 Ra = accM Formula 4 Rc = 0.5 CdA (vsp) 2 Formula 5 According to the present invention. For example, in estimating the gradient value, a higher accuracy gradient value can be estimated by applying a predetermined condition (for example, constant accelerator opening) to the accelerator opening.

That is, to determine the gradient (θ),
Although the gradient resistance (Rg) must be obtained, when estimating the gradient resistance, the driving force (F), the rolling resistance (Rr), the acceleration resistance (Rr),
Air resistance (Rc) is required.

The driving force (F) is usually obtained by referring to a map of the throttle opening and the engine speed. When the engine speed is increasing as described above, the driving force (F) is increased by increasing the internal inertia energy. Power is lost and accurate driving force cannot be calculated.

However, according to the present invention, by giving a predetermined condition to the accelerator opening, it is possible to avoid the estimation of the gradient value at the time of transition such as acceleration, and to estimate the gradient value with higher accuracy.

(2) According to the second aspect of the present invention, the traveling state of the vehicle including the accelerator opening is detected, and the starting point, the ending point, or the gradient value of the gradient section is changed at the point where the traveling state changes. A method for estimating a road gradient which is recorded as a point, calculates the gradient value of the gradient section from the equation of motion of the vehicle body when the accelerator opening satisfies a predetermined condition, and employs the gradient value as the gradient value of the gradient section is provided. You.

According to the first aspect of the present invention, the gradient section is estimated from the map data in the storage device. However, as described above, the map data represents the altitude on the ground surface. The altitude data of the road calculated on the basis of the error inevitably includes an error.

Therefore, in the present invention, a point at which the traveling state changes is recorded in order to estimate the gradient section. By using these data and the altitude data of the road obtained from the map data, it is possible to obtain information for estimating a more accurate gradient section.

Further, when the accelerator opening satisfies a predetermined condition, the method of calculating the gradient value of the gradient section from the equation of motion of the vehicle body and adopting it as the gradient value of the gradient section.
This is the same as the described invention.

(3) Although not particularly limited in the invention described in claim 2, according to the invention described in claim 3, when the vehicle enters the uphill gradient section, the position where the accelerator opening increases is set as the starting point of the uphill gradient section, When exiting the uphill gradient section, the position where the accelerator opening decreases is the end point of the uphill gradient section, and when entering the downhill gradient section, the position where the accelerator opening decreases decreases the position of the downhill gradient section. The start point and the position where the accelerator opening increases when exiting the downhill gradient section are recorded as the end point of the downhill gradient section.

According to the present invention, for example, in the case where the accelerator opening increases around a point which is considered to enter a slope, the point at which the accelerator opening increases is recorded as the start point of the slope gradient section.

This is because it is generally considered that the driver increases the accelerator opening and increases the driving force in order to keep the speed constant when entering the uphill gradient section.

It should be noted that the same applies to the case where the vehicle departs from the uphill gradient section and the case where the vehicle enters or leaves the downhill gradient section.

(4) Although not particularly limited in the second aspect of the present invention, in the fourth aspect of the invention, when the gradient value changes, the position where the accelerator opening increases increases the gradient within the gradient section. The point where the value increases is recorded, and the position where the accelerator opening decreases is recorded as the point where the gradient value decreases in the gradient section.

Even within one gradient section, the gradient value may not be constant but change. According to the present invention,
In a section estimated as one gradient section, a point where the accelerator opening is increased is recorded as a point where the gradient value is increased, and a point where the accelerator opening is decreased is recorded as a point where the gradient value is decreased.

[0024] It is generally considered that the driver increases the accelerator opening when the gradient value increases and decreases the accelerator opening when the gradient value decreases in order to keep the speed constant. That is because

(5) Although not particularly limited in the invention described in claim 2, in the invention described in claim 5, the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value, and the vehicle enters the uphill gradient section. In this case, the position where the slope resistance increases is set as the start point of the uphill slope section, and when leaving the uphill slope section, the position where the slope resistance decreases is set as the end point of the uphill slope section,
When entering the downhill slope section, the position where the slope resistance decreases is the start point of the downhill slope section, and when exiting the downhill slope section, the position where the slope resistance increases is the end point of the downhill slope section. Record.

According to the third aspect of the present invention, it is premised that the driver will perform an accelerator operation to keep the speed constant when entering or leaving a gradient section.
However, in reality, it is conceivable that the vehicle enters or leaves the gradient section without performing the accelerator operation. The present invention is for dealing with such a case.

That is, even when the absolute value of the rate of change of the accelerator opening is constant and it is determined that the driver has not performed the accelerator operation, it is assumed that the driver enters the uphill gradient section, and the above equation (1) is obtained. When the gradient resistance (Rg) shown in (1) increases, the point at which the gradient resistance increases is recorded as the start point of the uphill gradient section.

Accordingly, even when the driver enters the uphill gradient section without performing the accelerator operation, the starting point of the gradient section can be more accurately estimated.

It should be noted that the same applies to the case where the vehicle departs from the uphill gradient section and the case where the vehicle enters or leaves the downhill gradient section.

(6) Although not particularly limited in the invention described in claim 2, in the invention described in claim 6, the gradient resistance increases when the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value within the gradient section. The position where the gradient value increases is recorded as the point where the gradient value increases in the gradient section, and the position where the gradient resistance decreases is recorded as the point where the gradient value decreases in the gradient section.

According to the present invention, as in the fifth aspect,
When the driver does not operate the accelerator, and
This corresponds to the case where the gradient value changes within one gradient section as in the invention according to claim 4.

That is, even if it is determined that the absolute value of the rate of change of the accelerator opening is constant and the driver does not perform the accelerator operation, the gradient resistance defined by the above equation 1 increases. Is recorded as the point in the gradient section where the gradient resistance has increased is the point where the gradient value has increased.

Thus, even when the driver does not perform the accelerator operation in spite of the change of the gradient in the gradient section, the point where the gradient value changes can be more accurately estimated.

The same can be said for a case where the gradient resistance is reduced. (7) Although not particularly limited in the above invention, in the invention according to the seventh aspect, the second to sixth aspects are recorded around the starting point, the ending point of the gradient section, or the point where the gradient value changes.
Based on the information on the described start point, end point, or the point where the gradient value has changed, the start point, the end point, or the point where the gradient value of the gradient section has changed are updated.

According to the present invention, the starting point, the ending point, and the starting point of the gradient section are recorded on the basis of the information of the starting point, the ending point, and the point where the gradient value has been changed, which is recorded by the estimation method according to claims 2 to 6.
The end point and the point where the slope value has changed can be updated.

That is, when the gradient section is estimated using only the elevation data of the terrain as shown in FIG.
Since the node position is set as the start point or the end point of the gradient section, if the actual start point or end point of the gradient section is between the nodes, the position of the gradient section is shifted. In such a case, the start point, the end point, and the point at which the gradient value has changed based on the information of the start point, the end point, and the point at which the gradient value has changed recorded by the estimation method according to claims 2 to 6. Is updated, it is possible to make the position closer to the actual gradient section.

(8) Although not particularly limited in the invention of the seventh aspect, in the invention of the eighth aspect, the invention according to the second to sixth aspects is provided around the start point, the end point of the gradient section, or the point where the gradient value changes. According to the method for estimating the road gradient, the start point, the end point, or the point at which the gradient value changes are recorded a predetermined number of times, and if the start point, the end point, or the point at which the gradient value changes are obtained within a predetermined range and a predetermined frequency or more, the predetermined The average of the starting point, the ending point, or the point at which the gradient value has changed within a predetermined frequency range is updated as the starting point, the ending point, or the point at which the gradient value of the gradient section has changed.

The present invention provides a specific method for updating a gradient section based on information on a starting point, an ending point, or a point where a gradient value has changed, obtained by the road gradient estimating method according to the second to sixth aspects. You.

That is, according to the method for estimating the road gradient according to the second to sixth aspects, the point of the starting point of the gradient section is recorded a predetermined number of times (for example, 10 times), and the point is within a predetermined range (for example, 50 m). When a predetermined frequency (for example, seven times) or more is obtained, the average of the point is updated as a new starting point.

The same applies to the end point and the point where the gradient value changes.

(9) According to the ninth aspect of the invention, when the absolute value of the running acceleration of the vehicle is equal to or less than the predetermined value, the gradient value of the gradient value estimated in the same gradient section is The gradient value having the smallest absolute value is adopted as the gradient value of the gradient section.

That is, in the above equation 1, when the absolute value of the running acceleration of the vehicle is substantially constant, the acceleration resistance (Ra) can be ignored. In addition, the weight (σ) of the occupant or the like must be considered in the vehicle body weight (M). Accordingly, when the above equation (1) is modified as Ra = 0 and M = M + σ, the following equation (6) is obtained.

[0043]

Equation 2 θ = arcsin {(F−Rc) / (M + σ) g−μ} Equation 6 Although θ obtained from this equation is a true gradient, since σ is unknown, it is assumed that σ = 0. The following formula 7 gives a calculated θ ′.

[0044]

Equation 3 θ ′ = arcsin {(F−Rc) / Mg−μ} Equation 7 Since F−Rc, M and σ are both positive,

| (F−Rc) / Mg |> | (F−Rc) / (M + σ) g | (8) Here, since the road gradient is −90 (deg) to 90 (deg), | θ ′ |> | θ |, and the calculated absolute value of θ ′ is always larger than the absolute value of the true θ. . Therefore,
When the acceleration is substantially constant in the same gradient section, by adopting an estimated gradient value having a smaller absolute value, an error due to the weight of the occupant or the like can be reduced, and the accuracy of the gradient value can be improved.

Therefore, the present invention provides an estimation method for adopting a gradient value with higher accuracy.

(10) In order to achieve the above object, according to the tenth aspect of the present invention, a road information detecting means for detecting road information including map data, and a starting point and an ending point of a gradient section are determined from the road information. Gradient section estimating means for estimating,
Accelerator opening detecting means for detecting the accelerator opening of the vehicle, gradient value estimating means for estimating the gradient value of the road from the equation of motion of the vehicle body when the accelerator opening satisfies a predetermined condition, and calculating the estimated gradient value. And a gradient information recording means for recording.

In the present invention, first, the starting point and the ending point of the gradient section are estimated by the gradient section estimation means using the map data. Then, when it is determined that the vehicle has entered the gradient section, and when the accelerator opening detected by the accelerator opening detector satisfies a predetermined condition, a gradient value is calculated from the equation of motion of the vehicle body. . Here, the method of obtaining the gradient value from the equation of motion of the vehicle body is the same as that described in claim 1, and thus the description thereof is omitted. Thereafter, the estimated gradient value is recorded in the gradient information recording means.

According to the present invention, similarly to the first aspect of the present invention, a predetermined condition (for example, constant accelerator opening) is applied to the accelerator opening in estimating the gradient value.
Higher accuracy gradient values can be estimated.

(11) According to the eleventh aspect,
A vehicle traveling state detecting means including an accelerator opening, wherein the gradient information recording means records a point where the traveling state changes as a start point, an end point or a point where the gradient value changes of the gradient section; An apparatus is provided.

According to the tenth aspect of the present invention, the gradient section is estimated from the map data detected by the road information detecting means. As described above, the map data represents the altitude on the ground surface. Therefore, the altitude data of the road calculated based on the data inevitably includes an error.

Therefore, in the present invention, the point at which the traveling state changes is recorded as the start point, the end point of the gradient section, or the point at which the gradient value has changed by the gradient information recording means.
By using these data and the altitude data of the road obtained from the map data, it is possible to obtain information for more accurately estimating the gradient section.

When the accelerator opening satisfies a predetermined condition, the gradient value of the gradient section is calculated from the equation of motion of the vehicle body, and the gradient value is adopted as the gradient value of the gradient section.
Same as 0.

(12) Although not particularly limited in the invention described in claim 11, in the invention described in claim 12, the gradient information recording means determines the position where the accelerator opening increases when entering the uphill gradient section. The start point of the slope section and the position where the accelerator opening decreases when exiting the uphill slope section are the end point of the uphill slope section, and the position where the accelerator opening decreases when entering the downhill slope section. The start point of the downhill slope section and the position where the accelerator opening increases when leaving the downhill slope section are recorded as the end points of the downhill slope section.

According to the present invention, for example, when the accelerator opening detected by the accelerator opening detecting means is increased around a point considered to enter a hill based on the data of the gradient information recording means, the accelerator opening increases. This point is recorded in the gradient information recording means as the starting point of the uphill gradient section.

This is because it is generally considered that the driver increases the accelerator opening and increases the driving force in order to keep the speed constant when going uphill.

It is to be noted that a case where the vehicle leaves the uphill gradient section and a case where the vehicle enters or leaves the downhill gradient section can be similarly considered.

(13) Although not particularly limited in the invention according to the eleventh aspect, in the invention according to the thirteenth aspect, the gradient information recording means determines a position where the accelerator opening increases in the gradient section in the gradient section. The point where the gradient value increases is recorded, and the position where the accelerator opening decreases is recorded as the point where the gradient value decreases in the gradient section.

Even within one gradient section, the gradient value may not be constant but may vary. According to the present invention,
In the section estimated as one slope section, a point where the accelerator opening is increased is a point where the slope value is increased, and a point where the accelerator opening is decreased is a point where the slope value is decreased. To record.

It is considered that the driver normally increases the accelerator opening when the gradient value increases and decreases the accelerator opening when the gradient value decreases in order to keep the speed constant. That is because

(14) Although not particularly limited in the invention according to claim 11, in the invention according to claim 14, the gradient information recording means is provided when the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value. When entering the uphill slope section, the position where the slope resistance increases is the starting point of the uphill slope section, and when exiting the uphill slope section, the position where the slope resistance decreases is the end point of the uphill slope section. When entering the slope section, the position at which the slope resistance decreases is the starting point of the downhill section,
When exiting from the downhill slope section, the position where the slope resistance increases is recorded as the end point of the downhill slope section.

According to the twelfth aspect of the present invention, it is premised that the driver will perform an accelerator operation to keep the speed constant when entering or leaving a gradient section. However, in reality, it is conceivable that the vehicle enters or leaves the gradient section without performing the accelerator operation. The present invention is for dealing with such a case.

That is, even when the absolute value of the rate of change of the accelerator opening is constant and it is determined that the driver has not performed the accelerator operation, it is assumed that the driver enters the uphill gradient section, and the above equation (1) is assumed. When the gradient resistance (Rg) shown in (1) increases, the point where the gradient resistance increases is recorded in the gradient information recording means as the start point of the uphill gradient section.

As a result, even when the driver enters the uphill gradient section without performing the accelerator operation, information for more accurately estimating the starting point of the gradient section can be obtained.

It is to be noted that a case where the vehicle leaves the uphill gradient section and a case where the vehicle enters or leaves the downhill gradient section can be similarly considered.

(15) In the invention according to the eleventh aspect, although not particularly limited, in the invention according to the fifteenth aspect, the gradient information recording means is configured such that the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value within the gradient section. Then, a position where the gradient resistance increases is recorded as a point where the gradient value increases in the gradient section, and a position where the gradient resistance decreases is recorded as a point where the gradient value decreases in the gradient section.

According to the present invention, as in the case of the fourteenth aspect, the case where the driver does not perform the accelerator operation, and as in the case of the thirteenth aspect, the gradient value is set within one gradient section. Is changed.

That is, even when it is determined that the absolute value of the rate of change of the accelerator opening is constant and the driver does not perform the accelerator operation, the gradient resistance (Rg) defined by the above equation (1) does not change. If it increases, the point where the gradient resistance increases in the gradient section is recorded in the gradient information recording means as the point where the gradient value has increased.

Thus, even when the driver does not perform the accelerator operation in spite of the change of the gradient in the gradient section, it is possible to obtain information for more accurately estimating the point where the gradient value changes.

The same can be said for a case where the gradient resistance decreases.

(16) Although not particularly limited in the above invention, in the invention according to claim 16, the gradient information recording means comprises:
Starting point of the gradient section, around the point where the end point or the gradient value has changed, based on the information of the recorded start point, end point or the point where the gradient value has changed according to claim 11, the starting point of the gradient section, Update the end point or the point where the slope value changes.

According to the present invention, the starting point, the ending point, and the gradient value of the gradient section are recorded on the basis of the information on the starting point, the ending point, and the point where the gradient value changes recorded by the estimating device. Can be updated.

That is, as shown in FIG. 9A, when the gradient section is estimated using only the elevation data of the terrain,
Since the node position is set as the start point or the end point of the gradient section, if the actual start point or end point of the gradient section is between the nodes, the position of the gradient section is shifted. In such a case, the start point, the end point, and the point at which the gradient value has changed based on the information on the start point, the end point, and the point at which the gradient value has changed recorded by the estimating device according to claim 11 to 15. Is updated, it is possible to make the position closer to the actual gradient section.

(17) In the invention according to claim 16, although not particularly limited, in the invention according to claim 17, the gradient information recording means is provided at the start point, the end point of the gradient section or around the point where the gradient value changes. The information of the starting point, the ending point, or the point where the gradient value has changed is recorded a predetermined number of times by the road gradient estimating device according to claim 11, and the predetermined frequency is obtained within a predetermined range. The information on the start point, the end point, or the point at which the gradient value has changed is updated by the average of the information of the start point, the end point, or the point at which the gradient value has changed within a predetermined range or more.

According to the present invention, there is provided a concrete apparatus for updating a gradient section on the basis of information on a starting point, an ending point or a point where a gradient value changes, which is obtained by the road gradient estimating apparatus according to the present invention. You.

That is, the starting point of the gradient section is recorded a predetermined number of times (for example, 10 times) by the road gradient estimating device according to the present invention, and is set within a predetermined range (for example, 50 m). If the frequency is seven or more (for example, seven times) or more, the information of the gradient information recording means is updated by the section gradient updating device using the average of the point as a new starting point.

The same applies to the end point and the point where the gradient value changes.

(18) According to the eighteenth aspect of the present invention, when the absolute value of the running acceleration of the vehicle is equal to or less than the predetermined value, and the gradient is one of the gradient values estimated in the gradient section section having the same gradient value. A gradient information recording unit that adopts a gradient value having a minimum absolute value as a gradient value of the gradient section;

Although the concept of the present invention is the same as that of the ninth aspect of the present invention, the description is omitted. However, the present invention provides a learning device for adopting a gradient value with higher accuracy.

[0079]

According to the first and tenth aspects of the present invention, it is possible to avoid the estimation of the gradient value at the time of transition, such as during acceleration, and to improve the estimation accuracy of the gradient value in the gradient section.

That is, in the related art, when the vehicle enters a gradient section regardless of the traveling state of the vehicle, the gradient value is estimated from the equation of motion of the vehicle. Accompanying this, the internal inertia energy increases, and the driving force is deprived of this. Therefore, it was not possible to accurately estimate the gradient value. However, according to the present invention, for example, when accelerating by applying the condition that the accelerator opening is constant It is possible to avoid the detection of the driving force at the time of the transient, and to improve the accuracy of the gradient value.

(2) According to the second and eleventh aspects of the present invention, it is possible to obtain information for more accurately estimating the start point, the end point, and the point where the gradient value has changed in the gradient section.

That is, in the past, in estimating the gradient section, the gradient section was estimated from the map data. However, since the map data represents the altitude on the ground surface, the estimation of the gradient section is inevitable. It was intended to include errors. However, according to the present invention, it is possible to improve the accuracy of the gradient section by detecting the traveling state in the gradient section, recording the point where the traveling state has changed, and estimating the gradient section including these pieces of information. Can be.

(3) According to the third and twelfth aspects of the present invention, information for more accurately estimating the start point and the end point in the gradient section can be obtained.

That is, when the driver enters the uphill gradient section, it is considered that the accelerator opening is increased and the driving force is increased in order to keep the speed constant. When the accelerator opening increases, by recording the point where the accelerator opening increases as the starting point of the uphill gradient section,
Information on the starting point of the uphill gradient section can be obtained.

The same applies to the case where the vehicle leaves the uphill gradient section and the case where the vehicle enters or leaves the downhill gradient section.

(4) According to the fourth and thirteenth aspects of the present invention, it is possible to obtain information for more accurately estimating a point at which a gradient value has changed in a section estimated as one gradient section. .

That is, it is considered that the driver increases the accelerator opening when the gradient value increases and decreases the accelerator opening when the gradient value decreases in order to keep the speed constant. By recording the point where the accelerator opening increases in the gradient section as the point where the gradient value increases, and recording the point where the accelerator opening decreases as the point where the gradient value decreases, the point where the gradient value changes in the gradient section Information can be obtained.

(5) According to the fifth and fourteenth aspects of the present invention, even when the driver does not perform an accelerator operation when entering or leaving a gradient section, the start point and the end point of the gradient section are determined. Information for more accurate estimation can be obtained.

That is, when a driver enters or leaves a gradient section, it is actually conceivable that the driver may enter or leave the gradient section without performing an accelerator operation. Even when it is determined that the absolute value is constant and the driver does not perform the accelerator operation, if it is assumed that the vehicle enters the uphill gradient section and the gradient resistance shown in Equation 1 increases, the gradient resistance is increased. Is recorded as the start point of the uphill gradient section.

Thus, even when the driver enters the uphill gradient section without performing the accelerator operation, information for more accurately estimating the starting point of the gradient section can be obtained. Note that the same applies to the case where the vehicle leaves the uphill gradient section and the case where the vehicle enters or leaves the downhill gradient section.

(6) According to the sixth and fifteenth aspects of the present invention, even when the gradient value changes within the gradient section and the driver does not perform the accelerator operation, the change in the gradient value can be achieved. It is possible to obtain information for more accurately estimating the point where the information has been lost.

That is, even when it is determined that the absolute value of the rate of change of the accelerator opening is constant and the driver does not perform the accelerator operation, the gradient resistance defined by the above equation 1 increases. Is recorded as the point in the gradient section where the gradient resistance has increased is the point where the gradient value has increased.

Thus, even if the driver does not perform the accelerator operation despite the change in the gradient in the gradient section, it is possible to obtain information for more accurately estimating the point where the gradient value changes. The same applies when the gradient resistance decreases. (7) According to the seventh, eighth, sixteenth, and seventeenth aspects of the present invention, a more accurate start point, end point, or gradient of the gradient section is obtained based on the obtained information of the start point, the end point, or the point at which the gradient value has changed. The point at which the value has changed can be estimated.

That is, although the information of the starting point and the ending point of the gradient section obtained from the map data inevitably includes an error, the starting point, the ending point of the gradient section, or the point at which the gradient value changes, including the obtained information. Can be estimated with higher accuracy.

(8) According to the ninth and eighteenth aspects, it is possible to employ a gradient value of a gradient section with higher accuracy.

That is, as described above, when the traveling acceleration is constant, the estimated absolute value of the gradient value is always higher than the absolute value of the true gradient value. By using the set gradient value, the accuracy of the gradient value can be improved.

[0097]

Embodiments of the present invention will be described below with reference to the drawings. First Embodiment The following embodiments are described in claims 1 to 8 and claim 1.
This is an embodiment corresponding to 0 to 17.

FIG. 1 is a block diagram showing an apparatus for estimating a road gradient according to an embodiment of the present invention.

In this embodiment, the road information detecting means 1
Detects the position of the vehicle, the surroundings of the vehicle, and the altitude data on the traveling route. The accelerator opening detecting means 3 is constituted by a variable resistor linked to an accelerator pedal, and detects the driver's accelerator operation. The speed detecting means 4 and the engine speed detecting means 5 are constituted by magnetic sensors or optical sensors.
The traveling speed of the vehicle or the rotation speed of the engine is detected from the rotation speeds of the wheels and the drive shaft. The gradient section estimating means 2 estimates the start point and the end point of the gradient section using the elevation data of the terrain recorded in the road information detecting means 1, the accelerator opening and the gradient resistance. The gradient value estimating means 6 obtains a gradient value by estimating the gradient resistance from the driving force and the acceleration resistance obtained from the accelerator opening, the engine speed and the speed.
The gradient information recording unit 7 records and updates the start point, end point, and gradient value of the gradient section estimated by the gradient section estimation unit 2 and the gradient value estimation unit 6.

The functions of the road information detecting means 1, the gradient section estimating means 2, the gradient value estimating means 6, and the gradient information recording means 7 may be integrated in a navigation device 9 as shown in FIG. Section estimation means 2 and gradient value estimation means 6
May be an independent operation unit.

The running state detecting means 8 of the present embodiment
Is the speed detection means 4, in addition to the accelerator opening detection means 3,
Although the engine speed detecting means 5 is provided, the invention is not limited to this.

Next, the control procedure will be described. 2 is a flowchart relating to a gradient value estimation method, FIG. 3 is a flowchart relating to determination of an end point of a gradient section, FIG. 4 is a flowchart relating to a start point of a gradient section, FIG. 5 is a flowchart relating to updating of a gradient value, FIGS. FIG. 8 shows a gradient section estimation method, FIGS. 9A and 9B show examples 1 and 2 of updating a gradient section, and FIG. 10 shows an example of a recording format of gradient information.

The control program of the present embodiment is called at regular intervals from the navigation device 9 or the main program of the control unit of the automatic transmission or the engine.

FIG. 2 is a flowchart showing a control procedure corresponding to the first and tenth aspects, and shows a method of collecting and recording road information during traveling.

In this embodiment, the condition that the accelerator opening (APO) is substantially constant is used as a condition for estimating the gradient value. The driving force required for estimating the gradient value is determined by the throttle opening and the throttle opening. The engine speed is obtained by referring to a map of the engine speed. For example, in a transient state in which the engine speed is increased by depressing the accelerator, the driving force is deprived by the internal inertia energy due to the engine speed increase, and the throttle opening-engine speed is obtained. This is because the driving force of the engine obtained from the map of (1) does not match the actual driving force of the engine, and an error occurs in the estimation of the gradient value.

The condition that the brake is not actuated is that a normal vehicle is not provided with a brake torque sensor, so that it is not possible to consider an error in estimating the gradient value due to the brake torque.

The operation of this control will be described below. First, at step S11, the road information detecting means 1 reads and records the elevation data of the terrain from the departure place to the destination. Since the positions of the elevation data of the terrain are recorded in a mesh at equal intervals as shown in FIG. 6, the elevation of a node indicating the position of the road is, for example, the elevation data of four surrounding points in node 1 of FIG. The values of h1 to h4 are obtained by interpolation.
The altitude of each node obtained from the elevation data of the terrain in this way greatly deviates from the elevation of the road surface in, for example, a tunnel or a bridge. Therefore, as shown in FIG. A gradient value that is impossible on a road appears. To prevent this, as shown by the dotted line in FIG. 7, post-processing values, such as applying a low-pass filter or performing exception processing using tunnel information, are used as the altitude of each node. Ask for. A section in which the absolute value of the road gradient thus obtained is equal to or greater than a certain value (for example, 1%) is determined as a gradient section, and is used as reference information for subsequent learning.

In step S12, the accelerator opening (APO) from the departure point is measured and recorded. Step S13
In this case, the accelerator opening (APO) is set for a certain period (for example, 5.
0 sec), if it changes only within a certain range (for example, the absolute value of the change rate of APO is within 1.5 deg / sec) and if the brake is not operated, the process proceeds to step S14 to start estimating the gradient value. Otherwise, the process proceeds to step S22.

In step S14, the gradient estimation flag (fG
If E) is ON, the process proceeds to step S15; otherwise, the process proceeds to step S21.

In step S15, the above equations 1 and 2
Is used to calculate a gradient resistance (Rg) from a driving force (F), a rolling resistance (Rr), an acceleration resistance (Ra), and an air resistance (Rc), thereby obtaining a gradient value (Gr). Here, the rolling resistance (Rr) may be recorded in advance as a constant, and the air resistance (Rc) as a table of vehicle speed.

In step S16, the gradient value (Gr) and the gradient resistance (Rr) obtained in step S15 from the departure point are determined.
Record.

In step S17, if the running position of the vehicle is the end point of the gradient section estimated in step S11, the process proceeds to step S18, and if the gradient section has not ended, this control ends. A method for determining whether or not the end point of the gradient section is described with reference to FIG. Step S18
Then, the starting point of the gradient section corresponding to the gradient value calculated in step S16 is estimated. The details of the operation of this step will be described with reference to FIG.

In step S19, the gradient value calculated in step S16 and the gradient section obtained in steps S17 and S18 are recorded in the gradient information recording means. The details of the operation of this step will be described with reference to FIG.

In step S20, the gradient estimation flag (f
GE) is turned off. In step S21, if the gradient value estimation flag (fGE) is OFF even though it is determined in step S13 that the gradient value can be measured, the gradient learning flag (fGE) is turned ON. ,
Allows measurement of slope values.

Step S22 corresponds to the case where the gradient estimation flag (fGE) is ON, although it is determined in step S13 that the gradient value cannot be estimated. This is based on the assumption that the gradient section corresponding to the gradient value calculated in step S16 has not ended yet,
This means that the program is called again after a lapse of a predetermined time after the control routine is terminated as determined at 17. Therefore, in this case, the process proceeds to step S17,
Check the end of the gradient section. If the gradient estimation flag (fGE) is OFF in step 22, the control is terminated because the gradient value cannot be estimated.

The flowchart of FIG. 3 shows a method of determining the end point of the gradient section (step S17 of FIG. 2), and the flowchart of FIG. 4 shows a method of determining the start point of the gradient section (step S18 of FIG. 2). 3 and 4 correspond to claims 3 to 8 and claims 12 to 17 together.

In the control routine shown in the flowchart of FIG. 3, the end point of the gradient section during which the vehicle is traveling is estimated from the terrain elevation data as shown in "Estimation of gradient section by elevation data" in FIG. In addition, for a gradient section that has passed a plurality of times, the position where the accelerator opening or the gradient value has changed around the end point of the gradient section is recorded, and the position of the change recorded a predetermined number of times in the past is If the frequency falls within the predetermined range at a frequency equal to or higher than the predetermined frequency, the position of the end point of the gradient section is corrected to the average of the positions of the changes falling within the predetermined range.

By correcting the gradient section in this way, as described above, the accuracy can be improved so as to be closer to the actual position of the gradient section.

Further, it is possible to estimate not only the end point and the start point of the gradient section but also the gradient change point where the gradient value changes in the middle as shown in FIG. 9B from the change in the accelerator opening or the gradient value. Can also be applied. When the gradient increases on the way, as in the example shown in FIG. 9B, the position where the accelerator opening increases or the running resistance increases while the accelerator opening is almost constant is recorded. The estimated position of the point where the value changes can be made closer to the actual position. In the case where the gradient value decreases on the way, the position at which the accelerator opening decreases or the accelerator opening is substantially constant and the running resistance decreases may be recorded.

Hereinafter, a method of determining the end point of the gradient section will be described. In step S111, step S1 of FIG.
If the calculated value Gr of the gradient value in step 5 is positive, it is determined that the vehicle is going uphill, and the process proceeds to step S112. Otherwise, the process proceeds to step S113.

In step S112, the condition of the end point of the gradient section is set to satisfy the following 1 or 2.

[0122]

## EQU5 ## Condition 1 dAPO / dt <Seu (where Seu is set to a threshold value, for example -2.5 deg / sec) Condition 2 | dAPO / dt | <α (where APO is almost constant, α is, for example, 1. 5 deg / sec) and dGr / dt <0 (gradient resistance decrease) In step S113, if the calculated value of the gradient value Gr in step S15 of FIG. 2 is negative, it is determined that the vehicle is going downhill, and the process proceeds to step S114.

In step S114, the condition of the end point of the gradient section is set to satisfy the following condition 3 or 4. If not, the control ends.

[0124]

Condition 3 dAPO / dt> Sed (Sed is set to a threshold value, for example, 2.5 deg / sec) Condition 4 | dAPO / dt | <α (APO is almost constant) and dGr / dt> 0 (increase in gradient resistance) Here, Condition 1 and Condition 3 correspond to Claims 3 and 11, and Condition 2 and Condition 4 correspond to Claims 5 and 14.

In step S115, when the information of the currently running gradient section is recorded, it is determined that the section has passed a plurality of times, and the process proceeds to step S116 to search for the position of the gradient section end point. If not, the process proceeds to step S119, and the end point position of the gradient section obtained from the elevation data of the terrain is adopted.

In step S116, step S112
Alternatively, if the end point condition set in step S114 is satisfied, the process proceeds to step S117, and if not, the control ends.

In step S117, as shown in "Example 2 of recording of end point of gradient section" and "Example 3 of recording of end point of gradient section" in FIG. ) Is within a certain range (for example, 100 m) when a certain number of times (for example, three times) or more is within a certain range (for example, 100 m).
If the recording position of the end point of the gradient section for a fixed number of times in the past is out of the fixed range as shown in “Example 1 of recording the end point of the gradient section” in FIG. 8, the end point of the gradient section is not updated. This control ends.

In the step S118, the position of the end point of the gradient section is corrected to the average value of the positions recorded within a predetermined number of times in the past. In the example of “recording example 2 of end point position of gradient section” in FIG. 8, learning position 1 is updated and recorded as the end point of gradient section.

In step S118, FIG.
Even if the estimated position of the gradient section end point within a certain number of past times extends over a plurality of links as in “Recording example 3 of gradient section end point position”, if the estimated position of the gradient section end point is within a certain range, the position of the gradient section end point is updated. Do. In the example of “Third recording example of gradient section end point” in FIG. 8, learning is performed with learning position 2 as the gradient section end point.
Record.

It should be noted that step S117 and step S117
Reference numeral 118 corresponds to claims 7 and 8 and claims 16 and 17.

In step S119, in order to record the end point position of the gradient section that passes for the first time, as shown in "Modification of gradient section by elevation data" in FIG. Elevation data is read, and the post-processing values such as low-pass filtering the data string and performing exception processing using tunnel information are used to calculate the elevation value of the start node and the end node of the currently running link. The road gradient estimation value Grd (i) is obtained from the difference between the values.

If the gradient estimated value Grd (i-1) at the immediately preceding link changes to satisfy the following gradient section end point condition 12, it is determined that the vehicle has passed the gradient section end point, and step S120 is performed. Proceed to. If not, the control ends.

[0133]

## EQU7 ## Condition of gradient section end point Condition 1 Grd (i-1)> Gsh and Grd (i) <Gsh (end point of uphill section) Condition 2 Grd (i-1) <-Gsh and Grd (i) <- Gsh (end point of downhill section) where i is a link number and Gsh is a threshold (for example, 1%) for determining a slope section.

In step S120, the start point of the currently running link 3 is set as the estimated position of the end point of the gradient section. (FIG. 10
In the example of (c), the node position is 3) In the flowchart of FIG. 4, when the position learning of the end point of the gradient section is performed in step S17 of FIG. 2, the start point corresponding to the gradient section is learned. Also in this control, the estimation accuracy of the gradient section can be improved by correcting the position of the starting point of the gradient section in the same manner as the control of the flowchart shown in FIG.

That is, first, in step S211, if the gradient value Gr in step S15 of FIG. 2 is positive, it is determined that the vehicle is going uphill, and the process proceeds to step S212. Otherwise, the process proceeds to step S213.

In step S212, the condition of the starting point of the uphill gradient section is set to satisfy the following condition 1 or condition 2.

[0137]

## EQU8 ## Condition 1 dAPO / dt> Ssu (Ssu is set to a threshold value, for example, 2.5 deg / sec) Condition 2 | dAPO / dt | <α (APO is almost constant) and dGr / dt> 0 (increase in gradient resistance) In step S213, if the gradient calculation value Gr in step S15 of FIG.
Go to 14, otherwise terminate this control.

In step S214, the condition of the start point of the downhill gradient section is set to satisfy the following condition 3 or condition 4.

[0139]

## EQU9 ## Condition 3 dAPO / dt <Ssu (Ssu is set to a threshold value, for example, -2.5 deg / sec) Condition 4 | dAPO / dt | <α (APO is almost constant) and dGr / dt <0 (reduced gradient resistance) Note that Condition 1 and Condition 3 correspond to Claims 4 and 13, and Condition 2 and Condition 4 correspond to Claims 6 and 15.

In step S215, if the information of the currently running gradient section is recorded, it is determined that the section has passed a plurality of times, and the flow advances to step S217 to start learning the position of the starting point of the gradient section. . Otherwise, the process proceeds to step S220, and the starting point of the gradient section is determined from the calculated value of the gradient based on the elevation data of the terrain.

In step S216, step S of FIG.
Accelerator opening (APO) recorded in step 12 and step S
The gradient resistance Rr recorded in step 16 is read back to the vicinity of the position of the starting point recorded when the vehicle has traveled in the past in the gradient section currently traveling.

In the step S217, in the step S216
Accelerator opening (APO) and gradient resistance Rr read in
If the change in the condition satisfies the condition set in step S212 or step S214, step S21
Proceed to 8; otherwise, end this control.

In step S218, step S of FIG.
The same processing as in step 117 is performed, and in step S219, FIG.
The same processing as in step S118 is performed.

In step S220, in order to estimate the position of the starting point of the gradient section that passes for the first time, the elevation data of the terrain recorded in step S11 in FIG. 2 is calculated for each link in the same manner as in step S119 in FIG. Until the road gradient estimated value satisfies the following condition 12 of the gradient section start point, the current traveling route is read back from the current vehicle traveling position.

[0145]

## EQU10 ## Condition of gradient section start point Condition 1 Grd (i-1) <Grh and Grd (i)> Gsh (start point of uphill gradient section) Condition 2 Grd (i-1)>-Grh and Grd (i) < -Gsh
(Start Point of Downhill Slope Section) In step S221, the start node of the link searched in step S220 is set as the position of the slope section start point.

The flowchart of FIG. 5 shows a method of correcting a gradient value and a method of recording a gradient value and a gradient section. In this control, the positions of the gradient section start point and end point learned in steps S17 and S18 of the flowchart shown in FIG.
The gradient value obtained in step 5 is updated by comparing it with the previously recorded gradient value.

The control flow will be described below. In step S311, the start point and the end point of the gradient section determined in steps S17 and S18 of FIG. 2 are recorded.

As an example of the recording format of the start point or the end point of the gradient section, as shown in FIG. 10, it is conceivable to add gradient information to information relating to links connecting nodes.

[0149] Link 2 in Fig. 10 shows an example of a method of recording gradient information when the start point or end point of the gradient section is in the middle of the link. The distance is recorded as the position of the start point or end point of the gradient section. Further, in order to correct the gradient section described with reference to FIGS. 3 and 4, the past several measurement results and the learning result using them are recorded.

In step S312, the absolute value of the acceleration acc is calculated.
Constant value (for example, 0.15 m / s ²) If less than
Proceed to step S313; otherwise, end this control.
I do.

In step S313, if gradient information is recorded in the link that is currently running, it is determined that the section has passed a plurality of times, and the flow advances to step S314 to retrieve gradient value information. Otherwise, step S31.
Proceeding to step 6, the gradient value obtained in step S15 of FIG. 2 is recorded.

FIG. 10 shows an example of a method of recording a gradient value.
As in the case of link 3, the unification is made such that the gradient values in the direction from the smaller node number (node 3) to the larger node number (node 4) are recorded. in this case,
If the gradient value measured in the uphill gradient section from node 4 to node 3 is 5%, a value of −5% with the sign reversed is recorded in the gradient information of link 3.

In step S314, if the absolute value of the current calculated gradient value θi is smaller than the absolute value of the previously calculated gradient value θi−1, the process proceeds to step S315, and if not, the control ends.

In step S315, the information of the gradient value is updated to the current gradient calculation value θi and recorded.

Second Embodiment As an embodiment of the present invention, the distribution of the driving force of the engine / motor is determined so as to minimize the fuel consumption according to the traveling pattern to the destination, and the distribution of the driving force is realized. Energy management system for a hybrid vehicle that determines a charging / discharging plan of a rechargeable battery for the vehicle.

As shown in FIG. 11, an outline of the method is as follows. First, a traveling pattern to a destination is created by predicting a traveling speed and a stop location from road information such as the position of a traffic signal, a tollgate, and a road type.

Next, using the road gradient of the route to the destination and the traveling speed pattern, a traveling load pattern to the destination combining the gradient resistance, the traveling resistance, and the acceleration resistance is determined. Then, an engine / motor driving force distribution that satisfies the traveling load pattern to the destination and the target storage battery charging rate (target SOC) at the destination and minimizes the fuel consumption is obtained. Finally, S from the driving force distribution to the destination
An OC pattern is determined to determine a charge / discharge plan.

In the example of FIG. 11, when the vehicle is traveling at a low speed in an urban area, the traveling load is small and the operation efficiency of the engine is low. Then, the energy is regenerated, and in the uphill gradient section following the downhill gradient section, the charging / discharging plan is determined so that the motor reduces the engine load using the electric power charged by the regeneration.

In the above-described energy management system for a hybrid vehicle, the present invention can be applied to obtain a road gradient necessary for obtaining a traveling load pattern to a destination.

One example of a hardware configuration for realizing such an embodiment is a GPS antenna as shown in FIG.
Navigation consisting of a positioning sensor composed of a gyro compass, etc., and a receiver for receiving traffic information from infrastructure such as VICS and other map data recording elevation data of the terrain, road types, intersection positions, etc. Controls the driving force of the engine and motor and the battery charge rate (SOC) of the engine and the motor according to the input signals from the device, accelerator opening, throttle opening, vehicle speed, engine speed, motor speed, SOC sensors, and brake switches. Hybrid control unit.

Here, the recording device for map data according to the present invention uses a recordable D in order to record and correct the gradient value.
A VD drive, a flash memory, or the like is used.

The embodiments described above are described to facilitate understanding of the present invention, and are not described to limit the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an embodiment of a road gradient estimating apparatus according to the present invention.

FIG. 2 is a flowchart according to a gradient value estimation method of the present invention.

FIG. 3 is a flowchart relating to determination of an end point of a gradient section according to the present invention.

FIG. 4 is a flowchart according to the present invention for determining a starting point of a gradient section.

FIG. 5 is a flowchart relating to updating of a gradient value according to the present invention.

FIG. 6 is a diagram for explaining a gradient section estimation method of the present invention (gradient section estimation based on elevation data).

FIG. 7 is a diagram for explaining a gradient section estimation method (correction of a gradient section by elevation data) according to the present invention.

FIG. 8 is a diagram for explaining a gradient section estimation method (update of an end point of a gradient section) according to the present invention;

9A and 9B are diagrams illustrating examples of updating a gradient section according to the present invention.

FIG. 10 is a diagram showing an example of a recording format of gradient information according to the present invention.

FIG. 11 is a diagram showing an energy management system according to another embodiment of the present invention.

FIG. 12 is a block diagram showing another embodiment of the present invention.

[Description of Signs] 1 ... Road information detecting means 2 ... Slope section estimating means 3 ... Accelerator opening degree detecting means 4 ... Speed detecting means 5 ... Engine speed detecting means 6 ... Slope value detecting means 7 ... Slope information recording means 8 ... Running state detecting means 9: Navigation device

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Hiroshi Saito Nissan Motor Co., Ltd. F-term (reference) 2C032 HB02 HB11 HB22 HC08 HD03 2F029 AA02 AC02 AC03 AC14 3G084 EA07 EA11 FA04 FA05 FA10 in Nissan Motor Co., Ltd. FA33 5H180 BB20 EE02 FF22 FF27

Claims (18)

[Claims] 1. A starting point and an ending point of a gradient section are estimated from road information including map data, and when the accelerator opening satisfies a predetermined condition, a gradient value of the gradient section is estimated and recorded from a vehicle body motion equation; A method for estimating a road gradient, which employs this as a gradient value of the gradient section. 2. The road gradient according to claim 1, wherein a traveling state of the vehicle including an accelerator opening is detected, and a point at which the traveling state changes is recorded as a start point, an end point, or a point at which the gradient value changes. Estimation method. 3. The position where the accelerator opening increases when entering the uphill gradient section is the starting point of the uphill gradient section, and the position where the accelerator opening decreases when leaving the uphill gradient section is the end point of the uphill gradient section. Also, when entering the downhill slope section, the position where the accelerator opening decreases is the starting point of the downhill slope section, and when exiting the downhill slope section, the position where the accelerator opening increases increases the downhill slope section. Claim 2 to record as the end point
The method of estimating the road slope described. 4. In the gradient section, a position where the accelerator opening increases is recorded as a point where the gradient value increases in the gradient section, and a position where the accelerator opening decreases is recorded as a point where the gradient value decreases in the gradient section. The method for estimating a road gradient according to claim 2. 5. When the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value and the vehicle enters the uphill gradient section, the position where the slope resistance increases is set as the starting point of the uphill gradient section. When exiting, the position where the slope resistance decreases is the end point of the uphill slope section, and when entering the downhill slope section, the position where the slope resistance decreases is the start point of the downhill slope section, and exit from the downhill slope section 3. The method for estimating a road gradient according to claim 2, wherein a position at which the gradient resistance increases is recorded as an end point of the downhill gradient section. 6. A position where the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value in the gradient section and the gradient resistance increases is defined as a point where the gradient value increases in the gradient section, and a position where the gradient resistance decreases. The road gradient estimating method according to claim 2, wherein is recorded as a point where the gradient value decreases in the gradient section. 7. The recording method according to claim 2, wherein the starting point and the ending point of the gradient section or the periphery of the point where the gradient value changes are recorded.
The road gradient estimating method according to claim 3, wherein the starting point, the ending point, or the point at which the gradient value changes of the gradient section is updated based on the information of the starting point, the ending point, or the point at which the gradient value changes. 8. A road gradient estimating method according to claim 2, wherein information on a start point, an end point, or a point at which the gradient value has changed is provided around a start point, an end point of the gradient section, or a point at which the gradient value has changed. If a predetermined number of times are recorded and obtained within a predetermined range and a predetermined frequency or more, the average of the information of the start point, the end point or the point at which the gradient value changes within the predetermined range is obtained by 8. The method for estimating a road gradient according to claim 7, wherein a start point, an end point, or a point where the gradient value of the gradient section changes is updated. 9. When the absolute value of the running acceleration of the vehicle is equal to or less than a predetermined value, of the gradient values estimated in the same gradient section, the gradient value having the smallest absolute value is determined as the gradient value of the gradient section. 3. The method for estimating a road gradient according to claim 2, wherein the road gradient is adopted as a gradient value. 10. A road information detecting means for detecting road information including map data; a gradient section estimating means for estimating a starting point and an ending point of the gradient section from the road information; and an accelerator opening for detecting an accelerator opening of the vehicle. Detecting means, gradient value estimating means for estimating the gradient value of the road from the equation of motion of the vehicle body when the accelerator opening satisfies a predetermined condition, gradient information recording means for recording the estimated gradient value,
A road gradient estimating device having: 11. A traveling state detecting means for detecting a traveling state of a vehicle including an accelerator opening, wherein the gradient information recording means determines a point at which the traveling state changes by changing a start point, an end point, or a gradient value of the gradient section. The road gradient estimating device according to claim 10, wherein the road gradient is recorded as a point where the road gradient has occurred. 12. The slope information recording means sets a position where the accelerator opening increases when entering the uphill gradient section as a start point of the uphill slope section and a position where the accelerator opening decreases when leaving the uphill slope section. Is the end point of the ascending slope section, and
When entering the downhill slope section, the position where the accelerator opening decreases is recorded as the start point of the downhill slope section, and when exiting the downhill slope section, the position where the accelerator opening increases is recorded as the end point of the downhill slope section. The road gradient estimating device according to claim 11, wherein: 13. The gradient information recording means sets a position where the accelerator opening increases in the gradient section as a point where the gradient value increases in the gradient section, and sets a position where the accelerator opening decreases in the gradient section in the gradient section. The road gradient estimating device according to claim 11, wherein the value is recorded as a point where the value decreases. 14. The slope information recording means determines a position where the slope resistance increases when the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value and enters the uphill slope section, as the starting point of the uphill slope section. When exiting the uphill slope section, the position where the slope resistance decreases is the end point of the uphill slope section, and when entering the downhill slope section, the position where the slope resistance decreases is the start point of the downhill slope section, 12. The road gradient estimating device according to claim 11, wherein when exiting from the descending slope section, a position where the slope resistance increases is recorded as an end point of the descending slope section. 15. The gradient information recording means according to claim 1, wherein the absolute value of the rate of change of the accelerator opening is equal to or less than a predetermined value within the gradient section, and a position where the gradient resistance increases is defined as a point where the gradient value increases within the gradient section. 12. The road gradient estimating apparatus according to claim 11, wherein a position where the gradient resistance decreases is recorded as a point where the gradient value decreases in the gradient section. 16. The gradient information recording means according to claim 1, further comprising: a start point, an end point of the gradient section, or a point around the point where the gradient value changes.
The start point, the end point of the gradient section, or the point at which the gradient value has changed is updated based on the recorded information of the start point, the end point, or the point at which the gradient value has changed according to claim 11. Road slope estimating device. 17. The method according to claim 17, wherein the gradient information recording means includes: a starting point, an ending point of the gradient section, or a point where the gradient value is changed;
The information of the starting point, the ending point, or the point at which the gradient value has changed is recorded a predetermined number of times by the road gradient estimating device according to claim 11, and a predetermined frequency is obtained when a predetermined frequency or more is obtained within a predetermined range. 17. The road gradient according to claim 16, wherein the starting point, the ending point, or the point at which the gradient value has changed is updated by each average of the information of the starting point, the ending point, or the point at which the gradient value has changed within a predetermined frequency range. Estimation device. 18. The gradient information recording means according to claim 1, wherein said absolute value of the traveling acceleration of said vehicle is equal to or less than a predetermined value, and said absolute value of said gradient value is selected from gradient values estimated in a gradient section of the same gradient value. 12. The road gradient estimating apparatus according to claim 11, wherein the controller adopts a minimum gradient value as a gradient value of the gradient section.