JP3127701B2 - Control target changing device for in-vehicle control system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control target changing device for an on-vehicle control system which predicts a road condition of a road on which the vehicle is going to travel and changes the control target of the on-vehicle control system.

[0002]

2. Description of the Related Art Conventionally, as a shift control device for an automatic transmission, for example, a shift control device disclosed in Japanese Patent Application Laid-Open No. Hei 2-309049 is known.

The device described in this conventional source determines the road surface gradient based on the detection of the position of the vehicle and geographical information in which the road surface gradient information is stored and set in advance together with the road information, and the transmission gear position is determined based on the determined road surface gradient. Is disclosed.

[0004]

However, such a conventional shift control device for an automatic transmission has the following problems.

(1) It is presumed that a vehicle-mounted positioning device (navigation system) is mounted, and is expensive.

(2) It is extremely difficult to improve the positioning accuracy of the position of the vehicle, and an error of several tens of meters occurs at the time of the highest accuracy using satellite navigation (usually about 100 meters). . When used for selection of the transmission ratio (gear) of the automatic transmission on a gradient road, if the position of the gradient and the actual transmission position are shifted by as much as 100 meters, a considerable sense of incongruity is accompanied.

(3) The three-dimensional geographic information is expensive and the storage capacity is large, so the cost is high. Normal,
The in-vehicle positioning device has only two-dimensional map (road) information. (4) Since only the road gradient can be determined in the preceding example, a significant improvement in performance cannot be expected. (By measuring the gradient in real time and controlling the shift speed, the performance can be considerably improved.

(5) In the prior example, the control is performed based on the road gradient near the own vehicle position.
This is the same effect as when controlling.

The present invention has been made in view of the above-mentioned conventional problems, and an object thereof is to control a vehicle-mounted control system in which a control target is first changed based on road information of a road to be driven. In the goal changing device,
It is an object of the present invention to improve drivability according to a gradient or a bend of a road on which a vehicle travels frequently by using a highly accurate and inexpensive system.

[0010]

In order to achieve the above object, a control target changing apparatus for a vehicle-mounted control system according to the present invention comprises:
As shown in the claim correspondence diagram of FIG. 1, a road starting position input unit a for inputting a starting position of a road on which a driver travels, and a traveling distance detecting unit b for detecting a traveling distance of a vehicle.
If, during the running of the road the driver is traveling at least again, before
When the starting position of the road is inputted by the road starting position input means a , the traveling distance detecting means b detects the position.
Road information storage means c for storing road information as a function of the travel distance to be traveled, travel position detection means d for detecting the travel position of the vehicle, and traveling on a road in which road information is already stored.
When the traveling position detecting means d detects that the vehicle is traveling on the road stored in the road information storing means c, the road information reading means reads out the stored road information from the road information storing means c. Means e; and control target changing means g for changing the control target of the vehicle control system f to an optimum target based on the road information which is read out while sequentially measuring the traveling distance to the point where the road information changes. And characterized in that:

Here, the road information stored in the road information storage means c may be a road surface gradient and / or a degree of curvature.

[0012] The road start position input means a, even as the operation switch for passenger operation, also, the traveling position detecting
The means d may be a positioning means for measuring a position by plane coordinates.

[0013] The control target changing means g may be means for correcting a shift pattern based on the vehicle speed and the throttle opening of the automatic shift control system mounted on the vehicle to an optimum shift pattern based on road information.

If the information stored in the road information storage means c has an error due to a road surface friction coefficient or a change with time, the information of the vehicle-mounted gradient detector h and the curvature detector i and the stored road information are used. And a storage road information correction means j for comparing and correcting the above may be provided.

[0015]

In generating the road information at least when the driver travels on the road on which the vehicle travels again, when the position to be the starting point of the road is inputted by the road starting position input means a, the traveling detected by the traveling distance detecting means b Road information, such as the road surface gradient and the degree of curvature, is stored in the road information storage means c as a function of the distance.

When the vehicle travels on a road on which the road information has already been stored, the road information reading unit e stores the road position in the road information storage unit c by the driving position detecting unit d for detecting the driving position of the own vehicle. When it is detected that the vehicle is traveling on the road, the road information stored in the road information storage unit is read out, and the control target changing unit g sequentially measures the traveling distance to the point where the road information changes. The control target of the vehicle control system f is changed to the optimum target based on the read road information ahead.

Therefore, when the driver travels on a road or the like on which the driver frequently travels, the road information relating to the traveling road is generated as a function of the traveling distance based on the input of the starting point position, thereby enabling the on-vehicle positioning apparatus using satellite navigation. As compared with the case of using the navigation system, the positioning accuracy is high, and the system cost can be reduced by being applicable to vehicles without a navigation system.

Further, the control target of the vehicle control system f is changed to the optimum target based on the road information,
With the preceding control without response delay, the advantage of the vehicle control system f is maximized to be an ideal control, and the drivability on a sloped road, a curved road or the like is improved.

[0019]

Embodiments of the present invention will be described below with reference to the drawings.

First, the configuration will be described.

FIG. 2 is an overall system diagram showing a shift pattern changing device (an example of a control target changing device of an on-vehicle control system) of the automatic shift control system according to the embodiment of the present invention.

In FIG. 2, 1 is an automatic transmission, 2 is a control valve unit, 3 and 4 are shift solenoids,
5 is an AT controller, 6 is a traveling distance detector (corresponding to traveling distance detecting means b), 7 is a vehicle speed sensor, 8 is a vehicle position detector (corresponding to traveling position detecting means d), 9 is a yaw rate sensor (curvature detection). 10, a gradient detector (corresponding to a gradient detector h), 11 a storage switch (corresponding to road starting position input means a), 12 a brake switch, 13 an idle switch, and 14 a throttle opening. It is a sensor.

The AT controller 5 has an input circuit 5a for processing an input signal from each sensor and the like.
CP that performs various arithmetic processing based on input information from a
U5b and RAM storing rewritable information
5c and an output circuit 5d for outputting a solenoid drive command to the shift solenoids 3, 4 based on an output command from the CPU 5b.

The vehicle position detector 8 is a device for measuring the vehicle position by using a gyro, satellite, geomagnetism, or the like.

Next, the operation will be described.

[Shift Control Operation] FIG. 3 is a flowchart showing a general flow of the shift control operation performed by the AT controller 5, and each step will be described below.

In step (1), variables required for control are input according to the variable input processing flow shown in FIG.

In step (2), the storage switch 11 is set to o
n is determined.

In step (3), the storage switch 11 is set to o
When ff → on, the yaw rate Ry as the road bending degree information and the gradient θ as the road surface gradient information are stored according to the traveling distance L in accordance with the storage processing flow shown in FIG. Equivalent).

In step (4), a gear position is selected based on the corrected vehicle speed VSP-K1, the corrected throttle opening TVO + K2, and the shift map in accordance with the gear position selection flow shown in FIG.

In step (5), processes other than the speed change related to the automatic transmission 1, for example, a lock-up control process are performed.

In step (6), based on the detection signal from the own vehicle position detector 8, the traveling road is determined according to the stored flow shown in FIG. ) Is used to judge whether the road is road information.

In step (7), when it is determined that the vehicle is traveling on the stored road, the stored road information is read out, and the road information is read according to the correction amount calculation flow shown in FIG. While sequentially measuring the traveling distance L to the changing point, the correction amounts K1 and K2 of the vehicle speed and the throttle opening are calculated based on the preceding road information (corresponding to the road information reading means e and the control target changing means g). ).

In addition to this correction amount calculation, a traveling distance correction process is performed according to the distance correction process flow shown in FIG. 9 (corresponding to the storage road information correction means j).

Therefore, when the storage switch 11 is turned on when traveling on a well-traveled road, the flow proceeds to step (1) → step (2) → step (3).
In (3), the yaw rate Ry that is the degree of road curvature information and the gradient θ that is road surface gradient information are stored according to the traveling distance L.

Then, when following the same road,
Step (1) → step (2) → step (6) → step (7) → step (4) → step (5) .In step (7), the mileage to the point where the road information changes L
The vehicle speed and the throttle opening correction amounts K1 and K2 are calculated based on the road information while sequentially measuring the vehicle speed. In step (4), the corrected vehicle speed VSP-K1 and the corrected throttle opening TVO + K2 are calculated. A gear position is selected based on the shift map.

[Variable Input Processing] FIG. 4 is a flowchart showing a variable input processing flow in step (1). Each step will be described below.

In step 40, the traveling distance L is input,
In step 41, the vehicle speed VSP is input, and in step 42
, The own vehicle position (X, Y) is input, the yaw rate Ry is input in step 43, the gradient θ is input in step 44, the memory switch state SW is input in step 45, and the brake switch state BRK is input in step 46.
Is input, and in step 47, the idle switch state I
DL is input, and at step 48, the throttle opening TV
O is input.

[Storage Process] FIG. 5 is a diagram showing a flow of the storage process in step (3). Each step will be described below.

In step 50, the storage area I of the RAM
Xsave1 is set to IX.

In step 51, the storage switch 45 is set to o
It is determined whether or not ff has been switched to on.

In step 52, the storage start distance L0 is set as the running distance L at that time.

In step 53, the running starting position plane coordinate point X is stored in the RAM $ IX.
The driving start position plane coordinate point Y is stored in ＠ IX + 1.

In step 55, IX is set to IX + 2.

In step 56, it is determined whether the yaw rate Ry is greater than the set yaw rate Ryth.

In step 57, the gradient θ is equal to the set gradient θt.
It is determined whether it is greater than h. In step 58, the running distance L-L0 is stored in the RAM @ IX, in step 59, the yaw rate Ry is stored in the RAM @ IX + 1, and in step 60, the gradient .theta. Is stored in the RAM @ IX + 2.

In step 61, IX is set to IX + 3.

In step 62, IX sets IXsave1
It is said.

Therefore, in this storage processing, when the storage switch 45 is switched from off to on, the input position is set as the traveling start position and the plane coordinates (X, Y) of that position are set.
Is stored. When the on state of the storage switch 45 is maintained and the condition of Ry> Ryth or θ> θth is satisfied, the traveling distance L−L0, the yaw rate Ry, and the gradient θ at that time are stored as needed.

[Gear Position Selection] FIG. 6 is a flowchart showing the gear position selection flow in step (4). Each step will be described below.

In step 63, the vehicle speed VSP is corrected to VSP = VSP-K1 using a vehicle speed correction value K1 obtained by a correction value calculation process described later.

In step 64, the throttle opening TVO
Is a vehicle speed correction value K obtained by a correction value calculation process described later.
2, TVO = TVO + K2.

In step 65, a shift map is searched using the vehicle speed (VSP-K1) in step 63 and the throttle opening (TVO + K2) in step 64, and a gear position is selected.

In this search of the shift map, as shown in FIG. 10, by correcting the vehicle speed and the throttle opening, the shift pattern normally used is shifted by K1 in the vehicle speed direction.
Further, the gear position is searched for by the shift pattern shifted by K2 in the throttle opening direction.

In step 66, if the engine overspeeds at the gear position selected by searching the shift map, measures are taken to prevent overspeed.

[Judgment as to whether or not it is a stored road] FIG. 7 is a diagram showing a flow of judging whether or not it is a stored road in step (6). Each step will be described below.

In step 70, it is determined whether or not the control flag of the shift control based on the stored road information is on.

In step 71, the memory address IX is set to RA
The start of M5c is set to +3.

At step 72, it is determined whether the traveling distance information stored in RAM # IX is 0 or not.

In step 73, it is determined whether or not the traveling origin position plane coordinate point stored in RAM # IX-2 is X ± dX.

In step 74, it is determined whether or not the traveling origin position plane coordinate point stored in RAM # IX-1 is Y ± dY.

In step 75, if at least one of the conditions in steps 72 to 74 is not satisfied, the memory address IX
Is set to IX + 1.

At step 76, the memory address IX is
It is determined whether it is the last of M5c.

In step 77, YES in step 76
When it is determined that the road is not memorized, a determination result is given.

In step 78, the storage area I of the RAM
Xsave2 is set to IX.

In step 79, the memory address offset value IXofs is set to IXofs = 0.

At step 80, the running distance L is set to the running distance L1.

At step 81, the control flag is set to on.

In step 82, a result of the judgment that the road is stored is issued.

Therefore, whether or not the road is stored is determined in steps 72 to 74 by the IXsav of the RAM 5c.
The travel distance stored in e1 is 0 indicating the storage start point.
When the detected plane coordinates (X, Y) are substantially the plane coordinates (X ± dX, Y ± dY) of the storage start point, it is determined that the vehicle is in the traveling start state on the stored road, In steps 78 to 80, a shift control initialization process based on the stored road information is performed, and in step 81, a control flag is set.

[Correction Amount Calculation] FIG. 8 is a flowchart showing the correction amount calculation flow in step (7). Each step will be described below.

In step 83, the memory address IX is set to IX
= IXsave2 + IXofs.

In step 84, the traveling distance L2 from the start of the control based on the stored information is calculated by the equation L2 = L + L1.

At step 85, the travel distance D in which the road information is stored is calculated by the function f (VSP) of the vehicle travel speed and the stored travel distance of RAM @ IX.

In step 86, it is determined whether or not the traveling distance L2 from the start of the control based on the stored information has reached the traveling distance D in which the road information is stored.

In step 87, the traveling distance information RAM # IX in which the vehicle speed correction amount K1 is stored and the yaw rate Ry
Is calculated according to the following formula based on the driving distance information RAM ＠ IX in which the throttle opening correction amount K2 is stored and the gradient θ.

K1 = g1 (RAM ＠ IX + 1 (Ry)) K2 = g2 (RAM ＠ IX + 2 (θ)) In step 88, the brake switch state BRK is turned on.
Is determined.

In step 89, when BRK = on, it is determined whether or not RAM @ IX + 1 (Ry) is larger than the second yaw rate set value Ryth2.

In step 90, the vehicle speed correction amount K1 is further corrected by the correction value C by the equation K1 = K1 + C.

In step 91, the memory address offset value IXofs is set to IXofs = 3.

In step 92, a distance correction process is performed according to the flow shown in FIG. Therefore, in this correction amount calculation, while traveling on the stored road, the traveling distance is sequentially monitored, and each time new road information is stored, the vehicle speed used for searching the shift map when reaching the traveling point is reached. A correction amount K1 and a slot opening correction amount K2 are calculated. Further, when the brake is operated, the vehicle speed correction amount K1
Is corrected again.

[Distance Correction Processing] FIG. 8 is a diagram showing a flow of the distance correction processing in step (7) -1. Each step will be described below.

At step 93, the yaw rate R at which the yaw rate information stored in RAM # IX + 1 is detected.
It is determined whether it is the same as y.

In step 94, it is determined whether or not the gradient information stored in RAM @ IX + 2 is the same as the detected gradient θ.

At step 95, IX is set to IX + 3.

At step 96, the running distance information RAM # stored with the running distance L at which the running distance L1 is detected.
IX.

L1 = L-RAM @ IX Therefore, the stored yaw rate information RAM # I
X + 1 is compared with the detected yaw rate Ry, and the stored gradient information RAM ＠ IX + 2 and the detected gradient θ
As a result, when an error occurs due to a change in the friction coefficient of the road surface or an aging of the tire, the traveling distance L1 used in the control is corrected so as to eliminate the error.

[Specific Example of Shift Control] FIG. 11 shows an example of a shift pattern in this control. This shift pattern is searched using a value detected without correcting both the vehicle speed VSP and the throttle opening when traveling on a road where the road information is not stored, and the gear position is determined.

In FIG. 12, a thin dotted line shows a downshift line based on the basic shift pattern, and a thick dotted line shows a downshift line of the shift pattern changed by the throttle opening correction value K2 based on traveling on a slope.

As described above, when the shift pattern is changed by the throttle opening correction value K2, the downshift is easily performed. For example, when the accelerator pedal is depressed while the vehicle speed is constant from the point A to the point A ', the change is changed. While the downshift is performed from the fourth gear to the third gear in the shifted gear pattern, the fourth gear remains in the basic gear shift pattern, and the change in the gear shift pattern improves the acceleration on the slope road.

In FIG. 13, a thin solid line indicates an upshift line based on the basic shift pattern, and a thick solid line indicates a vehicle speed correction value K1 and a throttle opening correction value K based on running on a sloping curved road.
2 shows an upshift line of the shift pattern changed by 2.

As described above, when the shift pattern is changed by the vehicle speed correction value K1 and the throttle opening correction value K2, it is difficult to upshift. For example, the accelerator foot return operation is performed while the vehicle speed is constant from point B to point B '. Is performed, only the upshift is carried out from the first gear to the second gear in the changed gear shift pattern, but in the case of the basic gear shift pattern, the gear remains at the first gear and the fourth gear. Unnecessary shifting can be prevented. Further, since the engine can be sufficiently pulled at the intermediate opening, the acceleration performance on a slope road is improved.

Next, the effects will be described.

(1) Since the shift can be determined by one-dimensional information based on the distance traveled on the road, the shift control using the road information can be achieved with high accuracy and at low cost.

(2) It is possible to set a vehicle type without a navigation system while maintaining compatibility.

(3) Since the road information to be traveled is read ahead and the gear ratio (gear) is set in advance based on the road information, traveling with high drivability can be achieved by preceding control without response delay. it can. In particular, unnecessary shifting can be reduced, for example, at the time of returning the foot in front of the turning circuit.

Although the embodiment has been described with reference to the drawings, the specific configuration is not limited to the embodiment, and any change or addition without departing from the gist of the present invention is included in the present invention. It is.

For example, in the embodiment, an example of application to an automatic transmission control system as an on-vehicle control system has been described. However, an engine lean control system, an anti-skid brake system, a headlight irradiation direction control system, and a lockup control of an automatic transmission are described. The present invention can also be applied to other control systems mounted on a vehicle, such as a system and a suspension control system.

In the embodiment, the example in which the road surface bending information and the gradient information are stored as the road information has been described. However, road surface slip rate information, vehicle average speed information, traveling altitude information, tunnel information, and the like may be added. .

In the embodiment, an example has been shown in which the information stored in the road information storage means is corrected by comparison with the detected value. However, the weight between the data value already stored and the new data value by a plurality of storage processes is shown. The storage information may be updated by the attached average.

[0101]

[0102]

As described above, according to the present invention, in the control target changing device of the on-vehicle control system for changing the control target first based on the road information of the road to be driven from now on, the driver has at least Road to run again
At the time of traveling, road information storage means for storing road information as a function of the traveling distance when a position serving as the starting point of the road is input, and when traveling on a road on which road information is already stored,
If it is detected that the vehicle is traveling on a road in which the traveling position of the vehicle is stored, the vehicle is determined based on the road information that has been read out while sequentially measuring the traveling distance to the point where the road information changes. Since the apparatus is provided with control target changing means for changing the control target of the control system to an optimum target, a high-precision and inexpensive system can be used to represent at least the gradient of the road on which the vehicle travels at least again on behalf of the road that travels frequently. The effect that the drivability can be improved in accordance with the bending or the like is obtained.

This is a technique particularly useful in application to an automatic transmission control system mounted on a vehicle.

[Brief description of the drawings]

FIG. 1 is a claim correspondence diagram showing a control target changing device of an in-vehicle control system according to the present invention.

FIG. 2 is an overall system diagram showing a shift pattern changing device (an example of a control target changing device of an in-vehicle control system) of the automatic shift control system of the embodiment.

FIG. 3 is a flowchart illustrating a general flow of a shift control operation performed by an AT controller of the embodiment device.

FIG. 4 is a diagram illustrating a flow of a variable input process performed by an AT controller of the embodiment device.

FIG. 5 is a diagram showing a storage processing flow performed by an AT controller of the apparatus of the embodiment.

FIG. 6 is a diagram illustrating a gear position selection flow performed by an AT controller of the embodiment device.

FIG. 7 is a diagram illustrating a flow of determination performed by an AT controller of the embodiment device to determine whether or not a road is stored;

FIG. 8 is a diagram showing a correction amount calculation flow performed by an AT controller of the embodiment device.

FIG. 9 is a diagram showing a flow of a distance correction process performed by the AT controller of the apparatus of the embodiment.

FIG. 10 is a diagram showing a state of a gear position search in a shift map.

FIG. 11 is a diagram showing an example of a shift pattern used for shift control.

FIG. 12 is a diagram showing a shift pattern corrected so as to facilitate downshifting.

FIG. 13 is a diagram showing a shift pattern corrected so that an upshift is difficult.

[Explanation of symbols]

 a road starting position input means b running distance detecting means c road information storing means d running position detecting means e road information reading means f in-vehicle control system g control target changing means h gradient detector i curvature detector j storage road information correcting means

Claims (6)

(57) [Claims] 1. A road starting position input means for inputting a starting position of a road on which a driver travels, a traveling distance detecting means for detecting a traveling distance of a vehicle, and at least a time when the driver travels on a road on which the driver travels again. The road
When the starting position of the road is inputted by the road starting position input means, a road information storing means for storing road information as a function of the traveling distance detected by the traveling distance detecting means, and a traveling position of the own vehicle is detected. When traveling on a road on which road information is already stored, the traveling position detecting means detects the traveling information on the road stored in the road information storing means. Road information reading means for reading the road information stored from the storage means; and a control target of the vehicle control system based on the future road information which is read while sequentially measuring a traveling distance to a point where the road information changes. And a control target changing means for changing the target to an optimum target. 2. The on-vehicle control system according to claim 1, wherein the road information stored in the road information storage means is a road surface gradient and / or a degree of curvature. Control target changing device. 3. The control target changing device for an in-vehicle control system according to claim 1, wherein said road starting position input means is an operation switch operated by an occupant. 4. The control target changing device for an in-vehicle control system according to claim 1, wherein said traveling position detecting means is a positioning means for measuring a position by plane coordinates. apparatus. 5. The control target changing device for an in-vehicle control system according to claim 1, wherein the control target changing unit optimizes a shift pattern based on a vehicle speed and a throttle opening of an on-vehicle automatic shift control system based on road information. A control target changing device for an in-vehicle control system, which is means for correcting a shift pattern. 6. The control target changing device for an on-vehicle control system according to claim 1, wherein when the information stored in the road information storage means includes an error due to a road surface friction coefficient or a change with time, an in-vehicle gradient is detected. A control target changing device for an in-vehicle control system, further comprising a storage road information correcting means for comparing and correcting information of a device or a curvature detector with stored road information.