JP2009138861A - Vehicle integrated control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle integrated control device for improving fuel economy performance by changing a shift-up threshold value for a speed limiting function when effective, to enlarge a region where a high gear advantageous for fuel economy performance is used for travel. <P>SOLUTION: A required output adjustment means 102 makes an adjustment between required output based on an accelerator opening with the operation of a driver and required output based on a limit speed set by the speed limiting function to calculate engine required output. A gear calculating means 110 uses the speed-limiting shift-up threshold value for outputting a shift-up command at a usual vehicle speed lower than the shift-up threshold value is used for calculating the shift-up command in accordance with the required output after adjustment, when the required output adjustment means 102 selects the required output based on the limit speed set by the speed limiting function. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle integrated control device, and more particularly, to a vehicle integrated control device suitable for controlling a vehicle including a speed limiting function capable of arbitrarily limiting the maximum speed of the vehicle and a stepped transmission.

  In a stepped automatic transmission for a vehicle, a method of calculating a shift point based on a preset shift characteristic and calculating a shift-up command or a shift-down command is generally used. In addition, this shift characteristic is often defined as a shift curve based on the required engine output represented by the accelerator opening and the vehicle speed. That is, the driver's intention is reflected in the shift control through the accelerator opening.

  In such a shift curve of the automatic transmission, different thresholds are set for upshifting and downshifting. This is because if a common threshold value is used for upshifting and downshifting, the gear ratio will change when the upshift is executed based on the upshift command, and the vehicle speed will drop due to a decrease in driving force immediately thereafter. Then, a downshift command is output, and further, if a downshift is executed based on the command, the driving force increases immediately after this, the vehicle speed increases, and the upshift command is output, This is for avoiding that the shift up command and the shift down command are repeated thereafter and the shift determination falls into the hunting state.

  Also, in situations where the driver is operating the accelerator pedal, even if the accelerator opening is kept constant, the actual accelerator opening will vary somewhat due to operating errors, resulting in fluctuations in the engine demand output and shifting determination. Hunting may occur. Therefore, there may be a setting with a margin between the shift-up threshold and the shift-down threshold in consideration of an operation error.

  Furthermore, for the purpose of improving drivability, in a scene where acceleration is required, the characteristics of the shift curve may be set so that a low gear capable of obtaining a large driving force is frequently used.

  The characteristics of the shift curve include the above elements. In other words, the shift-up threshold value is generally set to a value higher than the shift-down threshold value in both the engine required output direction and the vehicle speed direction, so that the shift curve has a hysteresis characteristic.

  There is also known a speed limiting function for controlling so as not to exceed a speed limit arbitrarily set by the driver (for example, see Patent Document 1). This is because the maximum speed limit function, which is widely known, differs from the driver's intention in terms of regulations and engine protection, and the speed limit is set to a specific fixed value. The speed limit function allows the driver to arbitrarily set a speed limit from the viewpoint of ensuring safety.

  With such a speed limiting function, even when the driver depresses the accelerator pedal, when the vehicle speed reaches the set speed limit, the engine output is suppressed so as not to accelerate beyond the speed limit. Conventionally, as a means for suppressing the engine output, a method of adjusting the fuel injection amount and the ignition timing has been mainly used. However, in recent years, a method of adjusting the intake air amount is known due to the widespread use of an electric throttle valve. In the method of adjusting the intake air amount, the range in which the engine output can be adjusted is wider than the method of adjusting the fuel injection amount and ignition timing, and the speed limit function itself can cope with more scenes. It was.

  In this method of adjusting the engine output by adjusting the intake air amount, in a situation where the speed limit function is effective, the engine request output is not calculated based on the actual accelerator opening, but from the speed limit function. Therefore, the accelerator opening does not necessarily indicate the driver's intention.

  Therefore, in the above situation, when calculating the shift point with reference to the shift curve, a virtual accelerator opening in which the required output from the speed limit function is converted into the accelerator opening equivalent instead of the actual accelerator opening. The degree is used as a value representative of the engine required output (see, for example, Patent Document 2).

JP 2003-41963 A JP 2004-150454 A

  In general, it is more advantageous to improve the fuel efficiency by increasing the number of scenes that use a higher gear than a lower gear. In other words, it is desirable to promote early shift-up by setting the shift-up threshold value as low as possible. However, if the shift-up threshold value is set low, the hysteresis region of the shift curve becomes small, and as described above, there is a risk of deterioration of drivability due to shift hunting and a decrease in acceleration. It is difficult to set the up threshold value low, and the setting is made with some margin. For this reason, there is a region within the range of the hysteresis of the shift curve in which the driving force necessary to achieve the target speed can be ensured with either the higher gear or the lower gear. In the region, although it is possible to upshift, the upshift command is not calculated, so the vehicle continues to run with a low gear, and staying in the region may cause deterioration in fuel efficiency. There is.

  Here, even when the target speed is set in a region where the shift-up command exists within the hysteresis range of the shift curve and the shift-up command is not calculated, in general, when the driver is operating the accelerator pedal himself, Since the fluctuation of the accelerator opening is large, the possibility of staying in the region is low, and the influence on the fuel consumption performance is considered to be small.

  On the other hand, when the speed limit function is effective and the target speed is set as the speed limit, when the target speed is approached, the requested output from the speed limit function is used instead of the actual accelerator opening by the driver. Is selected as the engine demand output and gradually approaches the engine output required to maintain the target speed. Therefore, it is considered that fluctuations in vehicle speed and accelerator opening are smaller than when the speed limiting function is disabled, and there is a higher possibility that the vehicle will remain in the above-mentioned region, and there is a high possibility that the fuel efficiency will be deteriorated. .

  The object of the present invention has been made in view of the above circumstances, and in particular, by changing the shift-up threshold when the speed limiting function is effective, the range in which the vehicle can travel with high gear advantageous for fuel efficiency is expanded. Thus, an object of the present invention is to provide a vehicle integrated control device that can improve fuel efficiency.

(1) In order to achieve the above object, the present invention provides a speed limiting function for limiting the maximum speed of a vehicle, a function for allowing a driver to arbitrarily set the speed limit of the speed limiting function, and a stepped transmission. The engine request output is calculated by adjusting the request output based on the accelerator opening by the driver's operation and the request output based on the speed limit set by the speed limit function. In the vehicle integrated control apparatus, comprising: request output arbitration means; and gear calculation means for calculating a shift-up command and a shift-down command based on the request output after arbitration by the request output arbitration means, the gear calculation means includes: When the request output based on the speed limit set by the speed limit function is selected by the request output arbitration means, the shift is performed at a vehicle speed lower than the normal shift-up threshold. Using a shift-up threshold during the speed limit for outputting an up command, based on the required output after arbitration by the requesting output arbitration unit, in which to calculate the shift-up command.
With this configuration, it is possible to improve the fuel efficiency by expanding a region where the vehicle can travel with a high gear advantageous for the fuel efficiency.

  (2) In the above (1), preferably, the gear calculation means uses the shift-up threshold value during the speed limit to determine whether to shift up from a current gear to a gear whose engine request output and vehicle speed are one higher. The calculation is performed when there is a threshold value used and a threshold value used for shifting down from the gear one level higher to the current gear.

  (3) In the above (1), preferably, during the speed limit, a driving force necessary to maintain the same vehicle speed after shifting to a gear higher than the current gear is predicted by the shift-up command, and the gear ratio is Compensation means for compensating for the driving force deficient due to the change of the engine by the increase in the engine required output is provided.

  (4) In the above (1), preferably, the stepped transmission is an automatic transmission, and transmission control means for executing a shift-up operation based on a shift-up command output from the gear calculation means. It is intended to provide.

  (5) In the above (1), preferably, the stepped transmission is a manual transmission, and display means for prompting the driver to perform a shift-up operation based on a shift-up command output from the gear calculation means. It is intended to provide.

  According to the present invention, fuel efficiency can be improved even when the speed limiting function is effective.

Hereinafter, the configuration and operation of the vehicle integrated control apparatus according to the embodiment of the present invention will be described with reference to FIGS.
Initially, the structure of the vehicle integrated control apparatus by this embodiment is demonstrated using FIG.
FIG. 1 is a system configuration diagram of a vehicle integrated control apparatus according to an embodiment of the present invention.

  The request output arbitration means 102 realizes a speed limit function request output for limiting the maximum speed and cruise driving in addition to the driver request output calculated based on the accelerator opening of the accelerator pedal operated by the driver. A cruise control request output or the like is input. The request output arbitration means 102 selects an optimum one from these inputs according to the situation, and finally outputs it as an engine request output. The engine control unit 101 controls the electric throttle valve 106 by the air amount control means 103, the injector 107 by the fuel injection control means 104, and the ignition timing control means in order to realize the engine required output. The ignition coil 108 is controlled by 105. Further, the request output arbitration means 102 determines which input the request output finally selected as the engine request output is, and sends the arbitration result determination information together with the engine request output to the transmission control unit. It outputs to 109 gear selection means 110.

  In addition to the engine request output and the arbitration result determination information calculated by the request output arbitration unit 102, the gear selection unit 110 receives a shift position, a vehicle speed, a brake operation amount, an input shaft rotational speed, and the like. A plurality of shift curves corresponding to various driving situations are prepared in advance in the gear selection means 110, and a shift curve that is most suitable for the current driving state is selected from the input information, and the engine request output and vehicle speed are mainly selected. The recommended gear is calculated with reference to the selected shift curve using as a parameter. Then, an upshift command or a downshift command is output to the transmission control means 111 so that the recommended gear is obtained. The transmission control means 111 controls to change the gear position of the transmission 112. The transmission 112 is a stepped automatic transmission. As the stepped automatic transmission, there are an automatic transmission provided with a generally widely used torque converter, an automatic MT that automatically controls a clutch of a general manual transmission using an actuator, and the like.

Next, the shift curve for the stepped transmission controlled by the vehicle integrated control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 2 is a shift diagram for the stepped transmission controlled by the vehicle integrated control apparatus according to the embodiment of the present invention.

  In the shift curve of FIG. 2, the vertical axis represents the engine required output, the horizontal axis represents the vehicle speed, the solid line represents the upshift threshold, and the broken line represents the downshift threshold. Here, when accelerating while keeping the accelerator opening constant, the engine required torque is kept at a predetermined value x. In this case, the gear selection means 110 calculates a shift-up command from the first speed to the second speed when the vehicle speed a is reached, from the second speed to the third speed at the vehicle speed point b, and from the third speed to the fourth speed at the vehicle speed point c. . The same applies to downshifting. The gear selection means 110 shifts from the fourth speed to the third speed when the vehicle speed d is reached, from the third speed to the second speed at the vehicle speed point e, and from the second speed to the first speed at the vehicle speed point f. A down command is calculated. Further, as described above, the shift curve is set differently for the shift-up threshold value and the shift-down threshold value, and has a hysteresis characteristic.

  In the example shown in FIG. 2, the shift curve is illustratively shown by a broken line, but the actual shift curve changes in a curved manner.

Next, the input / output relationship in the vehicle integrated control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 3 is a block diagram showing an input / output relationship in the vehicle integrated control apparatus according to the embodiment of the present invention.

  Various sensor signals are input to the engine control unit 101 and the transmission control unit 109. For example, the engine control unit 101 includes an ignition sensor 302, an engine speed sensor 303, a throttle opening sensor 304, an intake air amount sensor 306, an intake air temperature sensor 307, a brake operation amount sensor 308, a vehicle speed sensor 309, a speed limit. A signal from the switch 310 or the like is input. Speed limit switch 310 is operated by the driver of the vehicle. A speed limit setting value arbitrarily set by the driver is input from the speed limit switch 301.

  The transmission control unit 109 receives signals from the shift position sensor 311, the input shaft rotational speed sensor 312 of the transmission, the hydraulic pressure sensor 313, and the like.

  Each of the control units 101 and 109 includes a microcomputer, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. In each control unit, the calculated control signal is output to various actuators such as an engine and a transmission. Information calculated in each control unit is transmitted and received with each other via a communication line as necessary.

  In general, in a vehicle equipped with an automatic transmission, the required output arbitration means 102 shown in FIG. 1 exists in the engine control unit 101, and the gear selection means 110 exists in the transmission control unit 109. The transmission control unit 109 calculates a shift-up command or a shift-down command while communicating between the control units, and drives up various actuators of the transmission to realize a shift-up or a shift-down. Here, since communication is performed between the two control units as described above, the arrangement of the request output arbitration unit 102 and the gear selection unit 110 is not limited to the above-described type, and for example, either one of the controls Both may be present in the unit.

Next, the speed limiting function in the vehicle integrated control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 4 is a time chart showing a speed limiting function in the vehicle integrated control apparatus according to the embodiment of the present invention.

  4A and 4B, the horizontal axis indicates time, and the vertical axis indicates output (torque). In FIG. 4A, the alternate long and short dash line indicates the driver's requested output, and the dotted line indicates the speed limit function requested output set by the driver. FIG. 4B shows a state after the speed limit function is executed by the request output arbitration unit 102 shown in FIG. 1 and the request output is arbitrated. In FIG. 4B, the alternate long and short dash line indicates the driver's required output, the dotted line indicates the speed limit function required output set by the driver, and the thick solid line indicates the engine required output.

  A driver request output, a speed limit function request output, a cruise control request output, and the like are input to the request output arbitration unit 102 shown in FIG. The request output arbitration means 102 selects an optimum one from these inputs according to the situation, and finally outputs it as an engine request output.

  Here, an operation example of the request output arbitration unit 102 when the speed limiting function is valid will be described. In FIG. 4A, the driver request output is smaller than the speed limit function request output before time t1. Therefore, the request output arbitration means 102 selects the driver request output calculated based on the accelerator opening, as shown in FIG. 4B, as the engine request output.

  Next, between time t1 and time t2 in FIG. 4A, the driver request output is larger than the speed limit function request output. At this time, in order to prevent the vehicle from accelerating beyond the speed limit set by the driver, the request output arbitration means 102 selects the speed limit function request output as the engine request output, as shown in FIG. . In other words, within the above range, using the speed limit function request output for various calculations instead of the driver request output represented by the actual accelerator opening, all driver request outputs exceeding the speed limit function request output can be obtained. Ignoring.

  Thereafter, similarly, since the driver request output is smaller than the speed limit function request output between time t2 and time t3 in FIG. 4A and after time t4 in FIG. As shown in FIG. 4B, 102 selects the driver request output as the engine request output. Since the driver request output is larger than the speed limit function request output between time t3 and time t4 in FIG. 4A, the request output arbitration means 102 selects the speed limit function request output as the engine request output.

  As described above, the speed limit function is controlled so as not to accelerate beyond the speed limit set by the driver.

  Note that FIG. 4 is simplified to explain the outline of the speed limit function. At each point where the engine request output switches between the driver request output and the speed limit function request output, the transition is made directly to the other. However, in practice, at the switching point as described above, control is performed so as to gradually transition between the two required outputs in order to avoid deterioration in drivability due to sudden torque fluctuations. Specifically, for example, when the vehicle speed falls within a predetermined range from the limit vehicle speed set by the speed limit function in the vicinity of time t1 in FIG. 4A, the engine request output is limited from the driver request output. It changes toward the speed limit function request output with the tilted. That is, immediately before reaching the speed limit, the engine demand output changes gently, and the vehicle speed also converges gradually toward the speed limit function vehicle speed limit.

Next, the shift curve when the speed limiting function is valid in the vehicle integrated control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 5 is a diagram of a shift curve when the speed limiting function is invalid and valid in the vehicle integrated control device according to the embodiment of the present invention.

  Here, in FIG. 5A, it is assumed that the target speed and the engine required output necessary to achieve the target speed exist within the hysteresis of the shift curve as indicated by a point z.

  Considering the case of accelerating toward the z point in FIG. 5A, in a normal driving state (a flat road where no special external force is present), the driver presses the accelerator pedal to obtain acceleration force. Since the vehicle is stepped to some extent and the vehicle speed gradually increases, it is considered that in FIG. 5A, the vehicle gradually approaches the z point from the upper left.

  At this time, in a state where the speed limiting function is invalid, that is, in a state where the engine request output is calculated based on the actual accelerator opening, as a typical operation pattern that converges to the z point in FIG. (Pattern 1) When converging directly to the target speed, that is, converging directly to the z point from the upper left of the figure, and (Pattern 2) that the driver has approached the target speed immediately before converging to the target speed. After recognizing and releasing the accelerator pedal once, it converges to the target speed by gently depressing the accelerator pedal again, that is, when it converges to the z point from the lower left of the figure (Pattern 3). Accelerate the speed so that it goes too far, release the accelerator pedal once, and then slowly depress the accelerator pedal again to converge to the target speed. If they converge from the lower right side in the z point it is considered.

  In the case of (Pattern 1), the threshold value for upshifting from the 3rd speed to the 4th speed is not exceeded in any of the engine required output direction and the vehicle speed direction immediately before convergence to the target speed. Therefore, in this case, in the state of convergence to the target speed, the lower third speed is selected from the two gears forming the hysteresis, and the upshift command is not calculated.

  In the case of the above (Pattern 2), the driver has released the accelerator pedal just before it converges to the target speed, so that it exceeds the threshold for shifting up from the 3rd speed to the 4th speed in the engine required output direction. Possible possibility. At this time, as long as the accelerator pedal is not depressed to the point where the shift-down threshold from the 4th speed to the 3rd speed is exceeded, the higher 4th speed is selected from the two gears forming the hysteresis, and the upshift is performed. A command is calculated.

  In the case of the above (Pattern 3), the target speed is slightly exceeded immediately before convergence to the target speed, and therefore it is possible that the threshold for shifting up from the third speed to the fourth speed is exceeded in the vehicle speed direction. At this time, unless the vehicle decelerates to the point where it exceeds the threshold for downshifting from the 4th speed to the 3rd speed again, the higher 4th speed is selected from the two gears forming the hysteresis, and the upshift command is calculated. Is done.

  As described above, from (Pattern 1), (Pattern 2), and (Pattern 3), when the speed limit function is disabled and the target driving state exists in the hysteresis of the shift curve, the upshift request is calculated. Both possible and uncalculated possibilities are considered. However, in the state where the engine demand output is calculated based on the driver's accelerator opening, the engine demand output or the vehicle speed is considered to fluctuate somewhat in the vicinity of the target speed, so the upshift request is not calculated thereafter. The possibility of stagnation in the area where the hi-shift up request is not calculated remains low.

  On the other hand, considering the state in which the speed limit function is effective, the speed limit function speed limit function is set to the same value as the target speed of (Pattern 1), (Pattern 2), and (Pattern 3) above. When the driver is accelerating with the accelerator pedal depressed so that the driver's request output is always greater than the speed limit function request output when the target speed is reached, the vehicle speed is within a predetermined range from the target speed. When entering, the speed limit function request output is selected as the engine request output, and the engine request output and the vehicle speed gradually change toward the target. In other words, as in the case of (pattern 1) in the case where the speed limit function is invalid, it is considered that there is a high possibility that the speed limit function will converge directly to the target speed. Of these, the lower third speed is selected, and there is a high possibility that the upshift command is not calculated.

  Even when the target speed is maintained after convergence to the target speed, if the speed limit function is effective, the vehicle speed does not increase beyond the target speed, so the speed changes from the third speed to the fourth speed. It is unlikely that the shift-up threshold will be exceeded. Further, when controlled by the speed limiting function, since the fluctuation of the engine required output is smaller than when controlled by the driver, the threshold for shifting up from the 3rd speed to the 4th speed in the engine required output direction. The possibility of exceeding is low.

  Therefore, when the speed limit function is valid, it is considered that the possibility of stagnation within the hysteresis without increasing the shift-up request is higher than when the speed limit function is invalid. In other words, the vehicle continues to run with a low gear, which may cause a deterioration in fuel efficiency.

  Therefore, in the present embodiment, as shown in FIG. 5B, the speed limit function is effective, and the target speed and the engine required output required to achieve the target speed are within the hysteresis of the shift curve. If it exists, the upshift command is calculated based on the upshift threshold newly provided for the speed limiting function.

  The new shift-up threshold provided for the speed limit function is based on the normal shift-up threshold, and components added to ensure acceleration performance and fluctuations in engine demand output due to operational errors. By eliminating or reducing the component added as the margin of the margin, it is set to be lower than the normal shift-up threshold. In the example of FIG. 5B, by applying the shift-up threshold value from the 3rd speed to the 4th speed, the z point enters the region where the upshift can be performed to the 4th speed, so that the upshift command is calculated. The

Next, the shift-up threshold value used in the vehicle integrated control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 6 is an explanatory diagram of the shift-up threshold value used in the vehicle integrated control device according to the embodiment of the present invention.

  FIG. 6 shows an example in which the vehicle speed is constant and attention is paid to hysteresis in the engine required output direction. As described above, the normal shift-up threshold value has a hysteresis characteristic with respect to the shift-down threshold value, and the hysteresis component is added to ensure acceleration performance in order to avoid busy shift. For example, it is configured with a margin of fluctuation of the engine required output due to an operation error, for example, with a ratio as shown in FIG.

  In the example of FIG. 6, the normal shift-up threshold is (threshold m) in FIG. On the other hand, the shift-up threshold provided for the speed limit function also has hysteresis characteristics with respect to the shift-down threshold, but most of the hysteresis component consists only of the amount to avoid busy shift. Has been. That is, the threshold value for upshifting during the speed limiting function is (threshold value n) in FIG. Therefore, between (threshold value m) and (threshold value n) in FIG. 6, the upshift command is not normally calculated, but during the speed limiting function, it is an area where the upshift command is calculated. As described above, the upshift command can be calculated at a timing earlier than usual during the speed limiting function.

  In addition, after shifting to a high gear with a small gear ratio, it is conceivable that most of the hysteresis component of the shift curve is originally configured only to avoid busy shift in a scene where the engine torque margin is small. When such an area is adjacent to another area, that is, when the margin of allowance for removing a hysteresis component differs in the adjacent area, it is used for upshifting in the speed limiting function calculated by the above method. The threshold may not be a gentle curve and may cause a busy shift.

  Therefore, in the present embodiment, the engine control unit 101 shifts to a higher gear and adds the insufficient engine torque to the engine request output, thereby reducing the shift-up threshold and equal driving force before and after the shift. To keep. Here, since the driving force of the vehicle is obtained by multiplying the engine torque and the gear ratio, the engine torque that is insufficient at this time can be obtained, for example, by dividing the driving force before shifting by the gear ratio after shifting. Is possible.

  In addition, the method of adding the engine demand output after the shift described above improves the fuel consumption that is improved by shifting to a higher gear even when the shift-up threshold in the speed limit function does not become a gentle curve. This is also effective when the minute is larger than the fuel consumption that gets worse by adding the engine demand output.

Next, the contents of control by the vehicle integrated control apparatus according to the present embodiment will be described with reference to FIG.
FIG. 7 is a flowchart showing the contents of control by the vehicle integrated control apparatus according to the embodiment of the present invention.

  First, in step S10, the request output arbitration unit 102 shown in FIG. 1 determines whether or not the speed limiting function is valid.

  If it is determined in step S10 that the speed limiting function is valid, then in step S20, the request output arbitration unit 102 determines whether or not the speed limiting function has converged. Here, the state in which the speed limit function is converged is a state in which the vehicle speed is within a predetermined range from the limit speed, and the speed limit function request output is selected as the engine request output.

  If it is determined in step S20 that the speed limiting function has converged, then in step S30, the gear selection means 110 shown in FIG. 1 determines that the current operating point is within the hysteresis range of the shift curve. It is determined whether or not.

  If it is determined in step S30 that the current operating point is within the hysteresis range of the shift curve, in step S40, the gear selection unit 110 calculates a threshold value for upshifting during the speed limiting function.

If it is determined in each step S10, S20, S30 that the condition is not satisfied, in step S50, the gear selection means 110 calculates a normal shift-up threshold,
When the calculation process in step S40 or step S50 is completed, in step S60, the gear selection unit 110 determines whether or not a shift up is possible.

  If it is determined in step S60 that the upshifting is possible, in step S70, the gear selection unit 110 calculates the upshift command.

  Although the process of step S30 can be omitted, the region where the driving force necessary for realizing the limited vehicle speed can be secured in either the higher gear or the lower gear, which is the subject of the problem, is basically a shift curve. Therefore, in order to avoid an unnecessary increase in calculation load, it is preferable to provide the process of step s30.

  As described above, according to the present embodiment, within the hysteresis range of the shift curve, even if the speed limit function is effective and the gear is upshifted even in an operation state where a shift-up command is not normally permitted, If it can be determined that the driving force necessary to maintain the speed can be ensured, a shift-up command is issued by using a dedicated shift-up threshold instead of the shift-up threshold obtained from the normal shift curve. Allowed. As a result, when the speed limiting function is effective, it is possible to expand a region where the vehicle can travel with a high gear, and an improvement in fuel consumption performance is realized.

Next, the configuration and operation of a vehicle integrated control apparatus according to another embodiment of the present invention will be described with reference to FIG.
FIG. 8 is a system configuration diagram of a vehicle integrated control device according to another embodiment of the present invention. In FIG. 8, the same reference numerals as those in FIG. 1 denote the same parts.

  This embodiment is an example in which a manual transmission is used as the transmission. In recent years, in vehicles equipped with a manual transmission, by using the same logic as the gear selection means 110 of an automatic transmission, by calculating a shift-up command and a shift-down command and displaying the information on a dashboard or the like, A function that encourages the driver to travel in the optimal gear is known.

  The engine control unit 101A includes gear selection means 110 shown in FIG. Further, the upshift command and the downshift command output from the gear selection unit 110 are output to the display device 120. The display device 120 displays an upward arrow indicating a shift-up and a downward arrow indicating a shift-down. When an upshift command is input to the display device 120, an upward arrow is displayed (or lit), and when a downshift command is input, a downward arrow is displayed (or lit). The display device 120 is provided in a dashboard or the like.

  As an example of display on the display device 120, “UP” and “DOWN” may be displayed instead of the upward and downward arrows, and a gear stage to be selected by shifting up or down, for example, “ “3” (meaning the third speed), “4” (meaning the fourth speed) may be displayed.

  As described above, in this embodiment, the speed limit function is effective, and the engine output is controlled based on the request output from the speed limit function instead of the actual accelerator opening by the driver's operation. In such a situation, the shift-up command is calculated using a shift-up threshold value exclusively used during the speed limit instead of the shift-up threshold value obtained from the normal shift curve.

  When the engine output is controlled based on the required output from the speed limit function, it is considered that the fluctuations in the accelerator opening and the vehicle speed are smaller than when the driver directly operates the accelerator pedal. Therefore, when calculating a shift-up threshold value during speed limitation, a component provided as a margin for an operation error can be reduced from the component constituting the hysteresis of the shift curve. Further, when the speed limit function is valid, acceleration beyond the limit speed set by the driver is not required. Therefore, when calculating the up-shifting threshold value during speed limitation, the component provided for securing the driving force for acceleration can be reduced from the component constituting the hysteresis of the shift curve.

  In this way, by removing unnecessary components from the shift curve hysteresis, it becomes possible to set the shift-up threshold value during the speed limit function lower than the normal shift-up threshold value. Thus, it is possible to reduce the region in which the driving force necessary for realizing the target speed can be ensured, regardless of the higher gear or the lower gear, within the hysteresis range. In other words, when the speed limit function is enabled, the possibility of staying in the region where the upshift command is not calculated is low, and further, the region where the upshift command can be calculated can be expanded more than usual, so the fuel efficiency performance It is advantageous for.

According to the present embodiment, within the hysteresis range of the shift curve, the target speed is maintained even when the speed limit function is effective and the shift is up even in an operating state where the upshift command is not normally permitted. Therefore, when it is possible to determine that the necessary driving force can be ensured, the shift-up command is permitted by using a dedicated shift-up threshold value instead of the shift-up threshold value obtained from the normal shift curve. As a result, when the speed limiting function is effective, the driver manually shifts and travels with a high gear, thereby improving fuel efficiency.

1 is a system configuration diagram of a vehicle integrated control device according to an embodiment of the present invention. It is a shift diagram with respect to the stepped transmission controlled by the vehicle integrated control apparatus by one Embodiment of this invention. It is a block diagram which shows the input / output relationship in the vehicle integrated control apparatus by one Embodiment of this invention. It is a time chart which shows the speed limiting function in the vehicle integrated control apparatus by one Embodiment of this invention. It is a diagram of the shift curve when the speed limiting function in the vehicle integrated control device according to one embodiment of the present invention is invalid and valid. It is explanatory drawing of the upshift threshold value used in the vehicle integrated control apparatus by one Embodiment of this invention. It is a flowchart which shows the control content by the vehicle integrated control apparatus by one Embodiment of this invention. It is a system block diagram of the vehicle integrated control apparatus by other embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 101 ... Engine control unit 102 ... Request output arbitration means 103 ... Air quantity control means 104 ... Fuel injection control means 105 ... Ignition timing control means 106 ... Electric throttle valve 107 ... Injector 108 ... Ignition coil 109 ... Transmission control unit DESCRIPTION OF SYMBOLS 110 ... Gear selection means 111 ... Transmission control means 112 ... Transmission 120 ... Display apparatus 302 ... IGN sensor 303 ... Engine speed sensor 304 ... Accelerator opening sensor 305 ... Throttle opening sensor 306 ... Intake air amount sensor 307 ... Intake Air temperature sensor 308 ... Brake operation amount sensor 309 ... Vehicle speed sensor 310 ... Speed limit switch 311 ... Shift position sensor 312 ... Input shaft rotational speed sensor 313 ... Hydraulic sensor

Claims (5)

A speed limiting function for limiting the maximum speed of the vehicle, a function for allowing the driver to arbitrarily set the speed limit of the speed limiting function, and a vehicle having a stepped transmission,
Request output arbitration means for calculating the engine request output by arbitrating the request output based on the accelerator opening by the operation of the driver and the request output based on the speed limit set by the speed limit function;
In a vehicle integrated control device having gear calculation means for calculating a shift-up command and a shift-down command based on the request output after arbitration by the request output arbitration means,
When the required output based on the speed limit set by the speed limit function is selected by the request output arbitration means, the gear calculation means is configured to shift up at a vehicle speed lower than a normal shift up threshold. A vehicle integrated control apparatus, wherein a shift-up command is calculated based on a request output after arbitration by the request output arbitration means, using a shift-up threshold during speed limitation that outputs The vehicle integrated control device according to claim 1,
The gear calculation means includes a threshold value for upshifting during the speed limit, a threshold value used for determining whether the engine required output and the vehicle speed are upshifted from the current gear to one higher gear, The vehicle integrated control device is characterized in that the vehicle integrated control device is calculated when it exists between the threshold values used for downshifting the gear. The vehicle integrated control device according to claim 1,
While the speed is limited, the driving force necessary to maintain the same vehicle speed after shifting to a gear higher than the current gear is predicted by the upshift command, and the required driving force due to a change in the gear ratio is output to the engine. A vehicle integrated control device comprising compensation means for compensating for an increase in the number of vehicles. The vehicle integrated control device according to claim 1,
The stepped transmission is an automatic transmission;
The vehicle integrated control device according to claim 1, further comprising a transmission control unit that executes a shift-up operation based on a shift-up command output from the gear calculation unit. The vehicle integrated control device according to claim 1,
The stepped transmission is a manual transmission;
A vehicle integrated control apparatus comprising display means for prompting a driver to perform a shift-up operation based on a shift-up command output from the gear calculation means.

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