JP2005147309A - Operator inclination determining device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operator inclination determining device capable of accurately determining inclination of an operator. <P>SOLUTION: In the operator inclination determining device 110 determining inclination of an operator, the inclination of an operator is determined at the basis of current operating conditions or current running conditions, and road conditions scheduled to run just after the current operation. As the inclination of the operator is determined based on the road conditions (for example, a winding road or not) scheduled to run just after the current running as well as the current operating conditions or the current running conditions, more accurate determination can be possible. When the inclination of the operator is determined to be the first inclination at the basis of the current operating conditions or the current running conditions, if inclination of the operator is determined to be the second inclination, the inclination of the operator is determined at the basis of the current operating conditions or the current running conditions, and road conditions scheduled to run just after current operation. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a driver orientation determination device, and more particularly to a driver orientation determination device capable of more accurately determining a driver's orientation.

  Japanese Patent Laid-Open No. 7-156815 (Patent Document 1) discloses a vehicle driving state (accelerator opening degree, vehicle speed, steering wheel) in order to obtain a suitable shift feeling according to changes in road traffic conditions and the driving state of the driver. And a road traffic situation estimated from a vehicle speed and a steering wheel angle is processed by a neural network to determine the driving state (squealness) of the driver.

  Japanese Patent Laid-Open No. 10-169765 (Patent Document 2) discloses a driving orientation determination device capable of improving the accuracy of driving orientation when determining driving orientation based on the running state of a vehicle. The following apparatus is disclosed. That is, in a driving orientation determination device that detects a traveling state of a vehicle and determines a driving orientation of the vehicle based on the detected traveling state, road condition detection means that detects a road condition on which the vehicle travels is detected. Determination method changing means for changing the driving-oriented determination method based on the road condition.

JP 7-186815 A JP-A-10-169765

  In the technique of Patent Document 1 described above, the driving state of the driver is determined in consideration of the road traffic situation, but estimation based on fuzzy theory for determining the road traffic situation is determined based on information from the past to the present. In addition, the neural network that calculates the driving state (squealness) of the driver makes a determination based on current information, and therefore cannot estimate the future.

  In other words, even if you are traveling on a mountain road, if you have a long straight line, stop at a signal, or get stuck in a slow car ahead of time, the degree of the acne that is the output value of the neural network will decrease, Returning to normal shift control. In either case, the situation changes immediately, and there are cases where sports driving is possible. Nevertheless, the technique of Patent Document 1 cannot cope with this. In other words, the shift control for the sports travel is not performed immediately according to the change in the situation, but the shift control for the sports travel is performed after the vehicle has traveled a little and has been determined to be sport travel oriented. That is, the driver's intention and the determination result are different, and the vehicle may not be able to travel according to the driver's intention.

  The technology of Patent Document 2 described above is a driving state that inevitably occurs based on a change in road conditions in order to prevent erroneous determinations associated with determination of the driver's driving direction regardless of the road conditions on which the vehicle is traveling. This is a technology that suppresses the influence of changes in driving direction determination. In relation to this, even if the driver's orientation is sports travel orientation and the driver orientation determination (primary determination) is determined to be sport travel orientation, the vehicle is actually traveling now If the road is not a winding road, the determination result is not a sport running (secondary determination is not established). Therefore, in a road other than a road where the currently running road is determined to be a winding road, the sports running mode is not set regardless of the driving orientation of the driver. In the technique of Patent Document 2, the driver's orientation may be different from the determined orientation.

  The objective of this invention is providing the driver | operator orientation determination apparatus which can determine a driver | operator's orientation more correctly.

  The driver orientation determination device of the present invention is a driver orientation determination device that determines the driver's orientation, and is a current driving situation or a current traveling situation, and a road situation where traveling is scheduled after the present time. Based on the above, the driver's orientation is determined.

  In the present invention described above, the driver's orientation is determined based not only on the current driving situation or the current driving situation but also on the road situation (for example, whether the road is a winding road) that is scheduled to run after the current time. Therefore, a more accurate determination is possible. In the present invention, the data input to the means used for determining the driver's orientation, such as a neural network, can be at least one of the driving situation of the driver and the driving situation of the vehicle.

  The driver orientation determination device of the present invention is a driver orientation determination device that determines driver orientation, and determines that the driver orientation is the first orientation based on a current driving situation or a current traveling situation. When determining that the driver's orientation is the second orientation, the current driving situation or the current driving situation and the situation of the road scheduled to run after the present are determined. The direction of the driver is determined.

  In the present invention, when it is determined that the driver's orientation is, for example, sports driving orientation based on the current driving situation or the current driving situation, for example, when performing determination that the driver is normal driving orientation, The driver's orientation is determined based on the current driving situation or the current driving situation and the situation of the road scheduled to run after the current time (for example, whether or not the road is a winding road).

  In the present invention described above, when the situation of a road scheduled to travel after the present satisfies a predetermined condition (for example, a winding road), the current driving situation or the driver's orientation based on the current driving situation The final determination result is determined to be the first orientation unless the determination result is the second orientation continuously for a predetermined time or a predetermined distance. For example, when the traffic signal on the road is a red signal or when the road temporarily becomes a straight road, the driver's orientation is determined to be the second orientation based on the current driving situation or the current driving situation. Sometimes, if the final determination result is determined to be the second orientation, the actual orientation of the driver may not be accurately reflected.

  The predetermined time can be started after the determination result of the driver's orientation based on the current driving situation or the current traveling situation changes from the first orientation to the second orientation. For example, the predetermined time can be set based on the time when the signal of the traffic light changes. The predetermined distance may be a distance traveled by the vehicle after the determination result of the driver's orientation based on the current driving situation or the current traveling situation changes from the first orientation to the second orientation.

  In the driver orientation determination device of the present invention, the road situation where the travel is scheduled is relatively likely to be the second orientation with the possibility that the actual orientation of the driver's orientation is the first orientation. It is determined whether or not a condition set in advance is assumed to be relatively low, and the driver's orientation is determined based on the determination result.

  In the present invention described above, when the condition of the road on which the traveling is planned corresponds to, for example, a winding road, the actual orientation of the driver is relatively likely to be a sports traveling orientation, for example, and the normal traveling orientation is relatively high. Can be set in advance as a relatively low possibility.

  In the driver orientation determination device of the present invention, the condition is at least one of a condition relating to a road shape, a condition relating to road traffic, and a condition corresponding to a situation in which the vehicle speed should be relatively low. It is characterized by being.

  In the said invention, the conditions regarding the shape of a road can be a winding road or a mountain road area, for example. The conditions regarding road traffic can be, for example, the status of traffic signal on the road, whether or not the road is a temporary stop area, a speed regulation area, or a slow speed area, or the presence or absence of traffic regulation due to an accident, disaster or traffic congestion. . The conditions corresponding to the situation in which the vehicle speed should be relatively low can be, for example, a toll booth, a parking lot, presence / absence of a crossing, presence / absence of arrival at a destination, and the like.

  In the driver orientation determination device of the present invention, the information indicating the determined driver orientation is used for selection of a shift pattern of the transmission.

  In the driver orientation determination device of the present invention, the determination as to whether or not the result of determination of the driver's driving orientation by the driver orientation determination device is returned from the sports traveling orientation to the normal traveling orientation is detected by the road condition detection / estimation means. Alternatively, the estimation is performed based on the road condition where the estimated vehicle will travel from now on and the time estimated by the driving orientation estimation unit as the normal traveling orientation.

  Even if the output of the driving direction estimation unit changes from sports driving direction to normal driving direction, if the road condition to be driven from now on is a road condition such as a winding road that is generally easy for sports driving, the driver will Since there is a high possibility that the vehicle will travel in a sport, the determination result that the sport travel is oriented can be maintained. If the output of the driving orientation estimation unit does not return to sports driving orientation for a predetermined time, the determination result can be returned to normal driving orientation.

  According to the present invention, it is determined whether or not to return from the sport travel orientation to the normal travel orientation based on the road condition (step S4) to be traveled and the time estimated to be the normal travel orientation (step S5). Is done. That is, since the presence or absence of the return to the normal driving direction is determined based on both the current situation (step S2, step S3, step S5) and the future situation (step S4), the driver's intention It can be reflected (estimated) more accurately.

  Here, after it is determined (estimated) that the current situation is sports driving orientation (step S2), an estimation result indicating that it is not sports driving orientation is output (step S3-N). This corresponds to the time (step S5) during which the estimation result indicating that it is not sport driving oriented is continuously output.

  Here, a neural network is used as the driving orientation estimation unit. The neural network shows the driving state of the vehicle such as the vehicle speed and vehicle acceleration, the accelerator opening, the amount of change in the accelerator opening, the brake pedal force, the number of brakes, the steering angle of the steering, and the steering speed. A physical quantity is entered. From the neural network, a signal indicating whether or not the driver is driving for sports is output as an estimation result of the driving direction of the driver.

  In the present embodiment, for example, the techniques described in JP-A-9-257124, JP-A-9-242863, and JP-A-10-77893 are applied as the driving orientation estimation unit using a neural network. Is possible.

  The road condition (for example, whether it is a winding road) from now on is detected from the current position information and road information by the car navigation system, and the number of corners for a certain distance from now on, the size of the corner R, It can be determined based on a detected or estimated road gradient or the like.

  The technique described in Japanese Patent Application Laid-Open No. 11-149316 can be applied to the determination in step S4 as to whether or not it is a winding road. In step S4, when determining whether the road ahead is a winding road from road information stored in the navigation system device as described in the publication, the road width, whether it is a straight road, etc. are considered. For a road having such an attribute, a technique that corrects curvature information and contributes to precise vehicle control on a winding road can be applied.

  In a conventional driver orientation determination device, for example, the driving orientation determination result output from the neural network reflects the driver's intention as long as the driving orientation is determined (local time only for the current time). It is only a judgment result. For example, when the driver is driving on a winding road with the intention of sports driving, if there is a straight road temporarily or if it stops at a red light, it is input to a neural network, for example. The driver's driving state (accelerator opening change amount, steering speed, number of times of braking, etc.) and vehicle driving state (vehicle acceleration, etc.) are temporarily input as if there is little change as in normal driving direction. As a result, the output from the neural network is a value with a low degree of sport driving orientation. That is, the determination result by the driver orientation determination device changes from the sport travel orientation to the normal travel orientation, although the driver's intention is the sport travel orientation as before. As a result, the driver cannot perform driving (sport driving oriented driving) that suits his intention. After that, after passing a temporary straight road and returning to the winding road, or after the signal changes to a green light and driving starts, the input value to the neural network changes, and the output from the neural network returns to sports driving orientation. Until it returns, you cannot drive to suit the driver's will. This state may be repeated, and there is a risk of a kind of hunting.

  Therefore, in the present invention, the driving orientation is not determined based on only the current (instant) driving state of the driver or the traveling state of the vehicle, but is determined in consideration of the road conditions to be traveled from now on. I am going to do that.

  Other conventional driver orientation determination devices try to increase the determination accuracy by taking into account the road conditions on which the vehicle travels, but only consider the current road conditions, In addition, the purpose of this consideration is to achieve the purpose of preventing the change in driving conditions that occurs inevitably based on changes in road conditions, regardless of the driver's intention, from adversely affecting the determination of driving orientation (false determination). Therefore, the above problem is not solved.

  According to the driver orientation determination device of the present invention, the driver orientation can be determined more accurately.

  Hereinafter, an embodiment of a driver orientation determination device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 8.

  FIG. 2 shows an automatic transmission and a shift control device for a vehicle. In FIG. 2, the motive power output from the engine 10 of the vehicle is transmitted to a drive wheel (not shown) through a torque converter 12, an automatic transmission 14, a differential gear device (not shown) and an axle.

  The torque converter 12 includes a pump impeller 18 connected to the crankshaft 16, a turbine impeller 22 connected to the input shaft 20 of the automatic transmission 14 and to which power is transmitted from the pump impeller 18 via a fluid, A fixed impeller 28 fixed to a position-fixed housing 26 via a one-way clutch 24 and a lockup clutch 32 that directly connects the pump impeller 18 and the turbine impeller 22 via a damper 30 are provided. The lockup clutch 32 is engaged and controlled by a pressure difference between the release side oil chamber 33 and the engagement side oil chamber 35.

  The automatic transmission 14 is a planetary gear type multi-stage transmission in which, for example, a forward 4-speed or 5-speed gear stage is achieved. The automatic transmission 14 in the case of the fourth forward speed rotates together with three sets of single pinion type planetary gear units 34, 36, and 38 arranged coaxially, the input shaft 20, and the ring gear of the planetary gear unit 38. Output gear 39 and a counter shaft (output shaft) 40 for transmitting power between the differential gear device.

Some of the components of the planetary gear units 34, 36, and 38 are not only integrally connected to each other but also selectively connected to each other by three clutches C ₀ , C ₁ , and C ₂ . Some of the constituent elements of the planetary gear units 34, 36, and 38 are selectively connected to the housing 26 by four brakes B ₀ , B ₁ , B ₂ , and B ₃ . Some are engaged with each other or with the housing 26 by the direction of rotation by three one-way clutches F ₀ , F ₁ , F ₂ .

The clutches C ₀ , C ₁ , C ₂ and the brakes B ₀ , B ₁ , B ₂ , B ₃ are, for example, a multi-plate clutch or a band brake having one or two bands with opposite winding directions. And are operated by hydraulic actuators (not shown). By controlling the operation of these hydraulic actuators by a hydraulic control circuit 44 that operates in accordance with a command from an electronic control unit 42 described later, as shown in FIG. 3, the gear ratio γ (= rotation of the input shaft 20). (Speed / rotational speed of counter shaft 40) 4 different forward speeds and one reverse speed gear stage are obtained.

  In FIG. 3, “1st”, “2nd”, “3rd”, and “O / D (overdrive)” are the first speed gear stage, the second speed gear stage, the third speed gear stage on the forward side, respectively. 4th gear stage is represented, The said gear ratio becomes small gradually as it goes to the 4th speed gear stage from the 1st speed gear stage. Since the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis, the lower side of the rotational axis of the input shaft 20 and the upper side of the rotational axis of the counter shaft 40 are shown in FIG. It is omitted.

  The hydraulic control circuit 44 is provided with a shift control hydraulic control circuit for controlling the gear stage of the automatic transmission 14 and an engagement control hydraulic control circuit for controlling the engagement of the lockup clutch 32. ing. The shift control hydraulic control circuit includes a first solenoid valve 46 and a second solenoid valve 48 that are driven on and off by solenoid No. 1 and solenoid No. 2, respectively, and these first solenoid valve 46 and second solenoid valve. As shown in FIG. 2, the clutch and the brake are selectively operated by the combination of the operations of 48, and any one of the first to fourth gears is established.

  The engagement control hydraulic control circuit operates to turn on and off a clutch switching valve (not shown) that switches between a disengagement position where the lockup clutch 32 is disengaged and an engagement position where the lockup clutch 32 is engaged. A slip control valve (not shown) that controls the slip amount of the lockup clutch 32 by adjusting the pressure difference ΔP between the engagement side oil chamber 35 and the disengagement side oil chamber 33 and the third solenoid valve 50 that generates the switching signal pressure. And a linear solenoid valve 54 that generates a signal pressure for slip control that operates the motor according to the drive current from the electronic control unit 42.

The electronic control unit 42 is a so-called microcomputer including a CPU 60, a RAM 62, a ROM 64, an input / output interface (not shown), and the like, which detects an opening degree TA of a throttle valve 68 provided in an intake pipe 66 of the engine 10. Throttle sensor 70, engine rotation speed sensor 72 for detecting the rotation speed of engine 10, input shaft rotation speed sensor 74 for detecting the rotation speed of input shaft 20 of automatic transmission 14, automatic transmission 14 for detecting vehicle speed V The vehicle speed sensor 76 for detecting the rotation speed of the counter shaft 40 and the operation position of the shift lever 78, that is, the operation position sensor 80 for detecting any of the L, S, D, N, R, and P ranges, and the operation of the brake pedal 82 A signal indicating the throttle valve opening TA from the brake switch 84 for detecting the engine rotation Signal representative of the degree N _E, a signal representative of the input shaft rotational speed N _IN, the signal representative of the rotational speed N _OUT of the output shaft (counter shaft 40), signals representing the operating position P _S of the shift lever 78, the operation of the brake pedal 82 signal representative of the S _BK, from the navigation system device 97, road condition signal SG1 road running from now indicating whether a winding road are supplied.

Since the throttle valve 68 is mechanically connected to the accelerator pedal 58 and the throttle valve opening TA is increased in accordance with the stepping operation, the throttle sensor 70 is operated by the operation amount of the accelerator pedal 58 (that is, the output operation). Amount) A _{ACC is} also substantially detected.

  The CPU 60 of the electronic control device 42 processes the input signal in accordance with a program stored in advance in the ROM 64, and executes, for example, driving orientation determination control, shift control, lockup clutch control, and the like. Therefore, in this embodiment, the electronic control unit 42 functions as driving orientation determination means (reference numeral 91 in FIG. 6).

  In the driving direction determination control (driving direction determination means 91) of the electronic control unit 42, the driving direction of the driver estimated based on the output of the neural network NN and the detection or estimation by the navigation system device 97 described later will be described. The driving direction of the driver is determined based on the determination result as to whether or not the traveling road is a winding road.

  Further, in the shift control and lockup clutch control of the electronic control unit 42, a plurality of types of shift diagrams stored in advance in the ROM 64, that is, the shift diagram of sports running orientation (directivity with emphasis on power performance) in FIG. 4, FIG. A normal travel-oriented (normal) shift map is selected, and a shift determination to a predetermined gear stage or a lock-up on / off determination is made based on the actual vehicle speed V and the throttle valve opening TA from the selected shift map. Done.

  For example, when the point indicating the actual vehicle speed V and the throttle valve opening degree TA intersects the upshift line or the downshift line in the normal shift diagram of FIG. 5, an upshift determination or a downshift determination is performed. Then, the first electromagnetic valve 46 and the second electromagnetic valve 48 shown in FIG. 2 are driven so as to establish the gear stage for which the shift determination has been performed, or the third electromagnetic valve is controlled for engagement control of the lockup clutch 32. The electromagnetic valve 50 and the linear solenoid valve 54 are driven.

  4 and 5, the solid line indicates a shift-up line, the broken line indicates a shift-down line, the one-dot chain line indicates a lock-up clutch engagement line, and the two-dot chain line indicates a lock-up clutch release line. Show. In the sport travel-oriented shift diagram of FIG. 4, the shift line is set so that the shift is executed at a higher vehicle speed (high engine rotation speed) than in FIG.

  The navigation system device 97 includes a navigation processing unit, a data storage unit that is a road information storage unit, and a current position detection unit. The navigation processing unit performs various arithmetic processes such as a navigation process based on the input information. The ROM of the navigation processing unit stores various programs for searching a route to the destination, driving guidance in the route, determining a specific section, and the like. In addition, the ROM of the navigation processing unit stores a program describing an operation for determining whether or not the travel route is a winding route.

  The data storage unit of the navigation system device 97 does not need to determine whether the map data file, the intersection data file, the node data file, the road data file, and the predetermined road are mountain road sections (winding roads or not). Other data files in which information such as a toll road set in advance as being easy for a person to drive sports are stored. Each of these files stores various data for performing a route search and displaying a guide map along the searched route.

  Among the information stored in these files, the intersection data and node data that is a set of points indicating the road shape are used for route search and route guidance in normal navigation (as shown in FIG. 8). Each of the files stores road data, and a data group indicated by absolute position information indicating the position of the node using latitude and longitude. Road data includes road width, slope, road surface condition, curve curvature radius, intersection, T-shaped road, number of road lanes, number of lanes decreasing, curve entrance, railroad crossing, expressway entrance rampway, Stores road information such as tollgates on highways, points where road widths are narrowed, downhill roads, uphill roads, road types (highways, metropolitan expressways, automobile-only roads, and general roads). The road data is stored along with links connecting nodes and adjacent nodes.

  The current position detection unit of the navigation system device 97 includes a GPS receiver, a geomagnetic sensor, a distance sensor, a steering sensor, a beacon sensor, and a gyro sensor.

  The navigation system device 97 informs the driver of road information around the current location of the vehicle and guides the travel route to the destination of the vehicle. That is, when a destination is input, the navigation processing unit selects a travel route from the road information read from the data storage unit to the destination based on the vehicle position detected by the current position detection unit, and displays the route. To do. If no destination is input, road information around the vehicle position is displayed.

  As will be described later, the navigation system device 97 determines whether or not the road (scheduled travel route) from which the vehicle will travel is a winding route, and sends a signal SG1 indicating the determination result to the electronic control device 42 (driving orientation determination). To the means 91).

  FIG. 6 is a functional block diagram illustrating the control function of the electronic control unit 42. The electronic control device 42 includes a shift control means 90, a driving orientation determination means 91, and a shift diagram switching means 92.

  The shift control means 90 is based on the actual vehicle speed V detected by the vehicle speed sensor 76 and the throttle sensor 70 in accordance with the shift map selected by the shift map switching means 92 from a plurality of shift maps stored in advance in the ROM 64. Based on the detected actual throttle valve opening TA, a shift determination to a predetermined gear stage is executed, and the shift to the electromagnetic valves 46, 48, 50 for achieving the gear stage determined by the shift determination is performed. An output is performed to switch and control the gear stage of the automatic transmission 14.

  As will be described later, the driving direction determination unit 91 determines the driving direction of the driver, and outputs a direction determination signal SG2 indicating the determination result to the shift diagram switching unit 92.

The shift diagram switching means 92 corresponds to the driving orientation shown in the directivity determination signal SG2 output from the driving orientation determination means 91 from the plural types of shift diagrams shown in FIGS. 4 and 5 stored in advance in the ROM 64. Select a shift diagram. For example, in the shift diagram switching means 92, when the driving orientation determination means 91 sets, for example, the flag X _SPORT indicating the sport travel orientation in the orientation determination signal SG2, the sport travel orientation shift diagram of FIG. 4 is selected. However, when the flag X _NORM indicating the normal travel direction is set, the normal travel direction shift diagram of FIG. 5 is selected.

  As shown in FIG. 6, the driver orientation determination device 110 includes a driving orientation determination unit 91 and a navigation system (road condition detection / estimation unit) 97. As will be described later, the navigation system device 97 detects or estimates a road condition in which the vehicle will travel, and outputs a signal SG1 indicating whether or not the road to be traveled is a winding road to the driving orientation determination unit 91.

  The driving orientation determination unit 91 includes a timer 93, a driving orientation estimation unit 94, and a determination unit 95. The driving direction estimation unit 94 estimates the driving direction (sport driving direction or normal driving direction) of the driver based on the driving state of the driver and the driving state of the vehicle. Details of the driving orientation estimation unit 94 will be described later. Here, the term “sports driving orientation” refers to a direction that emphasizes power performance, an acceleration direction, or a preference for sports driving in which the response of the vehicle to the driver's operation is quick.

  After the timer 93 is estimated to be sport-travelling by the driving-direction estimation unit 94 (step S2 in FIG. 1 to be described later), an estimation result indicating that the timer 93 is not sport-travelling is output (step S3-N). After that, the time (step S5) during which the estimation result indicating that it is not oriented to sport driving is continuously output is counted.

  The determination unit 95 determines the final driving based on the signal SG1, the driving direction of the driver estimated by the driving direction estimation unit 94 (driving direction estimation value described later), and the time counted by the timer 93. The driver's driving orientation is determined. From the driving direction determination means 91, a direction determination signal SG2 indicating the final driving direction of the driver determined by the determination unit 95 is output to the shift diagram switching means 92.

  In the driving orientation determination means 91, the vehicle in which the determination as to whether or not the final driving orientation determination result (SG2) of the driver is returned from the sports travel orientation to the normal travel orientation is detected or estimated by the navigation system device 97 is used. Is performed based on the road condition (SG1, step S4 in FIG. 1 described later) on which the vehicle will travel from now on and the time (step S5) estimated by the driving orientation estimation unit 94, which is timed by the timer 93, as the normal traveling orientation.

  Even if the output of the driving direction estimation unit 94 changes from sports driving direction to normal driving direction (step S3-N), sports driving is generally directed such that the road condition (SG1) to be driven from now on is exemplified by a winding road. If the road condition is likely to occur (step S4-Y), the driver is highly likely to travel in the sport from now on, and therefore the determination result (SG2) that the sport travel orientation is maintained (step S7). ). If the output of the driving orientation estimation unit 94 does not return to sports traveling orientation for a predetermined time (step 5-Y), the determination result (SG2) returns to normal traveling orientation (step S6).

  According to the driver orientation determination device 110 (driving orientation determination means 91), the sport travel orientation is based on the road condition (step S4) to be traveled from now on and the time (step S5) estimated to be the normal travel orientation. Whether or not to return to normal driving orientation is determined. In other words, based on both the current situation (corresponding to the time measured by the step S2, step S3, step S5 and the timer 93) and the future situation (step S4), whether or not there is a return to the normal driving orientation Therefore, the intention of the driver can be reflected (estimated) more accurately.

Next, details of the driving orientation estimation unit 94 will be described.
The driving orientation estimation unit 94 includes a neural network NN in which the driving operation related variable is inputted and estimation calculation is started every time one of a plurality of types of driving operation related variables is calculated, and based on the output of the neural network NN. To estimate the driving direction of the vehicle.

For example, as shown in FIG. 7, the driving direction estimation unit 94 includes a signal reading unit 96, a preprocessing unit 98, and a driving direction estimation unit 100. The signal reading means 96 reads detection signals from the sensors 70, 72, 74, 76, 84, etc. at a relatively short predetermined cycle. The pre-processing means 98 uses a plurality of types of driving operation-related variables closely related to the driving operation reflecting the driving direction from the signals sequentially read by the signal reading means 96, that is, the output operation amount (accelerator pedal operation) when starting the vehicle. Amount), that is, the throttle valve opening TA _ST when the vehicle _starts , the maximum change rate of the output operation amount during acceleration operation, that is, the maximum change rate A _CCMAX of the throttle valve opening, the maximum deceleration G _NMAX when braking the vehicle, A driving operation related variable calculating means for calculating the coasting traveling time T _COAST , the constant vehicle speed traveling time T _VCONST , the section maximum value of the signal input from each sensor within the predetermined section, the maximum vehicle speed V _max after the start of driving, etc. is there. The driving orientation estimation unit 100 includes a neural network NN that performs the driving orientation estimation calculation by permitting the driving operation related variable every time the driving operation related variable is calculated by the preprocessing unit 98, and outputs the neural network NN. A certain driving direction estimation value is output.

The preprocessing means 98 in FIG. 7, the starting time of the output control input calculation means 98a for calculating the throttle valve opening TA _ST when the output operation amount i.e. vehicle starting during vehicle start, the output operation amount maximum change during acceleration operation rate i.e. accelerating operation when the output operation amount maximum change rate calculating means 98b for calculating the maximum change rate a _CCmax of the throttle valve opening, braking maximum deceleration calculating means for calculating the maximum deceleration G _NMAX during braking operation of the vehicle 98c , input signals from the sensors in the coasting time calculation means 98d, constant vehicle speed running time calculating means 98e for calculating the constant vehicle speed running time T _VCONST, for example 3 seconds to a predetermined section within which calculates the coasting time T _COAST vehicle maximum value periodically calculates the input signal interval maximum value calculating means 98f of the maximum vehicle speed calculating means for calculating a maximum vehicle speed V _max of the operation after the start 98g Nadogaso Each is provided.

The maximum values of the input signals in the predetermined interval calculated by the input signal interval maximum value calculating means 98f include throttle valve opening TA _maxt , vehicle speed V _maxt , engine speed N _Emaxt , longitudinal acceleration NOGBW _maxt (deceleration Negative value) or deceleration G _NMAXt (absolute value) is used. The longitudinal acceleration NOGBW _maxt or the deceleration G _NMAXt is obtained from the rate of change of the vehicle speed V (N _OUT ), for example.

  The neural network NN provided in the driving orientation estimation means 100 in FIG. 7 can be configured by modeling a nerve cell group of a living body by software based on a computer program or hardware consisting of a combination of electronic elements. For example, it is comprised so that it may be illustrated in the block of the driving | operation direction estimation means 100 of FIG.

In FIG. 7, the neural network NN includes an input layer composed of _r neuron elements (neurons) X _i (X _{1 to} X _r ) and s neuron elements Y _j (Y _{1 to} Y _s ). Is a three-layered hierarchical type composed of an intermediate layer composed of _t and an output layer composed of _t neuron elements Z _k (Z _{1 to} Z _t ). In order to transmit the state of the nerve cell element from the input layer to the output layer, the r nerve cell elements X _i and s nerve cell elements Y having a coupling coefficient (weight) W _Xij are provided. a transfer element D _Xij coupling the _j respectively, the coupling coefficient (weight) W _Yjk the have the s neuronal elements Y _j and t pieces of transmission elements D _Yjk of neuronal elements Z _k and the coupling respectively Is provided.

The neural network NN is its coupling coefficient (weight) W _Xij, pattern associative system that is made to learn the coupling coefficient (weight) W _Yjk called backpropagation learning algorithm. Learning, so are allowed to advance completed by running experiments in matching driving manner and the value of the driving operation related variables, during vehicle assembly, the coupling coefficient (weight) W _Xij, the coupling coefficient (weight) W _Yjk Is given a fixed value.

  In the above learning, sports-oriented driving and normal driving (normal) -oriented driving are carried out for a plurality of drivers on various roads such as highways, suburban roads, mountain roads, and city roads, respectively. With the directivity as a teacher signal, n indicators (input signals) obtained by pre-processing the teacher signal and the sensor signal are input to the neural network NN. The teacher signal is converted into a value from 0 to 1 for driving orientation. For example, normal driving orientation is 0 and sports driving orientation is 1. The input signal is used after being normalized to a value between -1 and +1 or between 0 and 1.

  FIG. 8 is a diagram for explaining a method for detecting or estimating the state of the road on which the vehicle travels by the navigation system device 97. Here, as an example, a case will be described in which the navigation system device 97 determines whether or not the road (scheduled travel route) from which the vehicle will travel is a winding route (step S4 described later).

  The planned travel route is a route that has been set in the navigation system device 97 when a vehicle travel route has already been set. If the vehicle has not been set, the planned travel route is, for example, straight ahead (a road) It is possible to make the route expected to pass in the case of moving along

  The navigation system device 97 as road condition detection / estimation means includes a data storage section storing road information, curvature information extraction means for extracting road curvature information from the data storage section, and correcting predetermined road attributes. Correction information extracting means for extracting from the data storage unit as information, and curvature information correcting means for correcting the extracted curvature information when the correction information is extracted, and based on the curvature information, the road is It is determined whether it is a winding path. The determination result is output to the driving orientation determination unit 91 as a signal SG1.

  The data storage unit includes a map data file, a road data file, a node data file, and the like as the road information. The curvature information extraction unit calculates a displacement angle at the node from latitude information and longitude information regarding the node stored in the data storage unit, and extracts the curvature information based on the accumulated displacement angle. The correction information is one of an intersection, road width, straight road length, road type, and curve turning angle. In the navigation system apparatus 97, the curvature information extraction means is constituted by a data storage unit and a navigation processing unit.

  The navigation system device 97 also includes a current position detection unit that detects the current position of the host vehicle, and a predetermined section setting unit that sets a predetermined section based on the host vehicle position. The curvature information extraction unit extracts curvature information of the predetermined section.

  As shown in FIG. 2, the navigation system apparatus 97 detects the coordinates (xn, yn) of the node Nn located in a predetermined section (section forward: for example, 1000 m forward) determined in advance from the detected current position. Then, the intersection angle θn (change angle at the node) of the link connecting the nodes Nn + 1 (xn + 1, yn + 1) and Nn-1 (xn-1, yn-1) adjacent thereto is calculated for each node. As the curvature information, which is information relating to the curvature of the road, the cumulative value of the intersection angle θn is obtained.

  Examples of the curvature information include a cumulative value of the intersection angle θn, a curvature and a radius of curvature of each node position, a cumulative value thereof, and an average value thereof.

  The predetermined section setting means can change the distance of the predetermined section according to the contents of the vehicle speed, the vehicle type, the vehicle control, and the like. For example, in order to determine a winding road, 1000 m is set when determining the road shape of a certain section over a relatively long distance. This set distance (1000 m) can be changed. Further, in order to determine the shape of the entire curve, when determining the turning speed of the curve, the curve is set as short as 100 m. This set distance (100 m) can also be changed.

  The correction information extracting means extracts the following specific information as correction information for correcting the curvature information. That is, the type of expressway, the rampway of the expressway, intersection information, and information on a narrow road. The reason is as follows.

  Regarding the type of expressway, even if it is a road shape with continuous curves, it is not necessary to repeat acceleration and deceleration on roads that can be driven at high and medium speeds, such as expressways. It's not easy to drive. In addition, since the road on the expressway rampway is designed so as to gradually increase and decrease the vehicle speed, the vehicle speed does not change drastically, and the driver is not particularly easily directed to sports driving. In addition, when passing through an intersection, unlike the case of changing the vehicle speed and the vehicle state passing through a winding road, the vehicle may be further stopped by a signal, so that it is extracted as correction information. In addition, roads with narrow roads rarely travel at high speeds, generally travel at low speeds, and the vehicle speed does not change much. Therefore, there is little repetition of sudden acceleration and deceleration, and the driver is not particularly easily oriented to sports driving.

  In this way, whether the road type is a road capable of high / medium speed driving (more specifically, whether it is a highway or rampway), whether it is an intersection, or a road width is a predetermined value. Whether or not the data is narrower is stored in the data storage unit or the navigation processing unit, and when these data are in the section where the curvature information is to be extracted, the correction information extracting means extracts the correction information.

  When the correction information as described above is extracted, the navigation system device 97 can travel at high speed and medium speed before the intersection angle θn is accumulated, whether the correction information is an intersection, a rampway, or the like. It is determined whether the road type is a proper road type. If the road type is applicable, the intersection angle θn of the link is not included in the accumulated intersection angle. Thereby, curvature information corrected by the correcting means is obtained.

  The navigation system device 97 detects or estimates whether or not the road is a winding road based on the accumulation of the intersection angle θn as the obtained curvature information, and generates a signal SG1 indicating the result. For example, when the cumulative value is large, it is determined (detected or estimated) that the winding road is predicted to be frequently accelerated and decelerated.

  Next, the operation of the first embodiment will be described with reference to FIG.

[Step S1]
In step S <b> 1, the driving direction determination unit 91 determines whether or not the output of the driving direction estimation unit 94 is sports driving direction. As a result of the determination, when it is sport running-oriented (step S1-Y), step S2 is performed. On the other hand, as a result of the determination, when it is not determined that it is sport-oriented (step S1-N), step S6 is performed.

[Step S2]
In step S2, the driving direction determining means 91 determines that the driving direction of the driver is sports driving direction, and the direction map signal SG2 indicating the driving direction of the driver indicates that the driving direction is sports driving direction. It is output to the means 92. As a result, the shift diagram switching means 92 selects the shift diagram of FIG. 4 and performs sport running. Following step S2, step S3 is performed.

[Step S3]
In step S3, it is determined again by the driving direction determination means 91 whether or not the output of the driving direction estimation unit 94 is sports driving direction. As a result of the determination, if it is sport running-oriented (step S3-Y), step S7 is performed. On the other hand, as a result of the determination, if it is not determined that it is sport-oriented (step S3-N), step S4 is performed.

[Step S4]
In step S4, based on the road condition signal SG1 from the navigation system device 97, the driving direction determination means 91 determines whether or not the traveling road to be traveled is a winding road.

  In step S4, it is determined whether or not the road is a winding road (bending road). The winding road is likely to be repeatedly decelerated and accelerated during driving, and the driver is directed to sports driving. The road has a high tendency to do. Therefore, in step S4, instead of the winding road, another road on which the driver has a high tendency to direct sports driving can be selected as a determination target of the road to be driven from now on.

  In step S4, even if the road on which the vehicle is currently traveling or the road on which a predetermined time has elapsed from the current time is a straight road, if there is a winding road ahead, the road to be driven is the winding road. And a positive determination result (step S4-Y) is obtained. In step S4, it is determined whether or not the road to be traveled is a winding road.

  If the result of determination in step S4 is a winding path (step S4-Y), step S5 is performed. On the other hand, if the result of the determination is that it is not determined that the road is a winding path (step S4-N), step S5 is performed.

[Step S5]
In step S5, whether or not a predetermined time has elapsed since the driving direction estimator 94 outputs the estimation result indicating that the driving orientation is based on the time measured by the timer 93 from the driving orientation estimation unit 94. Is determined.

  In step S5, the predetermined time may be about 3 to 5 minutes, for example. Here, the setting of the predetermined time is as follows. When it is determined that the output of the driving direction estimation unit 94 is not sports driving direction due to the stop of the vehicle due to the signal (step S3-N), when the driving of the vehicle resumes due to a change in the signal, the driving direction is changed to the normal driving direction. The predetermined time is set to the above value so as not to return (step S5-Y).

  If the predetermined time has passed as a result of the determination in step S5 (step S5-Y), step S6 is performed. On the other hand, if it is not determined that the predetermined time has passed as a result of the determination (step S5-N), step S7 is performed. In step S5, a predetermined distance (travel distance) can be used instead of the predetermined time.

[Step S6]
In step S6, the driving direction determination means 91 determines that the driving direction of the driver is the normal driving direction. A directivity determination signal SG2 indicating that fact is output to the shift diagram switching means 92, and the shift diagram of FIG. 5 is selected. Thereby, normal traveling is performed. Thereafter, this control flow is returned.

[Step S7]
In step S7, the driving orientation determination means 91 determines that the driving orientation of the driver is a sports driving orientation. A directivity determination signal SG2 indicating that fact is output to the shift diagram switching means 92, and the shift diagram of FIG. 4 is selected. Thereby, sport running is performed. Thereafter, this control flow is returned.

  As described above, in the driver orientation determination device 110, the determination as to whether the driver orientation determination result (SG2) of the driver by the driver orientation determination device 110 is returned from the sport travel orientation to the normal travel orientation is as follows. Based on the road condition (SG1, step S4) from which the vehicle detected or estimated by the road condition detection / estimation means 97 will travel and the time (step S5) estimated by the driving direction estimation unit 94 as the normal traveling direction. Done.

  Even if the output of the driving direction estimation unit 94 changes from sports driving direction to normal driving direction (step S3-N), the road condition SG1 to be driven from now on is a road condition that is generally easily directed to sports driving such as a winding road. If this is the case (step S4-Y), the driver SG is sufficiently likely to travel in the sport, so the determination result SG2 that the sport travel orientation is maintained (step S7). If the output of the driving orientation estimation unit 94 does not return to sports traveling orientation for a certain predetermined time (step 5-Y), the determination result SG2 returns to normal traveling orientation (step S6).

  According to the present embodiment, whether or not there is a return from the sports travel orientation to the normal travel orientation based on the road condition (step S4) to be traveled from now and the time estimated to be the normal travel orientation (step S5). It is determined. That is, since the presence or absence of the return to the normal driving direction is determined based on both the current situation (step S2, step S3, step S5) and the future situation (step S4), the driver's intention It can be reflected (estimated) more accurately.

  Here, after it is determined (estimated) that the current situation is sports driving orientation (step S2), an estimation result indicating that it is not sports driving orientation is output (step S3-N). This corresponds to the time (step S5) during which the estimation result indicating that it is not sport driving oriented is continuously output.

  In step S4, it is determined whether or not the driver is likely to travel in the future based on whether or not the road condition in the future is a winding road. The index for determination (future road condition) is not limited to the winding road, and for example, a mountain road section or the like can be used. In the above description, the mountain road section is described as being stored in the data storage unit of the navigation system device 97. However, it is not determined whether the road is a winding road, for example, the data of the navigation system device 97 in advance. The attribute information of the map information stored in the storage unit is registered as a section having a high possibility of sports running. As this mountain road section, for example, a mountain road that is a predetermined toll road (section for which traveling is charged), for example, Ashinoko Skyline, Hakone Turnpike, Fuji Subaru Line, etc. can be set.

  In the present embodiment, the neural network NN is used as the driving orientation estimation unit 94 that estimates the driving orientation of the driving vehicle, but is not limited to the neural network. For example, the determination of the driving state may be made based on the accelerator depression speed, or may be made based on the body state such as the driver's pulse and the amount of sweating.

  Next, a second embodiment will be described with reference to FIGS. 9 and 10. In the second embodiment, descriptions of parts common to the above embodiment are omitted.

  As shown in FIG. 9, the driver orientation determination device 110 a of the second embodiment is different from the driver orientation determination device 110 of the first embodiment, and further includes an inter-vehicle distance measurement unit 200.

  The inter-vehicle distance measuring unit 200 includes a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front part of the vehicle, and measures the inter-vehicle distance from the preceding vehicle. An inter-vehicle distance signal SG3 indicating the inter-vehicle distance measured by the inter-vehicle distance measuring unit 200 is output to the driving orientation determination unit 91. Based on the inter-vehicle distance signal SG3, the determination unit 95 of the driving orientation determination unit 91 determines whether the inter-vehicle distance indicated by the inter-vehicle distance signal SG3 is equal to or greater than a predetermined value set in advance.

  Note that the determination unit 95 does not directly determine whether the inter-vehicle distance is greater than or equal to a predetermined value based on the inter-vehicle distance signal SG3, but a parameter that indicates that the inter-vehicle distance is greater than or equal to the predetermined value, such as a collision Whether or not the inter-vehicle distance is greater than or equal to a predetermined value may be indirectly determined based on time (inter-vehicle distance / relative vehicle speed), inter-vehicle time (inter-vehicle distance / own vehicle speed), a combination thereof, and the like.

  Next, the control flow of the second embodiment will be described with reference to FIG. As shown in FIGS. 10 and 1, the control flow of the second embodiment is different from the control flow of the first embodiment in that step S7 is added. This is common with the control flow of the embodiment.

[Step S7]
In step S7, the determination unit 95 determines whether the inter-vehicle distance from the preceding vehicle is equal to or greater than a predetermined value based on the inter-vehicle distance signal SG3. As a result of the determination in step S7, when it is determined that the inter-vehicle distance is greater than or equal to a certain distance (step S7-Y), the driving orientation determination means 91 outputs a directivity determination signal SG2 indicating sports traveling orientation (step S8).

  On the other hand, as a result of the determination in step S7, when it is not determined that the inter-vehicle distance is greater than or equal to a certain distance (step S7-N), the driving direction determination means 91 outputs a direction determination signal SG2 indicating normal traveling direction (step S6). . This is because, when the inter-vehicle distance is smaller than the predetermined value, the sport running cannot be performed or is inappropriate, in addition to the driver's intention.

  Step 7 is the result of the determination in step S3, when the output of the driving direction estimator 94 again indicates sports driving direction (step S3-Y), and the output of the driving direction estimator 94 again indicates sports. Although the driving direction is not indicated, but the time from when it is determined that the driving road to be driven is a winding road and the output of the driving direction estimation unit 94 does not show the sports driving direction is less than a predetermined time (step S3-N) → Step S4-Y → Step S5-N) That is, step S7 is executed in the first stage in the first embodiment before the determination that the sport running orientation is continued (step S8).

  In the second embodiment, when the inter-vehicle distance from the preceding vehicle is not equal to or greater than the predetermined value, the determination result (SG2) of the driving direction determination unit 91 is always configured to be the normal traveling direction. Such deformation is possible.

  That is, as in the case of the above-mentioned inter-vehicle distance, the traffic signal status of the road, whether the road is a temporary stop area, a speed regulation area or a slow area, whether there is a tollgate, a parking lot, a railroad crossing, etc. The determination result (SG2) of the driving orientation determination means 91 is determined based on the situation (road traffic information) other than the road shape, such as whether there is traffic regulation due to disaster or traffic congestion, and whether the target value is reached. be able to.

  That is, even when the estimation result by the driving orientation estimation unit 94 indicates sports traveling orientation (step S3-Y) or when the road condition to be traveled is a winding road (step S4-Y), it is normal. In general, in a situation in which it is known in advance that sports travel orientation is not performed or unsuitable, the determination result (SG2) from the determination unit 95 is controlled to be normal travel orientation.

  Next, a third embodiment will be described with reference to FIG. In the third embodiment, descriptions of parts common to the above embodiments are omitted.

  In the said 1st and 2nd embodiment, although it was the content regarding the return from sports driving | running | working orientation to normal driving | running | working orientation, it is not the content regarding the return in 3rd Embodiment. In other words, in the third embodiment, it is determined whether the driving direction is the sports driving direction or the normal driving direction regardless of what the driver's previous driving direction is.

[Step S1]
In step S1, it is determined by the driving orientation determination means 91 based on the road condition signal SG1 from the navigation system device 97 whether or not the traveling road to be traveled is a winding road.

  Step S1 is common with step S4 of the first embodiment. For the same reason as described in step S4 of the first embodiment, in step S1 of the third embodiment, instead of a winding road, a driver tends to drive for sports driving as a determination target of a road to be driven from now on. Other roads with high can be selected.

  In step S1, similarly to step S4 of the first embodiment, even if the road on which the vehicle is currently traveling or the road on which the vehicle travels after a predetermined time has elapsed since the current time is a straight road, there is a winding road ahead. For example, it is determined that the road to be traveled from now on is a winding road.

  If the result of determination in step S1 is a winding path (step S1-Y), step S2 is performed. On the other hand, as a result of the determination, if it is not determined that the road is a winding road (step S2-N), step S5 is performed.

[Step S2]
In step S <b> 2, the driving orientation determination unit 91 determines whether or not the output of the driving orientation estimation unit 94 is sport travel oriented with reference to the first threshold value. Since step S2 is performed when the travel route to be traveled is a winding route (step S1-Y), the driver is more likely to direct sports travel. However, even if the value indicating the degree of sport driving orientation is not so high, the first threshold value is set as a value such that the determination result SG2 of the driving direction determining means 91 is sport driving oriented. Is set.

  If the result of determination in step S2 is that sport driving orientation is in effect (step S2-Y), the driving orientation determination means 91 outputs a direction determination signal SG2 indicating sport driving orientation (step S3). On the other hand, if the result of determination in step S2 is not sport travel orientation (step S2-N), the driving orientation determination means 91 outputs a direction determination signal SG2 indicating normal travel orientation (step S4).

[Step S5]
In step S5, it is determined by the driving orientation determination means 91 whether or not the output of the driving orientation estimation unit 94 is sport driving oriented with reference to the second threshold value. Since step S5 is performed when the travel route to be traveled is not a winding route (step S1-N), the driver is less likely to direct sports travel. However, even if the value indicating the degree of sport driving orientation is high to some extent, the second threshold value is set as a value such that the determination result SG2 of the driving direction determining means 91 is normal driving direction. The

  If the result of determination in step S5 is sports travel orientation (step S5-Y), the driving orientation determination means 91 outputs a directivity determination signal SG2 indicating sports travel orientation (step S3). On the other hand, if the result of determination in step S5 is not sport travel orientation (step S5-N), the driving orientation determination means 91 outputs a direction determination signal SG2 indicating normal travel orientation (step S4).

  According to the third embodiment, when the output of the driving direction estimation unit 94 is the same value as the value indicating the degree of sports driving direction, and the driving road to be driven is a winding road, If the determination result of the direction determination means 91 is determined to be sport driving direction and, conversely, if the driving road to be driven is not a winding road, the determination result of the driving direction determination means 91 is determined to be normal driving direction. The first threshold value and the second threshold value are set to different values. As a result, the situation of the road on which the vehicle will run will be reflected in the driving-oriented determination, and as a result, the same determination result as the driver's intention is likely to be obtained.

  In the first to third embodiments, when the shift diagram selected differs depending on whether the determination result (SG2) by the driving direction determination unit 91 is sports driving direction or normal driving direction, that is, The case has been described in which the shift line serving as a reference when the shift speed selected by the vehicle speed and the throttle opening is determined is set differently. In this case, further, the shift condition for downshifting can be set differently in the shift point control for automatically downshifting according to the road gradient or corner R, for example, according to the determination result (SG2).

  For example, when the determination result (SG2) is sport driving-oriented, the gradient threshold is set to a relatively low value compared to the case of normal driving-oriented, and the value is reduced when the gradient is smaller. Let the shift be performed. In the case of shift point control, the shift line is not switched to a different shift map according to the determination result (SG2), but shift conditions other than the vehicle speed and the throttle opening (for example, gradient threshold, corner R Different thresholds, distances from intersections, or thresholds of inter-vehicle distances are used. However, the shift pattern of the transmission differs depending on the determination result (SG2) both in cases other than the shift point control using different shift diagrams and in the shift point control in which the shift conditions other than the shift diagrams are made different. It is common in that it is done.

It is a flowchart which shows the control flow of 1st Embodiment of the driver | operator orientation determination apparatus of this invention. 1 is a configuration diagram illustrating an automatic transmission and a transmission control device to which a first embodiment of a driver orientation determination device of the present invention is applied. FIG. It is a figure which shows the operation | movement table | surface of the automatic transmission with which 1st Embodiment of the driver | operator orientation determination apparatus of this invention is applied. It is a figure which shows the shift map used for the automatic transmission and shift control apparatus with which 1st Embodiment of the driver | operator orientation determination apparatus of this invention is applied. It is a figure which shows the other shift diagram used for the automatic transmission and 1st shift control apparatus with which 1st Embodiment of the driver | operator orientation determination apparatus of this invention is applied. It is a block diagram which shows the driver orientation determination apparatus of 1st Embodiment of the driver orientation determination apparatus of this invention. It is a figure which shows the driving orientation estimation part contained in the driver orientation determination apparatus of 1st Embodiment of the driver orientation determination apparatus of this invention. It is a figure for demonstrating the determination method of a winding road in 1st Embodiment of the driver | operator orientation determination apparatus of this invention. It is a block diagram which shows the driver orientation determination apparatus of 2nd Embodiment of the driver orientation determination apparatus of this invention. It is a flowchart which shows the control flow of 2nd Embodiment of the driver | operator orientation determination apparatus of this invention. It is a flowchart which shows the control flow of 3rd Embodiment of the driver | operator orientation determination apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 14 Automatic transmission 42 Electronic control apparatus 90 Shift control means 91 Driving direction determination means 92 Shift diagram switching means 93 Timer 94 Driving direction estimation part 95 Determination part 97 Navigation system apparatus 100 Driving direction estimation means 110 Driver orientation determination apparatus 200 Between vehicles Distance measurement unit SG1 Road condition signal SG2 Direction determination signal SG3 Inter-vehicle distance signal

Claims (5)

A driver orientation determination device that determines the driver's orientation,
A driver orientation determination device characterized in that a driver's orientation is determined based on a current driving situation or a current traveling situation and a road situation scheduled to travel after the present. A driver orientation determination device that determines the driver's orientation,
When it is determined that the driver's orientation is the first orientation based on the current driving situation or the current traveling situation, when determining that the driver's orientation is the second orientation, A driver orientation determination device characterized in that the orientation of a driver is determined based on a driving situation or a current traveling situation and a situation of a road scheduled to travel after the present. In the driver orientation determination device according to claim 1 or 2,
The situation of the road on which the traveling is planned corresponds to a condition set in advance as the possibility that the actual orientation of the driver is the first orientation is relatively high and the possibility of becoming the second orientation is relatively low. It is determined whether or not to do so, and the driver's orientation is determined based on the determination result. In the driver orientation determination device according to claim 3,
The driver orientation determination is characterized in that the condition is at least one of a condition relating to a road shape, a condition relating to road traffic, and a condition corresponding to a situation where the vehicle should be driven at a relatively low vehicle speed. apparatus. In the driver orientation determination device according to any one of claims 1 to 4,
The information indicating the determined driver orientation is used for selecting a shift pattern of the transmission.