JP2002130451A - Vehicle driving force control device and vehicle driving force control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance versatility of a navigation processing part, to reduce a communication quantity between the navigation processing part and an automatic transmission control part and a processing quantity of the automatic transmission control part, and to reduce a cost of a vehicle driving force control device. SOLUTION: This vehicle driving force control device is provided with a travel environment recognizing processing means 91 for recognizing a travel environment, a travel environment information transmitting processing means 92 for transmitting travel environment information to the automatic transmission control part 12, a recommending transmission ratio calculating processing means 93 for calculating the recommending transmission ratio on the basis of the travel environment information, an optimal transmission ratio calculating processing means 94 for calculating the optimal transmission ratio on the basis of the recommending transmission ratio, and a shift control processing means 95 for controlling a shift on the basis of the optimal transmission ratio.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle driving force control device and a vehicle driving force control method.

[0002]

2. Description of the Related Art Conventionally, in a vehicle equipped with an automatic transmission, rotation generated by driving an engine is transmitted to a speed change mechanism, and a speed change is performed in the speed change mechanism. Is transmitted to the drive wheels to drive the vehicle.

The automatic transmission includes a stepped transmission and a continuously variable transmission. In the stepped transmission, a gear element for inputting rotation to a planetary gear unit and a gear element for outputting rotation from a planetary gear unit are provided. The gear ratio of the transmission mechanism is changed in a stepwise manner by changing the combination of the gear elements and the like. In the continuously variable transmission, a belt is stretched between a primary pulley and a secondary pulley, and the primary pulley and the secondary By changing the position of the belt in the radial direction of the pulley, that is, the effective diameter, the speed ratio of the speed change mechanism is continuously changed. For this purpose, the primary pulley and the secondary pulley each have a fixed sheave and a movable sheave, and the effective diameter is changed by moving each movable sheave by a driving means such as a hydraulic servo or an electric motor.

By the way, there is provided a vehicle driving force control device which controls driving force of a vehicle based on road information acquired by a navigation device, that is, performs driving force control. The vehicle driving force control device includes a navigation processing unit that controls the navigation device, and an automatic transmission control unit that controls an automatic transmission.
Then, as the driving force control, for example, when the vehicle approaches a corner, when performing corner control for decelerating the vehicle as necessary, the vehicle driving force control device includes a current position of the vehicle (own vehicle), That is, the shape of the road ahead (hereinafter referred to as “road shape”) is recognized based on the current position and the road information, and the vehicle stabilizes the corner based on the current vehicle speed, the distance from the current position to the corner, and the like. The deceleration required for decelerating the vehicle to the running vehicle speed, that is, the required deceleration is calculated, and the recommended gear ratio is calculated based on the calculated required deceleration and the driving force characteristics of the vehicle. The required deceleration is information indicating a degree of excessive speed, which is determined from the current position, the current vehicle speed, and the road shape, and indicates that the speed is higher as the deceleration control is performed.

Subsequently, the vehicle driving force control device calculates an optimum gear ratio based on the calculated recommended gear ratio, vehicle information such as the current position and the current vehicle speed, a result of estimating the driver's intention, and the like. The shift control is performed based on the optimum speed ratio, and the corner control is performed by changing the speed ratio of the speed change mechanism.

[0006]

However, in the conventional vehicle driving force control device, the navigation processing unit and the automatic transmission control unit calculate the required deceleration, the recommended gear ratio, and the optimum gear ratio. Predetermined functions among various functions such as calculation and speed change control are respectively assigned. However, if the functions are not properly assigned, the general usability of the navigation device is reduced, and The communication amount between the processing unit and the automatic transmission control unit becomes enormous, and the processing amount of the automatic transmission control unit increases.

For example, in the navigation processing unit,
Acquires road information and sends the current position and road information to the automatic transmission control unit, which recognizes the road shape, calculates the required deceleration, calculates the recommended gear ratio, and calculates the optimal gear ratio. If the transmission control is performed by performing the above, the versatility of the navigation device is increased, but all the road information is transmitted, and the communication amount between the navigation processing unit and the automatic transmission control unit becomes enormous. As a result, the processing amount of the automatic transmission control unit increases. Therefore, it is necessary to increase the processing capacity of the CPU of the automatic transmission control unit, so that the cost of the vehicle driving force control device increases.

In the navigation processing section, road information is acquired, the road shape is recognized, the required deceleration is calculated,
And calculating the recommended gear ratio, sending the recommended gear ratio to the automatic transmission control unit, and calculating the optimum gear ratio in the automatic transmission control unit to perform the gear shift control. Since only the value of the recommended gear ratio is used, the communication amount between the navigation processing unit and the automatic transmission control unit can be reduced, and the processing amount of the automatic transmission control unit can be reduced. Therefore, the CP of the automatic transmission control unit
Since it is not necessary to increase the processing capacity of U, the cost of the vehicle driving force control device can be reduced. However, in this case, the navigation processing unit calculates the required deceleration and calculates the recommended gear ratio. In particular, the calculation of the recommended gear ratio performs processing dependent on the driving system, driving force characteristics, and the like of each vehicle. Need arises. Therefore, a navigation device must be set for each vehicle, and the versatility of the navigation device is reduced.

The present invention solves the problems of the above-mentioned conventional vehicle driving force control device, can increase the versatility of the navigation device, and can communicate between the navigation processing unit and the automatic transmission control unit. Vehicle drive force control device and vehicle drive system capable of reducing the amount and processing amount of the automatic transmission control unit, eliminating the need to increase the processing capacity of the CPU of the automatic transmission control unit, and reducing the cost. It is an object to provide a force control method.

[0010]

For this purpose, in the vehicle driving force control device of the present invention, at least a navigation processing unit capable of acquiring road information is provided.
Traveling environment recognition processing means for recognizing a traveling environment of a road on which the vehicle travels based on the acquired road information; and an automatic transmission for the vehicle, the traveling environment information of the recognized traveling environment being provided in the navigation processing unit. A traveling environment information transmission processing means for sending to an automatic transmission control unit for controlling the vehicle, and a recommendation provided in the automatic transmission control unit for calculating a recommended gear ratio corresponding to a road shape based on the traveling environment information. Speed change ratio calculation processing means, disposed in the automatic transmission control unit, based on the calculated recommended speed change ratio, to calculate an optimum speed ratio corresponding to the driver's intention, A shift control processing unit disposed in the automatic transmission control unit and configured to perform shift control based on the optimum gear ratio.

In another vehicle driving force control apparatus according to the present invention, the traveling environment information is obtained based on road information, and a required deceleration indicating a degree of deceleration at which the vehicle has to decelerate, and a corner. This is information representing the shape of.

In still another vehicle driving force control device according to the present invention, the automatic transmission control unit further includes a gradient calculating means for calculating a gradient of a road on which the vehicle travels.

The recommended gear ratio calculation processing means calculates the recommended gear ratio based on the road gradient and the shape of the corner.

In still another vehicle driving force control apparatus according to the present invention, the optimum gear ratio calculation processing means detects a driver's intention to decelerate and upshifts, and detects the intention of deceleration and upshifting. The optimum gear ratio is calculated in correspondence with at least one of them.

In the vehicle driving force control method according to the present invention,
A navigation processing unit capable of acquiring at least road information recognizes a traveling environment of a road on which the vehicle travels based on the acquired road information, and is disposed in the navigation processing unit and includes the recognized traveling environment. The traveling environment information is sent to an automatic transmission control unit that controls the automatic transmission of the vehicle, and the automatic transmission control unit calculates a recommended gear ratio corresponding to the road shape based on the traveling environment information, An optimum gear ratio corresponding to the driver's intention is calculated based on the calculated recommended gear ratio, and gear shift control is performed based on the optimum gear ratio.

[0016]

Embodiments of the present invention will be described below in detail with reference to the drawings. In this case, an example in which the present invention is applied to a vehicle equipped with a continuously variable transmission as an automatic transmission will be described.

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

In the figure, reference numeral 91 denotes a traveling environment recognition unit which is provided in the navigation processing unit 17 capable of acquiring at least road information and recognizes the traveling environment of the road on which the vehicle travels based on the acquired road information. Processing means, 92
Is provided in the navigation processing unit 17 and transmits driving environment information of the recognized driving environment to the automatic transmission control unit 12 that controls the automatic transmission of the vehicle. A recommended gear ratio calculation processing means 94 disposed in the automatic transmission controller 12 for calculating a recommended gear ratio corresponding to a road shape based on the traveling environment information;
Is provided in the automatic transmission control section 12, and calculates an optimum gear ratio corresponding to the driver's intention based on the calculated recommended gear ratio. The shift control processing means is provided in the machine control unit 12 and performs shift control based on the optimum gear ratio.

FIG. 2 is a conceptual diagram of a continuously variable transmission according to an embodiment of the present invention.

As shown in the figure, the continuously variable transmission 10 has:
It includes a belt-type transmission mechanism 102, a forward / reverse switching device 103, a torque converter 106 having a built-in lock-up clutch 105, a counter shaft 107, and a differential device 109.

The torque converter 106 includes a pump impeller 111 connected to an output shaft 110 of an engine (not shown) via a front cover 117, and an input shaft 112.
, And a stator 116 supported via a one-way clutch 115. The lock-up clutch 105 is provided between the input shaft 112 and the front cover 117.
Note that reference numeral 120 denotes a damper spring disposed between the lock-up clutch plate 104 and the input shaft 112;
An oil pump 21 is connected to and driven by the pump impeller 111.

The transmission mechanism 102 has a primary pulley 126, a secondary pulley 131, and a metal belt 132 stretched between the primary pulley 126 and the secondary pulley 131. The primary pulley 126 includes a fixed sheave 123 fixed to the primary shaft 122, and a movable sheave 125 supported to be slidable (slidable) in the axial direction with respect to the primary shaft 122.
Reference numeral 1 denotes a fixed sheave 129 fixed to a secondary shaft 127, and a movable sheave 130 supported slidably in the axial direction with respect to the secondary shaft 127.

On the back of the movable sheave 125, a hydraulic servo 1 as a first driving means comprising a double piston is provided.
Reference numeral 33 denotes a hydraulic servo 135 as a second driving means comprising a single piston disposed on the back of the movable sheave 130. In the present embodiment, the first,
Hydraulic servos 133 and 135 are used as second driving means.
An electric motor can be used instead of 5.

The hydraulic servo 133 includes a cylinder member 136 and a reaction force support member 137 fixed to the primary shaft 122, and a cylindrical member 139 and a piston member 140 fixed to the back of the movable sheave 125. A first oil chamber 141 is formed by the member 139, the reaction force support member 137, and the back surface of the movable sheave 125, and a second oil chamber 142 is formed by the cylinder member 136 and the piston member 140.

The first and second oil chambers 141, 1
42 are communicated with each other by the communication holes 137a. Therefore, by using the same hydraulic pressure as the hydraulic servo 135 for the hydraulic servo 133, an axial force approximately twice as large as the axial force generated by the hydraulic servo 135 is generated. .

On the other hand, the hydraulic servo 135 comprises a reaction force support member 143 fixed to the secondary shaft 127 and a cylindrical member 145 fixed to the back of the movable sheave 130.
A single oil chamber 146 is formed by the reaction force support member 143, the cylindrical member 145, and the back surface of the movable sheave 130, and the movable sheave 130 and the reaction force support member 1
A spring 147 for preloading is provided between the spring 143 and the spring 43.

The forward / reverse switching device 103 has a double pinion planetary gear 150, a reverse brake B and a direct clutch C. In the double pinion planetary gear 150, the sun gear S and the input shaft 112
Are connected, the carrier CR that supports the first and second pinions P1 and P2 is connected to the fixed sheave 123, the ring gear R is connected to the reverse brake B, and the carrier CR and the ring gear R are connected directly to each other. The clutch is connected via a clutch C.

A large gear 151 and a small gear 152 are fixed to the counter shaft 107. The large gear 151 meshes with a gear 153 fixed to the secondary shaft 127. 152 meshes with a gear 155 of the differential device 109.
In the differential device 109, the rotation of the differential gear 156 supported by the differential case 166 having the gear 155 is transmitted to left and right axles 160 and 161 via left and right side gears 157 and 159.

On the outer periphery of the fixed sheave 123, a large number of concave and convex portions 123a are formed at regular intervals by gear cutting, and a primary electromagnetic pickup fixed to a case (not shown) facing the concave and convex portions 123a. A pulley rotation speed sensor 162 is provided. On the outer peripheral portion of the fixed sheave 129, a number of uneven portions 129a are formed at regular intervals by gear cutting, and a secondary pulley rotation speed sensor including an electromagnetic pickup fixed to the case facing the uneven portion 129a; That is, the vehicle speed sensor 44 is provided. Therefore, the vehicle speed sensor 44
The primary pulley rotational speed sensor 162 can detect the input pulley rotational speed by the primary pulley rotational speed sensor 162.

Further, the engine rotational speed sensor 165 which is close to the front cover 117 consists of an electromagnetic pickup which is fixed to the case and is disposed, the engine rotational speed N _E representing the engine load by the engine speed sensor 165 Can be detected.

In the continuously variable transmission 10 having the above-described configuration, the rotation generated by driving the engine is controlled by the torque converter 106 and the forward / reverse switching device 103.
Is transmitted to the transmission mechanism 102 via the transmission mechanism 102.
Gear 153, large gear 151
And the differential device 10 via the small gear 152
9 is transmitted. In the forward / reverse switching device 103, when the direct clutch C is engaged with the reverse brake B released, the double pinion planetary gear 150 is directly connected, and the rotation transmitted to the input shaft 112 remains unchanged from the primary pulley 126. And the vehicle is moved forward. Also, reverse brake B
When the direct clutch C is disengaged in a state in which is engaged, the rotation transmitted to the input shaft 112 is transmitted to the primary pulley 126 in a reversed state, and the vehicle is moved backward.

When performing an upshift,
Hydraulic pressure is supplied to the hydraulic servo 133, the effective diameter of the primary pulley 126 is reduced,
31 is increased in effective diameter. As a result, the gear ratio is reduced. Also, when performing a downshift, the hydraulic pressure of the hydraulic servo 133 is drained, the effective diameter of the primary pulley 126 is increased, and the secondary pulley 1
31 is reduced in effective diameter. As a result, the gear ratio is increased.

Next, a control device of the continuously variable transmission 10 will be described.

FIG. 3 is a block diagram of a control device for a continuously variable transmission according to the embodiment of the present invention.

In the figure, reference numeral 12 denotes an automatic transmission control unit for controlling the entirety of the continuously variable transmission 10 (FIG. 2), 13 denotes an engine control unit for controlling the entire engine (not shown),
Reference numeral 14 denotes a navigation device.

Reference numeral 40 denotes a vehicle / driver operation information detecting unit. The vehicle / driver operation information detecting unit 40 detects a steering sensor 24, a turn signal sensor 41, an accelerator sensor 42, a brake sensor 43, and a vehicle speed V. Speed sensor 44, a throttle opening sensor 45 for detecting a throttle opening indicating a driver's request for acceleration, and a shift position sensor for detecting a range selected by the driver operating speed selection means such as a shift lever. 46 is provided. The turn signal sensor 41, accelerator sensor 42, brake sensor 43, throttle opening sensor 45
A driver operation information detecting means for detecting driver operation information of the vehicle by the shift position sensor 46 and the like is configured.

Reference numeral 48 denotes a forward monitoring device for monitoring the front of the vehicle, 49 denotes a display line recognition device for recognizing a display line representing a lane of a road, 50 denotes a peripheral monitoring device for monitoring the periphery of the vehicle, 51 denotes a RAM, 52 is a ROM. In addition, RAM
The recording means is constituted by 51 and the ROM 52. Further, the ranges include a neutral range (N), a forward range (D), a low range (L), and a reverse range (R).
And the parking range (P) can be selected.
The forward monitoring device 48 includes a laser radar, a millimeter-wave radar, an ultrasonic sensor, or the like, or a combination thereof. As information on the surroundings of the own vehicle, the following distance La, the inter-vehicle time, the approach speed Va to the preceding vehicle, An approach speed Vb for an approach point (a crossing point from a non-priority road to a priority road, a railroad crossing, an intersection where a red signal flashes, etc.), an approach speed for an obstacle, and the like are calculated. In addition, the surroundings monitoring device 50 uses a CCD, a C-MOS, and the like in front of the vehicle as the vehicle surrounding information.
And the like, and processes image data of road signs, traffic signals, etc. obtained by photographing,
Judge the position of the white line, the color of the traffic light, etc.

The navigation device 14 includes a current position detecting unit 15 for detecting a current position, and a data recording unit 1 as a recording medium on which various data such as road data are recorded.
6. Navigation processing unit 17, input unit 34, display unit 35, audio input unit 36, audio output unit 3, which performs various arithmetic processing such as navigation processing based on the input information.
7 and a communication unit 38.

Then, the current position detecting section 15
S21, a geomagnetic sensor 22, a distance sensor 23, a steering sensor 24, a beacon sensor 25, a gyro sensor 26, an altimeter not shown, and the like.

The GPS 21 detects a current position on the earth by receiving a radio wave generated by an artificial satellite, and the geomagnetic sensor 22 detects a heading of the vehicle by measuring geomagnetism. ,
The distance sensor 23 detects a distance between predetermined positions on a road and the like. As the distance sensor 23, for example, a sensor that measures the number of revolutions of a wheel and detects a distance based on the number of revolutions, a sensor that measures acceleration, and detects the distance by integrating the acceleration twice, and the like are used. can do.

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

The beacon sensor 25 detects a current position by receiving position information from a beacon arranged along the road. The gyro sensor 26 detects a rotational angular velocity of the vehicle, that is, a turning angle, and a gas rate gyro, a vibration gyro, or the like is used as the gyro sensor 26, for example. Then, by integrating the turning angle detected by the gyro sensor 26, the direction in which the vehicle is facing can be detected.

Note that the GPS 21 and the beacon sensor 25 can independently detect the current position. The current position can also be detected by combining the distance detected by the distance sensor 23 and the azimuth detected by the geomagnetic sensor 22 and the gyro sensor 26. The current position can also be detected by combining the distance detected by the distance sensor 23 and the steering angle detected by the steering sensor 24.

The data recording unit 16 stores a map data file, an intersection data file, a node data file,
A database including a road data file, a photograph data file, and a facility information data file in which facility information such as hotels, gas stations, and sightseeing spots in each region are recorded. And, in each of the data files,
In addition to the data for searching for a route, a guide map is displayed on the screen of the display unit 35 along the searched route, a characteristic photograph at an intersection or a route, a frame diagram, and the like are displayed. Various data for displaying the distance to the intersection, the traveling direction at the next intersection, and displaying other guidance information are recorded. The data recording unit 16 also records various data for outputting predetermined information by the audio output unit 37.

The intersection data file records intersection data relating to each intersection, the node data file records node data relating to node points, and the road data file records road data relating to roads. The node data constitutes at least a position and a shape of a road, and is data indicating an actual road junction (including an intersection, a T-junction, etc.), a node point, and a link connecting each node point. Consists of The node point indicates at least the position of a turning point on the road, and the branch point and the node point are represented by at least latitude, longitude and altitude.

According to the road data, items indicating the structure of the road include width, cant, bank, road surface condition, number of lanes of the road, points where the number of lanes decreases, points where the width decreases, and the like. For items indicating the shape of the road, such as the radius of curvature, intersections, T-shaped intersections, corner entrances, etc., for road attributes, railroad crossings, expressway exit rampways, tollgates on expressways, downhill roads, uphill roads , Road types (national roads, general roads, expressways, etc.), and the like, respectively.

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.

The data recording section 16 and the ROM 3
Reference numeral 3 includes a magnetic core (not shown), a semiconductor memory, and the like. The data recording unit 16 and the ROM 3
3, magnetic tape, magnetic disk, floppy (registered trademark) disk, magnetic drum, CD, MD, DVD,
Various recording media such as an optical disk, an IC card, and an optical card can also be used.

In this embodiment, the ROM 33
Various programs are recorded in the data recording unit 16.
Although various types of data are recorded on the external storage medium, the program and data may be recorded on the same external recording medium. In this case, for example, a flash memory (not shown) is provided in the navigation processing unit 17,
The program and data may be read from the external recording medium and written to a flash memory. Therefore, the program and data can be updated by exchanging an external recording medium. Also,
The control program of the automatic transmission control unit 12 can also be recorded on the external recording medium. As described above, it is possible to activate programs recorded on various recording media and perform various processes based on data.

The communication section 38 is for transmitting and receiving various data to and from an FM transmitting apparatus, a telephone line, and the like. For example, road condition information such as traffic jam, Traffic accident information, GPS2
Various data such as D-GPS information for detecting the first detection error is received.

The input section 34 is for correcting a position at the start of traveling and for inputting a destination. The input section 34 is a keyboard provided separately from a display section 35 as the input section 34. , A mouse, a barcode reader, a light pen, a remote control device for remote operation, and the like. The input unit 34 is provided on the display unit 3.
5, a touch panel for inputting by touching a key or menu displayed in an image on a display (not shown) may be used.

The display unit 35 displays an operation guide,
An operation menu, operation key guidance, a route to a destination, guidance along a traveling route, and the like are displayed. The display unit 3
5 includes a CRT display, a liquid crystal display,
A plasma display, a hologram device that projects a hologram on a windshield, or the like can be used.

The voice input section 36 is constituted by a microphone (not shown) or the like, and can input necessary information by voice. Further, the audio output unit 37
Is provided with a voice synthesizer and a speaker (not shown), and outputs sound information, for example, guide information and speed change information composed of voice synthesized by the voice synthesizer from the speaker to notify the driver. Note that, in addition to the voice synthesized by the voice synthesizer, various sounds and various types of guidance information previously recorded on a tape, a memory, or the like can be output from a speaker.

In the navigation device 14 having the above configuration, the display processing means (not shown) of the CPU 31 performs a display process to open a guide screen on the display of the display unit 35, and displays a current position and a map of the surroundings on the guide screen. indicate. When the driver operates the input unit 34 to set a destination, a route search processing unit (not shown) of the CPU 31 searches for a route from the current position to the destination by performing a route search process. When the route is searched, the display processing means performs a display process to open a guide screen on the display, and displays the current position, a map of the surrounding area and the searched route on the guide screen, and displays the route guide. Start. Therefore, the driver can drive the vehicle according to the route guidance.

The automatic transmission control unit 12 controls the continuously variable transmission 10 by reading vehicle information and operation information from the vehicle / driver operation information detection unit 40 and navigation information from the navigation processing unit 17. . Furthermore, the vehicle surrounding information can be read from the forward monitoring device 48 and the surrounding monitoring device 50 to control the continuously variable transmission 10.

And, as the vehicle information, a vehicle speed sensor
The vehicle speed V detected by 44 and the throttle opening sensor
Throttle opening, engine rotation detected by 45
Engine speed detected by speed sensor 165
N_E, The engine speed N _ECalculated based on
Engine speed change, vehicle speed calculated based on vehicle speed V
Change (acceleration, required deceleration), oil temperature sensor not shown
ATF temperature detected by ABS
Wheel lock / unlock detected by sensor, shown
Vertical jar detected by vibration gyro sensor
Iro, horizontal gyro or roll angle, water temperature sensor not shown
Engine temperature detected by the sensor, flow rate not shown
Intake air volume detected by sensor, acid not shown
Element (O_Two) Utilizes oxygen concentration detected by sensor
can do.

The operation information includes an accelerator sensor 4
2. The accelerator opening detected by step 2, the step-down speed information or the kick down on / off information calculated based on the accelerator opening, the kick down on / off information detected by a kick down switch not shown, the brake switch not shown Brake-on detected by
OFF information, stepping strength or stepping speed V of a brake pedal (not shown) detected by the brake sensor 43
e, stepping strength or stepping speed Ve detected by a brake oil pressure sensor (not shown), steering angle detected by the steering sensor 24, or steering speed calculated based on the steering angle, detected by the turn signal sensor 41 Turn signal off, turn signal right on or turn signal left on, power (sport) mode detected by a mode switch not shown, normal (economy) mode, snow (hold) mode or auto mode, wiper off detected by a wiper switch not shown, Intermittent on, continuous (low) on or continuous (high) on, small light on detected by a light switch (not shown), headlight (low) on, headlight (high) on or auto on, shift position sensor 46 It can be utilized the issued range like.

Then, as the navigation information, the data recording unit 1
6, the intersection data, the node data, the road data, and the like. Also, as navigation information, town information or area information, time (season) detected by the GPS 21, V acquired by the communication unit 38
ICS congestion level, D-GPS information or congestion information by FM multiplexing, map information obtained by a mobile phone (not shown), congestion information, excursion information or weather information, map information obtained by satellite broadcasting, obtained by DSRC not shown ETC information, charge settlement information, map information,
Intersection information or town information, inter-vehicle information detected by SS radio, or the like can be used.

Further, as the own vehicle surrounding information, the following distance La detected by the forward monitoring device 48, the following time,
The preceding vehicle traveling lane or obstacle, the number of surrounding vehicles detected by the surrounding monitoring device 50, the road shape, the position of the white line,
Road shoulder position, road surface condition, road sign, traffic light, traffic light color,
It is also possible to use an obstacle detected by an ultrasonic sensor (not shown), an obstacle detected by a microwave sensor (not shown), an obstacle detected by a camera (not shown), and the like. Further, as the environment information, an outside air temperature detected by an outside temperature sensor (not shown), an amount of solar radiation detected by a not-shown solar radiation sensor, or the like can be used. Further, the color of the traffic light detected by the beacon sensor 25 can be used as the display information.

Next, the operation of the automatic transmission control unit 12 when performing the normal shift control will be described.

FIG. 4 is a shift diagram in the embodiment of the present invention. Incidentally, in the figure, a vehicle speed V on the horizontal axis, Aru the vertical axis represents the engine rotational speed N _E.

First, a diagram of the automatic transmission control unit 12 (FIG. 3)
The normal shift control processing means not shown is
Vehicle speed V, throttle opening and engine speed N_E
Read. Then, the normal speed change control processing means sets R
Refer to the shift diagram shown in FIG. 4 recorded in OM52.
The driving conditions and acceleration requirements in the selected range.
Based on the engine speed N_EThe target value of
Target engine speed N_E ^*Is calculated.

Next, the normal speed change control processing means
Engine speed N_EAnd target engine speed N_E ^*When
And generates a shift output based on the comparison result.
Outputs a constant gear ratio. And the engine speed N_E
Is the target engine speed N_E ^*If it is higher,
The gear ratio is shifted up by the speed ratio, and the engine speed is changed.
Degree N_EAnd target engine speed N_E ^*Is equal to
No gear shift is performed, and the engine speed N_EIs the target engine times
Rolling speed N_E ^*If lower, shift by a given gear ratio
Shift down.

In FIG. 4, a line L1 representing the maximum speed ratio, a line L2 representing the minimum speed ratio, the maximum engine speed N _E when the throttle opening is 100%,
That is, the speed range AR1 surrounded by the line L3 representing the maximum operating speed and the minimum engine speed N _E when the throttle opening is 0%, that is, the line L4 representing the minimum operating speed. Is set. in this case,
Vehicle speed V increases, or the throttle opening degree increases, the shift map is set so that the engine rotational speed N _E is increased.

Therefore, when the throttle opening is 100
In [%], the maximum speed ratio is maintained along the line L1 until the engine generates the maximum torque, and then a rightward curve is drawn along the line L3. the number N _E is gradually increased. Then, as the throttle opening decreases, the upper right curve moves downward.

On the other hand, when the throttle opening becomes 0 [%] from the state where a certain vehicle speed is maintained, the engine speed _NE and the speed ratio ride on the line L2 of the minimum speed ratio. When the vehicle speed is lower than the vehicle speed, the speed ratio increases along the line L4.

By the way, the intersection data, the node data,
2. Description of the Related Art There is provided a vehicle driving force control device that performs driving force control based on road information such as road data. The vehicle driving force control device includes the navigation processing unit 17 and the automatic transmission control unit 12. As the driving force control, for example, when performing corner control, the vehicle driving force control device detects a current position, recognizes a road shape based on the current position and the road information, and outputs a current vehicle speed V, The required deceleration is calculated based on the distance from the current position to the corner and the like, and the recommended gear ratio is calculated based on the calculated required deceleration and the driving force characteristics of the vehicle. The required deceleration is information indicating the degree of excessive speed determined from the current position, the current vehicle speed V, and the road shape.

Subsequently, the vehicle driving force control device calculates an optimum gear ratio based on the calculated recommended gear ratio, vehicle information, a result of estimating the driver's intention, and the like, and based on the optimum gear ratio. Shift control is performed, and corner control is performed by changing the speed ratio of the transmission mechanism.

Next, the operation of the navigation processing unit 17 will be described.

FIG. 5 is a main flowchart showing the operation of the navigation processing unit according to the embodiment of the present invention, FIG. 6 is a diagram showing a subroutine of a driving environment recognition process according to the embodiment of the present invention, and FIG. FIG. 8 is a diagram showing a recommended vehicle speed map in the embodiment, and FIG. 8 is a diagram showing a deceleration line map in the embodiment of the present invention. In FIG. 7, the horizontal axis represents the node radius Ri (i = 1, 2,...), The vertical axis represents the recommended vehicle speed Vri (i = 1, 2,...), And the horizontal axis represents the section distance L in FIG. And the vertical axis represents the vehicle speed V.

First, the navigation processing unit 17 (FIG. 3)
, The navigation basic processing means (not shown) of the CPU 31 performs basic navigation processing, reads the current position detected by the current position detection unit 15, accesses the road data file in the data storage unit 16, and reads from the road data file. , The road data at a position ahead of the current position is sequentially read from the near side. In this case, the road data includes position data of each node, road characteristics associated with a link connecting adjacent nodes, a length of the link, an intersection angle of the link at the node, and the like.

Subsequently, the running environment recognition processing means 91 (FIG. 1) of the CPU 31 performs a running environment recognition process to recognize the running environment of the vehicle. Then, a corner determination unit (not shown) of the traveling environment recognition processing unit 91 performs a corner determination process based on the road data, and determines whether there is a corner that requires corner control, that is, a corner that requires corner control. To determine if it is approaching.

For this purpose, the driving environment recognition processing means 9
A road shape determination processing means (not shown) performs a road shape determination process to determine a road shape. That is, the road shape determination processing means creates a control list based on the current position and road data at a position ahead of the current position, and determines a predetermined range on the road including the current position as control data (for example, , The node radius Ri of the road is calculated for each node within 1 to 2 [km] from the current position.

When the route is determined by setting the destination, the node radius Ri of the node existing on the route is determined by, for example, the road from the current position when the route is not determined. The node radius Ri of the node existing on the road which has just traveled is calculated.

In this case, arithmetic processing is performed based on the absolute coordinates of each node and each absolute coordinate of two nodes adjacent to each node, and the node radius Ri is calculated. The data storage unit 1 is used as road data in advance.
6, the node radius Ri may be stored, for example, in correspondence with each node, and the node radius Ri may be read as needed. Furthermore, the node at the entrance of the corner may be provided with data on the radius of curvature of the entire corner, and the data may be read out as needed.

Next, the CPU 31 determines that the node radius Ri is smaller than a threshold value within the predetermined range, that is, the target node Ndi (i = 1, 2,.
) Is detected, it is determined that the vehicle needs to be decelerated at each target node Ndi, and it is determined that the vehicle is approaching a corner requiring corner control.

Then, the CPU 31 determines the section distance Li (i = 1, 2,...) From the current position to each of the target nodes Ndi.
..) Is calculated based on the length of the link. Then, CP
The recommended vehicle speed calculating means (not shown) in U31 refers to the recommended vehicle speed map shown in FIG.
The recommended vehicle speed Vri corresponding to the node radius Ri of i (i =
1, 2, ...) are read and calculated. In the recommended vehicle speed map, as the node radius Ri decreases, the recommended vehicle speed Vri decreases, and as the node radius Ri increases, the recommended vehicle speed Vri increases.

In this embodiment, when the vehicle approaches a corner requiring corner control, it is necessary to reduce the vehicle speed V to the recommended vehicle speed Vri before reaching the corner from the current position. Is determined.

Subsequently, the CPU 31 refers to the deceleration line map shown in FIG. 8 and determines, for each target node Ndi, the vehicle speed V until the vehicle reaches each target node Ndi.
Deceleration line gi (i = 1,
2,...) Are calculated. Next, the CPU 31 determines the required deceleration βi (i =
1, 2,...) Are calculated. In FIG. 8, V0 is the current vehicle speed V. In the present embodiment, the required deceleration βi can be calculated by referring to the deceleration line map. However, the required deceleration βi can be calculated by a predetermined formula.

Subsequently, the CPU 31 calculates the maximum value βmax of the required decelerations βi of the target nodes Ndi, and calculates the recommended vehicle speed VrX at the target node Ndi at which the required deceleration βi becomes the maximum value βmax. Then, the maximum value βmax and the recommended vehicle speed VrX are recorded in the RAM 32 as traveling environment information. The recommended vehicle speed VrX is information indicating the shape of the front corner, that is, the tightness of the corner, and is preferably reflected in the speed ratio in the speed ratio control of the automatic transmission control unit 12.

The traveling environment information transmission processing means 92 of the CPU 31 performs traveling environment information transmission processing, reads out the maximum value βmax and the recommended vehicle speed VrX from the RAM 32, and transmits the automatic transmission control unit 12 to the automatic transmission control unit 12 by a predetermined communication means.
Send to In the present embodiment, the maximum value βmax and the recommended vehicle speed VrX are sent to the automatic transmission control unit 12 as the traveling environment information, but the required deceleration βi exceeds a predetermined value instead of the maximum value βmax. Then, a deceleration flag indicating that deceleration is necessary can be turned on, and the deceleration flag can be sent to the automatic transmission control unit 12. Further, in the present embodiment, the recommended vehicle speed VrX is used as the information indicating the tightness of the front corner by the automatic transmission control unit 12.
Although it is supposed to be sent, instead of the recommended vehicle speed VrX,
As similar information indicating the tightness of a corner, the sum of the turning angles Θ, which are angles formed by adjacent links per a predetermined distance, コ ー, and corner level information indicating a degree of turning the corner recorded in a road data file in advance. Can be sent to the automatic transmission control unit 12.

If there is no corner requiring corner control in the corner determination processing, the CPU 31 turns on a deceleration unnecessary flag indicating that deceleration is unnecessary.
The deceleration unnecessary flag is sent to the automatic transmission control unit 12.

Next, the flowchart of FIG. 5 will be described. Step S1 Perform basic navigation processing. Step S2: A running environment recognition process is performed. Step S3: A running environment information transmission process is performed, and the process ends.

Next, the flowchart of FIG. 6 will be described. Step S2-1: The node radius Ri is calculated. Step S2-2: Calculate the recommended vehicle speed Vri. Step S2-3: Calculate the required deceleration βi and return.

In this way, the navigation processing unit 1
7, when the maximum value βmax and the recommended vehicle speed VrX are sent to the automatic transmission control unit 12, the unillustrated cooperative shift control processing means of the automatic transmission control unit 12 starts the cooperative shift control processing.

Next, the cooperative shift control process will be described.

FIG. 9 is a main flowchart showing the operation of the automatic transmission control unit according to the embodiment of the present invention.
FIG. 11 is a diagram illustrating a subroutine of a recommended gear ratio calculation process according to the embodiment of the present invention. FIG. 11 is a diagram illustrating a subroutine of an optimum gear ratio calculation process according to the embodiment of the present invention.
2 is a diagram showing a subroutine of a normal traveling mode process in the embodiment of the present invention; FIG. 13 is a diagram showing a subroutine of a corner entry mode process in the embodiment of the present invention;
FIG. 14 is a diagram showing a subroutine of a shift-down control process in the embodiment of the present invention, FIG. 15 is a diagram showing a subroutine of a shift-up prohibition control process in the embodiment of the present invention, and FIG. 16 is an embodiment of the present invention. FIG. 17 is a diagram showing a subroutine of a corner escape mode process in FIG. 17, FIG. 17 is a diagram showing a recommended speed ratio map in the embodiment of the present invention, and FIG. 18 is a diagram for explaining an operation of a recommended speed ratio determining process in the embodiment of the present invention. FIG. 19 is a diagram for explaining the operation of the optimum gear ratio determination process in the embodiment of the present invention. In FIG. 17, the horizontal axis indicates the vehicle speed V, the vertical axis indicates the deceleration, and in FIGS. 18 and 19, the horizontal axis indicates the distance, and the vertical axis indicates the vehicle speed V and the gear ratio.

First, the target rotation speed calculation processing means of the cooperative shift control processing means performs a target rotation speed calculation process,
Selected range, reads the vehicle speed V, the throttle opening and the engine rotational speed N _E, ROM 52 with reference to the shift diagram shown in Figure 4, which is recorded in (FIG. 3), driving conditions of the vehicle in the selected range And a target engine speed _NE ^* based on the acceleration request.

The deceleration is different between a case where the vehicle is decelerated on a flat (straight) road and a case where the vehicle is decelerated on an uphill road or a downhill road even if the vehicle travels the same distance.
For example, when the driver attempts to decelerate the vehicle on an uphill road, the resistance increases, so that the vehicle is sufficiently decelerated without downshifting. Also, on a downhill road, when the driver tries to decelerate the vehicle, the resistance is reduced, so the shift downshift is actively performed,
You need to slow down.

Therefore, the road gradient is estimated, and the maximum value βmax is corrected based on the estimated road gradient. For this purpose, the road gradient estimation processing means and the gradient calculation means of the cooperative shift control processing means perform a road gradient estimation process and calculate a road gradient based on the throttle opening, the vehicle speed V, the actual acceleration α of the vehicle, and the like. ,presume.

The road gradient is estimated as follows. First, the vehicle driving force is calculated by the following equation.

Vehicle driving force = input torque × pulley ratio × differ / counter reduction ratio × transmission efficiency ÷ (tire radius) Here, transmission inertia includes primary pulley 126 (FIG. 2), belt 132, secondary pulley 131, It is obtained by adding each inertia of the counter shaft 107, the differential device 109, and the tire system.

Next, the running resistance is calculated by the following equation.

Running resistance = rolling resistance coefficient × vehicle weight × gravity acceleration + air resistance coefficient × projected front area × air density ×
(Vehicle speed V) ² ÷ 2 Subsequently, the reference acceleration is calculated by the following equation.

Reference acceleration = ((vehicle driving force) − (running resistance)) ÷ ((vehicle weight) + (transmission inertia) ÷ (tire radius) ² ) Further, actual acceleration calculated from the reference acceleration and vehicle speed V The road gradient is estimated based on the difference between the road gradient and the road gradient.

The recommended gear ratio calculation processing means 93 (FIG. 1) of the cooperative gear shift control processing means performs a recommended gear ratio calculation process and calculates a recommended gear ratio corresponding to the road shape. Therefore, the recommended gear ratio calculation processing means 93
First, the maximum value βmax is corrected based on the road gradient. Here, the road gradient is θ [%] (for an uphill road,
A negative value is used, and a positive value is used for a downhill road. ) And the correction function according to the road gradient θ is fg (θ), the required deceleration Gr after the correction is Gr = βmax + fg (θ). Note that the correction function fg (θ) is approximated by fg (θ) = θ / 100.

In this case, since the maximum value βmax is corrected in accordance with the road gradient θ, an appropriate required deceleration Gr can be obtained. Therefore, appropriate corner control can be performed.

Subsequently, the recommended gear ratio calculation processing means 93
Refers to the recommended gear ratio map shown in FIG.
0, a gear ratio I for obtaining the required deceleration Gr
Calculate p as the recommended gear ratio Ipx. Note that the recommended gear ratio map is for when the accelerator is released without the accelerator pedal being depressed, and h1 to h4 are the gear ratios Ip
Are the lines showing the relationship between the vehicle speed V and the deceleration at 1.8, 1.2, 0.8 and 0.5, respectively.

Next, the recommended gear ratio calculation processing means 93
Reflects the upper limit gear ratio IpU corresponding to the tightness of the corner and the road gradient θ to the recommended gear ratio Ipx, and makes the recommended gear ratio Ip corresponding to the tightness of the corner and the road gradient θ.
Calculate L. In the present embodiment, the recommended vehicle speed VrX is sent from the CPU 31 as information indicating the tightness of the corner. Therefore, the recommended gear ratio calculation processing means 93
An upper limit gear ratio IpU is calculated according to the recommended vehicle speed VrX and the road gradient θ, and a smaller one of the recommended gear ratio Ipx and the upper gear ratio IpU is calculated as a recommended gear ratio IpL reflecting the upper gear ratio IpU. I do.

In this case, the lower the recommended vehicle speed VrX, the steeper the corner and the greater the road gradient θ, the larger the upper limit gear ratio IpU, and the continuously variable transmission 10 is driven on the underdrive side. In addition, the higher the recommended vehicle speed VrX, the steeper the corners, and the lower the road gradient θ, the smaller the upper limit gear ratio IpU becomes.
Are driven on the overdrive side. In addition, when the sum Θ of the turning angles 距離 per a predetermined distance is used as the information representing the tightness of the corner, the upper limit gear ratio IpU becomes larger as the sum ΣΘ becomes larger, the corner becomes tighter, and the road gradient θ becomes larger. The size is increased, and the continuously variable transmission 10 is driven on the underdrive side. Also, the smaller the sum ΣΘ, the steeper the corner, and the smaller the road gradient θ, the smaller the upper limit gear ratio IpU is, and the continuously variable transmission 10 is driven on the overdrive side.

When an attempt is made to enter a corner at a vehicle speed V considerably higher than the recommended vehicle speed VrX, a large recommended gear ratio Ip
If the gear is shifted at x, excessive engine braking occurs. However, in the present embodiment, since the recommended speed ratio IpL reflecting the upper limit speed ratio IpU is calculated, it is possible to prevent an excessive engine braking force from being generated.

When the recommended gear ratio calculation process is performed as described above, the gear characteristics as shown in FIG. 18 can be obtained. In FIG. 18, the line L1 indicates the vehicle speed V, the line L2 indicates the required deceleration Gr, the lines L3 and L4 indicate the recommended speed ratio Ipx, the lines L5 and L6 indicate the upper limit speed ratio IpU,
Lines L3 and L6 represent the recommended speed ratio IpL.

If the deceleration unnecessary flag is sent from the CPU 31, the recommended gear ratio calculation processing means 93
The recommended speed ratio IpL is set to the speed ratio during overdrive traveling, that is, the minimum speed ratio Ipmin.

Subsequently, the optimum gear ratio calculation processing means 94 of the cooperative gear shift control processing means performs the optimum gear ratio calculation processing. For this purpose, the optimal gear ratio calculation processing means 94 performs an initialization process when the ignition is turned on / off, sets the traveling environment mode to the normal traveling mode, and sets the recommended gear ratio IpL calculated in the recommended gear ratio calculation process. Based on this, the optimum gear ratio IpB is calculated and set while switching the driving environment mode between the normal driving mode, the corner entry mode, and the corner exit mode.

That is, the optimum gear ratio calculation processing means 9
4 determines whether the traveling environment mode is a normal traveling mode, a corner entry mode, or a corner exit mode. If the traveling environment mode is the normal traveling mode, the optimal gear ratio calculation processing means 94 The normal traveling mode processing means performs the normal traveling mode processing, and when the traveling environment mode is the corner entry mode, the corner entry mode processing means of the optimum gear ratio calculation processing means 94 performs the corner entry mode processing, When the mode is the corner escape mode, the corner escape mode processing means of the optimum gear ratio calculation processing means 94 performs the corner escape mode processing.

When the driving environment mode is the normal driving mode, the normal driving mode processing means sets the optimum gear ratio I
pB is initialized to the minimum speed ratio Ipmin. next,
The normal traveling mode processing means compares an optimal speed ratio IpB (minimum speed ratio Ipmin) with the recommended speed ratio IpL, and when IpB <IpL, the recommended speed ratio IpL is set to the underdrive side. Therefore, the driving environment mode is shifted to the corner approach mode.

In the corner entry mode, when the driver intends to decelerate the corner, the corner entry mode processing means performs downshifting within a range not exceeding the recommended speed ratio IpL, and the driver depresses the accelerator pedal. In this case, it is prohibited that the upshift is performed within a range not exceeding the recommended speed ratio IpL.

For this purpose, the downshift control processing means of the corner entry mode processing means performs downshift control processing. Then, the shift-down control processing means determines whether or not the accelerator-off operation has been performed, that is, whether or not the driver intends to decelerate the corner, based on the accelerator opening detected by the accelerator sensor 42. If the driver intends to decelerate, the optimum speed ratio IpB is swept up from the minimum speed ratio Ipmin and gradually increased. Subsequently, the downshift control processing means includes an optimum gear ratio IpB and a recommended gear ratio IpL.
And if IpB> IpL, the recommended gear ratio I
Let pL be the optimal speed ratio IpB.

As described above, when the driver intends to decelerate the corner, the optimum gear ratio IpB is gradually increased from the minimum gear ratio Ipmin to the recommended gear ratio IpL, and the optimum gear ratio IpB is shifted from the overdrive side to the underdrive side. Can be changed.

If the accelerator-off operation is not performed and the accelerator-on operation is performed, the driver does not intend to decelerate the corner, and the shift-down control processing means ends the shift-down control process. The sweep up is performed at a predetermined cycle (for example, 16 [ms]).
Done in

The shift-up prohibition control processing means of the corner entry mode processing means performs a shift-up prohibition control process to prohibit a shift-up shift from being performed.
The optimal gear ratio IpB is not reduced. For this purpose, the shift-up prohibition control processing means compares the current speed ratio IpN with the recommended speed ratio IpL. If IpN ≦ IpL, the following formulas are used to calculate the optimum speed ratio IpB and the current speed ratio IpN. Is set as the optimal speed ratio IpB.

IpB = max (IpB, IpN) That is, the recommended speed ratio IpL which is equal to or higher than the current speed ratio IpN.
Is calculated, the larger one of the optimum speed ratio IpB and the current speed ratio IpN is set as the optimum speed ratio IpB.

When the recommended gear ratio IpL smaller than the current gear ratio IpN is calculated, the optimum gear ratio IpB is compared with the recommended gear ratio IpL. If IpB <IpL, the recommended gear ratio IpL is changed to the optimal gear ratio IpL. The ratio is set to IpB. As described above, in the shift-up prohibition control processing, the optimum speed ratio IpB is increased in a range not exceeding the recommended speed ratio IpL and the current speed ratio IpN, and the shift-up speed is prohibited. In this way, the upshift prohibition control processing is performed. Therefore, in the corner approach mode, when the accelerator pedal is depressed and released, no upshifting (offup shifting) is performed, so that the driver is prevented from feeling idle. be able to.

Subsequently, the corner entry mode processing means compares the optimal speed ratio IpB with the recommended speed ratio IpL, and if IpB> IpL, shifts the traveling environment mode to the corner exit mode.

Next, in the corner escape mode, when the driver intends to shift up the corner, the corner escape mode processing means determines that the optimum gear ratio IpB is within the gear speed range where the driver does not feel uncomfortable. The gear ratio is reduced smoothly and in a range that does not fall below the recommended speed ratio IpL, and an upshift is performed.

To this end, the shift-up control processing means of the corner escape mode processing means performs a shift-up control processing. Then, the shift-up control processing means determines whether or not the speed-up state is continued based on the vehicle speed V detected by the vehicle speed sensor 44. If the speed-up state is continued, the driver operates the corner. Judge that there is a shift up intention. Further, based on the accelerator opening detected by the accelerator sensor 42, it is determined whether or not the accelerator pedal has been returned, and if the accelerator pedal has been returned, it is determined that the driver intends to shift up the corner. You can also.

By the way, when the driver raises the accelerator pedal,
Stepping down, calculated by the normal shift control processing means
Normal target engine speed N_E ^*Is the optimal gear ratio IpB
Target engine speed calculated according to
Optimal target engine speed N _E ^*If it is higher than B,
Reduce the optimal gear ratio IpB and change to the overdrive side.
The shift operation is not performed even if the
Don't let Therefore, also in this case, the recommended gear ratio Ip
The optimum gear ratio IpB is reduced as long as it does not become smaller than L.
can do.

Then, when the recommended speed ratio IpL becomes larger than the optimum speed ratio IpB during the corner exit mode and goes to the underdrive side, the corner exit mode processing means shifts the traveling environment mode to the corner entry mode. Further, during the corner escape mode, the optimal speed ratio IpB becomes sufficiently small,
On the overdrive side, the corner escape mode processing means determines that the upshift has ended, and shifts the traveling environment mode to the normal traveling mode.

When the optimum gear ratio calculation processing is performed in this way, the gear characteristics as shown in FIG. 19 can be obtained. In FIG. 19, the line L1 indicates the vehicle speed V, the lines L3 and L6 indicate the recommended speed ratio IpL, and the lines L7 and L7
8 represents the accelerator opening, and lines L9 and L10 represent the optimal speed ratio IpB.

The driving environment in which the vehicle normally travels,
A traveling environment in which the vehicle enters the corner, a traveling environment in which the vehicle exits the corner, and the like can be considered. However, if a process that does not conform to each traveling environment is performed, the processing speed is reduced. However, in the present embodiment, it is determined whether the traveling environment mode is any one of the normal traveling mode, the corner entry mode, and the corner exit mode, and processing corresponding to each traveling environment is performed. Is not performed, so that the processing speed can be increased.

Further, if the upshift is performed when the driver starts to release the accelerator pedal after depressing the accelerator pedal, proper corner control cannot be performed. However, in this embodiment, , Since upshifting is prohibited in the corner approach mode,
Appropriate corner control can be performed.

When the optimum gear ratio calculation processing is performed in this way, the gear change control processing means 9 of the automatic transmission control unit 12
5 performs a shift control process. Then, the shift control processing means 95 compares the target engine rotational speed N _E ^* calculated by the normal shift control processing means with the optimum gear ratio IpB.
Target engine speed N _E ^* B calculated according to
, And the larger value is used as the final target engine speed, that is, the final target engine speed N
_E ^* E, and the final target engine speed N _E
^* Shift control is performed based on E. Incidentally, the optimum target engine rotational speed N _E ^* B, when the secondary pulley rotational speed and Ns, represented by ^{_{N E * B = IpB · Ns}} .

In addition to corner control, uphill control, downhill control,
Vehicle driving force control by other driving environment such as inter-vehicle distance control
If so, their respective target engine speeds
Degree N _E ^*And the optimal target engine speed N_E ^*B's
The larger of these values is used as the final target engine speed.
You.

When corner control is not performed,
The optimal gear ratio IpB is set on the overdrive side,
As described, the target engine speed N_E ^*And optimal eyes
Target engine speed N_E ^*The larger of B
Final target engine speed N _E ^*If E, normal shift
The control processing means performs normal shift control.

In the present embodiment, the navigation processing unit 17 acquires road information, recognizes the road shape, and sets the maximum required deceleration βmax and the recommended vehicle speed VrX.
The maximum value βmax of the required deceleration and the recommended vehicle speed VrX are sent to the automatic transmission control unit 12, and the automatic transmission control unit 12 calculates the recommended speed ratio IpL and calculates the optimum speed ratio IpB. Since the speed change control is performed, the versatility of the navigation device 14 can be enhanced.

Further, since the communication amount between the navigation processing unit 17 and the automatic transmission control unit 12 can be reduced, the processing amount of the automatic transmission control unit 12 can be reduced. Therefore, the CP of the automatic transmission control unit 12
Since there is no need to increase the processing capacity of U, the cost of the vehicle driving force control device can be reduced.

Next, the flowchart of FIG. 9 will be described. Step S11 A target rotation speed calculation process is performed. Step S12: A road gradient estimation process is performed. Step S13 A recommended gear ratio calculation process is performed. Step S14 The optimum gear ratio calculation processing is performed. Step S15: The shift control process is performed, and the process ends.

Next, the flowchart of FIG. 10 will be described. Step S13-1: Correct the maximum value βmax of the required deceleration. Step S13-2: A recommended gear ratio Ipx for obtaining the required deceleration Gr is calculated. Step S13-3: The recommended speed ratio Ipx is changed to the upper limit speed ratio I
Reflect pU and return.

Next, the flowchart of FIG. 11 will be described. Step S14-1: It is determined whether the traveling environment mode is the normal traveling mode, the corner entry mode, or the corner exit mode. If the traveling environment mode is the normal traveling mode, the process proceeds to step S14-2. If the traveling environment mode is the corner entry mode, the process proceeds to step S1.
If the traveling environment mode is the corner escape mode in 4-3, the process proceeds to step S14-4. Step S14-2: Perform normal traveling mode processing and return. Step S14-3: Perform corner entry mode processing and return. Step S14-4: Perform corner escape mode processing and return.

Next, the flowchart of FIG. 12 will be described. Step S14-2-1: The optimum speed ratio IpB is initialized to the minimum speed ratio Ipmin. Step S14-2-2: It is determined whether or not the optimum speed ratio IpB is smaller than the recommended speed ratio IpL. Optimal gear ratio I
If pB is smaller than the recommended speed ratio IpL, step S1
Proceeding to 4-2-3, the optimum speed ratio IpB is changed to the recommended speed ratio Ip.
If it is not less than L, return. Step S14-2-3: Move the traveling environment mode to the corner entry mode and return.

Next, the flowchart of FIG. 13 will be described. Step S14-3-1 Shift down control processing is performed. Step S14-3-2: Perform upshift prohibition control processing. Step S14-3-3: It is determined whether or not the optimum speed ratio IpB is larger than the recommended speed ratio IpL. Optimal gear ratio I
If pB is larger than the recommended speed ratio IpL, step S1
Proceeding to 4-3-4, the optimum gear ratio IpB is changed to the recommended gear ratio Ip.
If it is less than L, return. Step S14-3-4: Move the traveling environment mode to the corner escape mode and return.

Next, the flowchart of FIG. 14 will be described. Step S14-3-1-1: It is determined whether or not the accelerator-off operation has been performed. If the accelerator-off operation has been performed, the process proceeds to step S14-3-1-2; otherwise, the process returns. Step S14-3-1-2: The optimum gear ratio IpB is swept up. Step S14-3-1-3 It is determined whether or not the optimum speed ratio IpB is larger than the recommended speed ratio IpL. When the optimum speed ratio IpB is larger than the recommended speed ratio IpL, the process returns to step S14-3-1-4. When the optimum speed ratio IpB is equal to or less than the recommended speed ratio IpL, the process returns. Step S14-3-1-4 Set the recommended speed ratio IpL to the optimum speed ratio IpB and return.

Next, the flowchart of FIG. 15 will be described. Step S14-3-2-1: It is determined whether or not the current speed ratio IpN is equal to or less than the recommended speed ratio IpL. If the current speed ratio IpN is equal to or smaller than the recommended speed ratio IpL, the process proceeds to step S14-3-2-2. If the current speed ratio IpN is larger than the recommended speed ratio IpL, the process proceeds to step S14-3-2-2.
Go to -3. Step S14-3-2-2 The larger value max (Ip of the optimum speed ratio IpB and the current speed ratio IpN)
B, IpN) to the optimum speed ratio IpB. Step S14-3-2-3: It is determined whether or not the optimum speed ratio IpB is smaller than the recommended speed ratio IpL. When the optimum speed ratio IpB is smaller than the recommended speed ratio IpL, the process returns to step S14-3-2-4. When the optimum speed ratio IpB is equal to or more than the recommended speed ratio IpL, the process returns. Step S14-3-2-4 Set the recommended speed ratio IpL to the optimum speed ratio IpB, and return.

Next, the flowchart of FIG. 16 will be described. Step S14-4-1 Shift up control processing is performed. Step S14-4-2: It is determined whether or not the optimum speed ratio IpB is smaller than the recommended speed ratio IpL. Optimal gear ratio I
If pB is smaller than the recommended speed ratio IpL, step S1
If the optimum speed ratio IpB is equal to or higher than the recommended speed ratio IpL in 4-4-3, the process proceeds to step S14-4-4. Step S14-4-3: Move the traveling environment mode to the corner entry mode and return. Step S14-4-4: It is determined whether or not the upshift has been completed. If the upshift has been completed, the process proceeds to step S14-4-5, and if not completed, the process returns. Step S14-4-5: Move the traveling environment mode to the normal traveling mode and return.

The continuously variable transmission includes a belt type continuously variable transmission, a continuously variable transmission that self-converges to a state where the output becomes zero (0), a toroidal continuously variable transmission, a hydrostatic continuously variable transmission. Machine etc. are included. Further, the vehicle driving force control device of the present invention is not limited to a continuously variable transmission, but a stepped automatic transmission equipped with a torque converter and a planetary gear, and a stepped automatic transmission obtained by automating a mechanical transmission. The concept also includes electric vehicles and hybrid vehicles. And
When using a stepped automatic transmission, the gear ratio can be replaced with a gear. In the case of an electric vehicle and a hybrid vehicle, a motor regeneration amount control means can be used instead of the shift control processing means. In this case, the regenerative control amount of the motor is determined based on the traveling environment information from the navigation device. Further, the gear ratio of the hybrid vehicle having the continuously variable transmission is similarly controlled.

[0136]

As described above in detail, according to the present invention, in the vehicle driving force control device, at least the navigation processing unit capable of acquiring road information is provided. Environment recognition processing means for recognizing a traveling environment of a road on which a vehicle travels based on the information on the traveling environment, and an automatic environment for controlling an automatic transmission of the vehicle based on the traveling environment information of the recognized traveling environment. Traveling environment information transmission processing means to be transmitted to a transmission control unit; and recommended transmission ratio calculation processing means disposed in the automatic transmission control unit and calculating a recommended transmission ratio corresponding to a road shape based on the traveling environment information. An optimum transmission ratio calculation processing means disposed in the automatic transmission control unit and calculating an optimum transmission ratio corresponding to a driver's intention based on the calculated recommended transmission ratio; and Disposed in control unit, and a shift control process means for performing shift control on the basis of the optimal gear ratio.

In this case, at least a navigation processing unit capable of acquiring road information recognizes a traveling environment based on the acquired road information, and transmits the traveling environment information of the recognized traveling environment to an automatic transmission of the vehicle. To the automatic transmission control unit, which performs the control of
Based on the traveling environment information, a recommended gear ratio corresponding to the road shape is calculated, and based on the calculated recommended gear ratio, an optimal gear ratio corresponding to the driver's intention is calculated, based on the optimal gear ratio. Gear shift control.

Therefore, the versatility of the navigation device can be enhanced.

Further, since the communication amount between the navigation processing unit and the automatic transmission control unit can be reduced,
The processing amount of the automatic transmission control unit can be reduced.
Therefore, it is not necessary to increase the processing capacity of the CPU of the automatic transmission control unit, so that the cost of the vehicle driving force control device can be reduced.

[Brief description of the drawings]

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

FIG. 2 is a conceptual diagram of a continuously variable transmission according to the embodiment of the present invention.

FIG. 3 is a block diagram of a control device for a continuously variable transmission according to the embodiment of the present invention.

FIG. 4 is a shift diagram in the embodiment of the present invention.

FIG. 5 is a main flowchart showing a navigation processing unit according to the embodiment of the present invention.

FIG. 6 is a diagram showing a subroutine of a driving environment recognition process according to the embodiment of the present invention.

FIG. 7 is a diagram showing a recommended vehicle speed map according to the embodiment of the present invention.

FIG. 8 is a diagram showing a deceleration line map according to the embodiment of the present invention.

FIG. 9 is a main flowchart showing an operation of the automatic transmission control unit in the embodiment of the present invention.

FIG. 10 is a diagram showing a subroutine of a recommended gear ratio calculation process in the embodiment of the present invention.

FIG. 11 is a diagram showing a subroutine of an optimum gear ratio calculation process in the embodiment of the present invention.

FIG. 12 is a diagram showing a subroutine of a normal traveling mode process in the embodiment of the present invention.

FIG. 13 is a diagram showing a subroutine of a corner entry mode process in the embodiment of the present invention.

FIG. 14 is a diagram showing a subroutine of a downshift control process in the embodiment of the present invention.

FIG. 15 is a diagram showing a subroutine of shift-up prohibition control processing in the embodiment of the present invention.

FIG. 16 is a diagram showing a subroutine of a corner escape mode process in the embodiment of the present invention.

FIG. 17 is a diagram showing a recommended gear ratio map in the embodiment of the present invention.

FIG. 18 is a diagram illustrating an operation of a recommended gear ratio determination process in the embodiment of the present invention.

FIG. 19 is a diagram illustrating an operation of an optimum gear ratio determination process in the embodiment of the present invention.

[Explanation of symbols]

 12 Automatic Transmission Control Unit 17 Navigation Processing Unit 91 Driving Environment Recognition Processing Unit 92 Driving Environment Information Transmission Processing Unit 93 Recommended Transmission Ratio Calculation Processing Unit 94 Optimal Transmission Ratio Calculation Processing Unit 95 Transmission Control Processing Unit

Continued on front page F term (reference) 3J552 MA07 NA01 NB01 PA54 SB01 TA01 TA10 UA00 UA05 UA07 VB01Z VC01Z VD16W VE01W VE03W VE04W VE08W

Claims (5)

[Claims] 1. A traveling environment recognition processing means provided in a navigation processing unit capable of acquiring at least road information and recognizing a traveling environment of a road on which a vehicle travels based on the acquired road information; A traveling environment information transmission processing means disposed in the navigation processing unit for transmitting traveling environment information of the recognized traveling environment to an automatic transmission control unit for controlling an automatic transmission of the vehicle; A recommended gear ratio calculation processing means for calculating a recommended gear ratio corresponding to a road shape based on the traveling environment information; and a recommended gear ratio provided in the automatic transmission control unit based on the calculated recommended gear ratio. An optimal gear ratio calculation processing means for calculating an optimal gear ratio corresponding to the driver's intention; and a gear shift control processing means provided in the automatic transmission control unit for performing gear shift control based on the optimal gear ratio. A vehicle driving force control device comprising: 2. The driving environment information according to claim 1, wherein the driving environment information is obtained based on road information, and is information indicating a required deceleration indicating a degree of deceleration at which the vehicle has to decelerate and a shape of a corner. Vehicle driving force control device. 3. The automatic transmission control unit includes a gradient calculating unit that calculates a gradient of a road on which the vehicle travels, and the recommended gear ratio calculation processing unit includes a recommended shift ratio based on a road gradient and a shape of a corner. The vehicle driving force control device according to claim 1, wherein the ratio is calculated. 4. The optimum gear ratio calculation processing means detects a driver's intention to decelerate and shift up, and calculates an optimal gear ratio corresponding to at least one of the intention to decelerate and shift up. The vehicle driving force control device according to claim 1. 5. A navigation processing unit capable of acquiring at least road information, recognizing a traveling environment of a road on which a vehicle travels based on the acquired road information,
The traveling environment information of the recognized traveling environment is provided to the automatic transmission control unit that controls the automatic transmission of the vehicle, and is provided in the navigation processing unit, and the automatic transmission control unit transmits the traveling environment information to the traveling environment information. A recommended gear ratio corresponding to the road shape is calculated based on the calculated recommended gear ratio, an optimal gear ratio corresponding to the driver's intention is calculated based on the calculated recommended gear ratio, and gear shift control is performed based on the optimal gear ratio. A vehicle driving force control method comprising: