JP2014194254A - Shift instruction device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift instruction device which outputs shift instruction to an optimum shift stage upon sport running.SOLUTION: A shift instruction device 10 which is provided on a vehicle having a transmission capable of selecting a plurality of shift stages having different shift ratios according to a driver operation and outputs shift instruction urging a driver to practice shift operation includes: surplus driving force calculation means which calculates a surplus driving force utilizable for acceleration of the vehicle with respect to each of a shift stage selected in the present and a shift stage one-stage shifted; road information acquisition means which acquires information regarding a road shape in front of own vehicle; and shift necessity determination means which sets the priority by using a distance of an acceleration possible interval in front of the own vehicle and the surplus driving force with respect to each of the shift stage selected in the present and the shift stage one-stage shifted and, when the priority of the shift stage one-stage shifted is higher than the priority of the shift stage shifted in the present, outputs the shift instruction.

Description

  The present invention relates to a gear change instruction device provided in a vehicle such as an automobile and urges a driver to change gears, and more particularly to an apparatus that outputs an optimum gear change command during sports driving.

Proposed to provide a gear change instruction device for instructing the driver to the optimum gear position according to the purpose in a vehicle equipped with a manual transmission that performs a shift operation by manual operation of the driver or an automatic transmission having a manual mode. Has been.
For example, Patent Document 1 instructs upshifting and downshifting so as to improve fuel efficiency while the vehicle is running, and delays or prohibits a shift operation instruction in a situation where ensuring safety is important. A shift instruction device is described.

JP 2007-315535 A

The gear shift instruction device described in Patent Document 1 described above is intended to improve fuel efficiency during general driving, but there is a demand for a gear shift instruction device that instructs an appropriate gear shifting operation in sports driving such as circuit driving. Has been.
Conventionally, a shift-up indicator that turns on an indicator lamp when the engine speed reaches a preset shift-up speed is well known. In such a shift-up indicator, the linear length in front of the host vehicle is Because it does not consider the influence on the margin driving force due to the gradient, the downshift is required immediately after the upshift, the driving operation becomes complicated, or the vehicle speed cannot be increased by the resistance of the gradient after the upshift, In some cases, it was necessary to shift down again.
In view of the above-described problems, an object of the present invention is to provide a shift instruction device that outputs a shift instruction to an optimum gear position during sports running.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a shift instruction device that is provided in a vehicle having a transmission capable of selecting a plurality of shift stages having different gear ratios by a driver operation, and that outputs a shift instruction that prompts the driver to perform a shift operation. To obtain margin driving force calculation means for calculating margin driving force that can be used for acceleration of the vehicle for each of the currently selected shift speed and one speed shift speed, and information on the road shape in front of the host vehicle The priority is set by using the distance of the accelerating section ahead of the host vehicle and the marginal driving force for each of the road information acquisition means to perform, the currently selected shift stage, and the one-speed shift stage, and the current shift And a shift necessity determining means for outputting a shift instruction when the priority of the shift stage shifted by one step is higher than the priority of the shift stage being changed. It is.
According to this, in a situation where the acceleration possible section in front of the host vehicle is short and a downshift is required immediately after the upshift, the shift operation becomes complicated by not giving the upshift instruction, Therefore, it is possible to prevent time loss due to the driving force interruption.
In addition, when the marginal driving force after the shift is small, it is possible to prevent a situation in which the driving force is insufficient and the vehicle speed does not increase after the shift up by not issuing a shift instruction.

The invention according to claim 2 is characterized in that the shift necessity determination means increases the priority of the high speed side gear stage having a marginal driving force as the distance of the acceleration possible section ahead of the host vehicle becomes longer. The shift instruction device according to claim 1.
According to this, when the acceleration possible section in front of the host vehicle is long, the shift instruction is output with an emphasis on increasing the vehicle speed by shifting up rather than the complexity of the shifting operation, and for example, shortening the lap time in circuit driving, etc. it can.

According to a third aspect of the present invention, there is provided gradient information acquisition means for acquiring information related to a gradient of a road on which the host vehicle is traveling, and the margin driving force calculation means calculates the margin driving force using the information regarding the gradient. The shift instruction device according to claim 1 or 2, wherein the shift instruction device is calculated.
According to this, it is possible to appropriately maintain or improve the vehicle speed without issuing a gear shift instruction when the marginal driving force decreases due to the gradient resistance after the upshift.

According to a fourth aspect of the invention, the shift necessity determination means outputs a shift instruction to a shift stage having the largest reduction ratio among selectable shift stages when the vehicle is in a deceleration state equal to or greater than a predetermined deceleration. The shift instruction device according to any one of claims 1 to 3, wherein:
According to this, by selecting the speed stage with the maximum reduction ratio that can be selected in consideration of the allowable rotational speed of the engine at the time of deceleration, the rotational speed of the engine is increased to increase the pumping loss and the friction loss. The effect of engine braking can be enhanced.

  As described above, according to the present invention, it is possible to provide a shift instruction device that outputs a shift instruction to an optimum gear position during sports running.

It is a block diagram which shows the structure of the Example of the transmission instruction | indication apparatus to which this invention is applied. It is a flowchart which shows the control in the transmission instruction | indication apparatus of an Example.

  An object of the present invention is to provide a gear shift instruction device that outputs a gear shift instruction to an optimum gear position during sports driving. The priority of each gear position is determined by using a marginal driving force at each gear speed and a linear distance in front of the host vehicle. The problem was solved by setting the degree, and comparing the priorities of the respective gears to give a gear change instruction.

Embodiments of a shift instruction apparatus to which the present invention is applied will be described below.
The shift instruction device according to the embodiment is provided in an automobile such as a passenger car equipped with a manual transmission in which a driver performs a shift by a manual operation.
The manual transmission has, for example, six shift stages from the first speed (low speed side) to the sixth speed (high speed side).
For example, the shift instruction device displays on the display device provided in the meter panel, etc., the shift (shift up) to the shift stage on the first stage high speed side or the shift (shift down) to the lower stage side (shift down). It encourages gear shifting operations.

FIG. 1 is a block diagram illustrating a configuration of a shift instruction apparatus according to an embodiment.
The shift instruction device includes an engine control unit 10, a body integration unit 20, a behavior control unit 30, a meter unit 40, and the like.
These can communicate with each other via an in-vehicle LAN system such as a CAN communication system.

The engine control unit 10 comprehensively controls an engine such as a gasoline engine and its auxiliary machines, which are driving power sources for the vehicle.
The engine control unit 10 includes an information processing unit such as a CPU, a storage unit such as a RAM and a ROM, an input / output interface, a bus for connecting them, and the like.
The engine control unit 10 is connected to a crank angle sensor 11, an accelerator opening sensor 12, and the like.
The crank angle sensor 11 sequentially detects the angular position of the crankshaft that is the output shaft of the engine.
The engine control unit 10 calculates the rotational speed (rotation speed) of the engine based on the output of the crank angle sensor 11.
The accelerator opening sensor 12 is a position encoder that detects the amount of depression of an accelerator pedal to which the driver inputs an acceleration request.

The engine control unit 10 adjusts the output of the engine using the output of the accelerator opening sensor 12 or the like.
First, the engine control unit 10 calculates a target acceleration according to the accelerator opening and the traveling speed (vehicle speed) of the vehicle.
The target acceleration is calculated from a map set in advance according to the accelerator opening and the vehicle speed, for example.

Next, the engine control unit 10 calculates a target driving force using the target acceleration.
The target driving force is calculated using Equation 1 below.

Target driving force = Target acceleration × Acceleration resistance + Running resistance (Equation 1)

Here, the acceleration resistance is the sum of the vehicle weight and the inertial mass, and is a value unique to the vehicle.
The running resistance is calculated from a preset map.

Next, the engine control unit 10 calculates a target torque from the target output and the engine speed.
The target torque is calculated using Equation 2 below.

Target torque = (Target output / Engine speed) × K (Equation 2)

Here, K is a predetermined constant.
The engine control unit calculates the target throttle opening from the target torque using a preset map, and controls the actual throttle opening to be the target throttle opening by driving the throttle motor.

The engine control unit 10 also functions as a margin driving force calculation unit and a shift necessity determination unit according to the present invention.
These functions will be described in detail later.

The body integration unit 20 controls the various electrical components provided in the vehicle in an integrated manner.
A navigation device 21 is connected to the body integration unit 20.
The navigation device 21 includes a map data holding unit that holds map data related to the shape of a road on which the vehicle travels, and a positioning unit that detects the current position of the host vehicle using, for example, GPS. Yes.
The navigation device 21 provides the engine control unit 10 through the body integration unit 20 with information related to the distance of an accelerable section ahead of the host vehicle, the slope of the road on which the host vehicle is traveling, and the like.
Here, the accelerating section is typically the remaining straight distance in front of the host vehicle, but may include a gentle curve road that can travel with the engine output substantially fully open.

The behavior control unit 30 performs behavior control that generates a yaw moment in a direction that suppresses the behavior by generating a braking force difference in the brakes of the left and right wheels when a behavior such as understeer or oversteer occurs in the vehicle. Brake control is performed.
The behavior control unit 30 is connected to an acceleration sensor 31, a wheel speed sensor 32, and the like.
The acceleration sensor 31 detects the longitudinal acceleration acting on the vehicle body.
The wheel speed sensor 32 detects the rotational speed of the wheel.
The behavior control unit 30 calculates the traveling speed (vehicle speed) of the vehicle based on the output of the wheel speed sensor 32.

The meter unit 40 is a display device that displays various types of information, for example, provided in front of a driver in an instrument panel that is a vehicle interior member.
The meter unit 40 is provided with, for example, a meter for displaying a vehicle speed, an engine speed, a remaining fuel amount, various indicator lights, a warning light, and the like.
The meter unit 40 also has a function of performing a shift instruction display that prompts the driver to perform a shift operation based on a signal from the engine control unit 10.

Hereinafter, the shift instruction in the above-described shift instruction apparatus will be described in detail.
FIG. 2 is a flowchart illustrating control in the shift instruction apparatus according to the embodiment.
Hereinafter, the steps will be described step by step.
<Step S01: Calculation of engine speed after shifting>
The engine control unit 10 shifts down to N-1 speed when it is traveling at N speed (Nth speed from the most decelerated shift speed) and is shifted up to N + 1 speed at the current vehicle speed. If so, the engine speed is calculated.
The engine speed after the shift-up and after the shift-down can be calculated based on the current engine speed and the ratio between the current speed reduction ratio and the speed reduction ratio after the shift.
Thereafter, the process proceeds to step S02.

<Step S02: Calculation of margin driving force before and after shifting>
The engine control unit 10 calculates the marginal driving force at the current shift speed (N speed), the shift speed after the upshift (N + 1 speed), and the shift speed after the downshift (N-1 speed).
The surplus driving force is a value obtained by subtracting the driving force corresponding to various running resistances necessary to maintain the current vehicle speed from the driving force that can be generated at each gear, and can be used for vehicle acceleration. Showing power.
The marginal driving force can be calculated from the vehicle speed, the rotation speed, the gradient, the torque characteristics, and the like.
Here, for the gradient, for example, data on the gradient of the road held by the navigation device 21 may be used. Further, the output of the acceleration sensor 31 may be corrected and calculated based on the vehicle speed change rate (acceleration / deceleration) obtained based on the output of the wheel side sensor 32.
Thereafter, the process proceeds to step S03.

<Step S03: G determination before and after>
The engine control unit 10 monitors the output of the acceleration sensor 31 provided from the behavior control unit 30, and determines that the vehicle is accelerating when the state where the longitudinal G is greater than 0 continues for a predetermined time or more. Then, the process proceeds to step S04.
In other cases, it is determined that the vehicle is decelerating, and the process proceeds to step S05.

<Step S04: Calculation of priority of each gear stage>
The engine control unit 10 calculates priorities at the current shift speed (N-speed), the shift speed after the upshift (N + 1 speed), and the shift speed after the shift-down (N-1 speed).
The priority is calculated using a priority map as shown in Table 1, for example.
As shown in Table 1, the priority is set so as to increase as the marginal driving force increases and as the remaining straight line distance (accelerated distance) ahead of the host vehicle increases.

<Step 05: Overrev determination>
The engine control unit 10 is concerned that overrev may occur if the engine speed when shifting down from the current N speed to the N-1 speed is higher than a preset allowable maximum engine speed. Proceed to step S10.
On the other hand, if the engine speed is equal to or lower than the maximum allowable engine speed, it is determined that no overrev occurs even if the engine is downshifted, and the process proceeds to step S11.

<Step S06: Judgment of Necessity for Upshifting>
The engine control unit 10 compares the priority of the N speed and the N + 1 speed calculated in step S05, and when the priority of the N + 1 speed is higher than the priority on the N side, the process proceeds to step S08.
On the other hand, if the priority of the (N + 1) th speed is equal to or less than the priority on the N side, the process proceeds to step S07.

<Step S07: Determination of Necessity for Shift Down>
The engine control unit 10 compares the priority of the N speed and the N-1 speed calculated in step S05, and when the priority of the N-1 speed is higher than the priority on the N side, the process proceeds to step S09.
On the other hand, if the priority of the (N-1) th speed is equal to or less than the priority on the N side, the process proceeds to step S10.

<Step S08: Upshift instruction output>
The engine control unit 10 instructs the meter unit 40 to output a shift up instruction.
In response to this, the meter unit 40 outputs a display prompting the driver to shift up to N + 1 speed.
Thereafter, the series of processing is terminated (returned).

<Step S09: Shift down instruction output>
The engine control unit 10 instructs the meter unit 40 to output a downshift instruction.
In response to this, the meter unit 40 outputs a display prompting the driver to shift down to the N-1 speed.
Thereafter, the series of processing is terminated (returned).

<Step S10: No shift instruction>
The engine control unit 10 outputs neither the downshift instruction nor the upshift instruction to the meter unit 40.
Thereafter, the series of processing is terminated (returned).

<Step S11: Shift-down instruction output>
The engine control unit 10 instructs the meter unit 40 to output a downshift instruction.
In response to this, the meter unit 40 outputs a display prompting the driver to shift down to the N-1 speed.
Thereafter, the series of processing is terminated (returned).

According to the embodiment described above, the following effects can be obtained.
(1) By setting the priority for each gear using the marginal driving force and the remaining straight line distance, and determining whether or not shifting is necessary, the remaining straight line distance in front of the host vehicle is short, and even if the gear is upshifted In situations where down is required, by not issuing a shift-up instruction, it is possible to prevent the shifting operation from being complicated and to prevent the driving force from being lost due to shifting.
(2) By not issuing a gear shift instruction when the marginal driving force after shifting is small, it is possible to prevent a situation where the driving force is insufficient and the vehicle speed does not increase after shifting up.
(3) When the remaining straight line distance in front of the host vehicle is long, it is possible to output a shift instruction with an emphasis on increasing the vehicle speed by shifting up rather than the complexity of the shift operation, and for example, it is possible to shorten the lap time in circuit driving.
(4) By selecting the maximum gear ratio that can be selected in consideration of the allowable engine speed during deceleration, the engine speed is increased to increase pumping loss and friction loss, so-called engine braking. Can enhance the effect.
(5) It is possible to prevent the shifting operation from being complicated by not outputting the shifting instruction when the priorities are equal.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
For example, the configuration of each element constituting the shift instruction device is not limited to the above-described embodiment, and can be changed as appropriate.
For example, in the embodiment, the acceleration-enabled section in front of the host vehicle is detected using the navigation device. However, the present invention is not limited to this, and external recognition means such as road-to-vehicle communication or a stereo camera may be used.
Further, when the traveling road is a round course such as a circuit, the acceleration possible section may be detected by using a previous round running locus obtained by a positioning system such as GPS.
In the embodiment, a shift instruction is given for both upshifting and downshifting. However, only one of upshifting or downshifting may be instructed.
In the embodiment, the transmission is a manual transmission. However, in the present invention, the CVT having a manual mode for selecting a plurality of shift speeds having a preset gear ratio by manual operation of the driver, step AT, Even automatic transmissions such as DCT and AMT can be used.
The driving power source for the vehicle is not limited to the gasoline engine, but may be another type of internal combustion engine such as a diesel engine, or a hybrid system in which the engine and an electric motor are combined.

DESCRIPTION OF SYMBOLS 10 Engine control unit 11 Crank angle sensor 12 Accelerator opening sensor 20 Body integration unit 21 Navigation apparatus 30 Behavior control unit 31 Acceleration sensor 32 Wheel speed sensor 40 Meter unit

Claims (4)

A shift instruction device provided in a vehicle having a transmission capable of selecting a plurality of shift speeds having different gear ratios by a driver operation, and outputting a shift instruction prompting the driver to perform a shift operation,
A margin driving force calculation means for calculating a margin driving force that can be used for acceleration of the vehicle for each of the currently selected shift speed and the first shift speed;
Road information acquisition means for acquiring information on the road shape ahead of the host vehicle;
Priorities are set for each of the currently selected shift stage and the shift stage that has been shifted by one step using the distance of the accelerating section ahead of the host vehicle and the margin driving force, and the priority of the shift stage that is currently being shifted And a shift necessity determination means for outputting a shift instruction when the priority of the shift stage shifted by one step is higher than the shift stage. The speed change necessity determination means increases the priority of the high speed side gear stage having a marginal driving force as the distance of the acceleration possible section ahead of the host vehicle becomes longer. Shift instruction device. It has a gradient information acquisition means for acquiring information related to the gradient of the road on which the host vehicle is traveling,
The shift instruction device according to claim 1 or 2, wherein the margin driving force calculation means calculates the margin driving force using information related to the gradient. The gear shift necessity determination means outputs a gear shift instruction to a gear step having the largest reduction ratio among selectable gear steps when the vehicle is in a deceleration state equal to or greater than a predetermined deceleration. The shift instruction device according to any one of claims 1 to 3.

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