JP3141928B2 - Vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to a vehicle control device, and more particularly, to a control device for curve control for controlling a gear ratio according to a road shape .

[0002]

2. Description of the Related Art In recent years, a navigation system device for informing a driver of road information around a current position of a vehicle and guiding a traveling route to a destination of the vehicle is mounted on the vehicle. A control device that performs vehicle control according to road information related to the surroundings of a position has been proposed (Japanese Patent Publication No. 6-58141).

[0003]

In the automatic transmission, several shift modes are set so that a shift pattern of a shift speed can be selected according to a traveling purpose. Normally, the shift mode includes a normal mode, a power mode, and a snow mode (manual mode). Among them, the snow mode is provided on the assumption that the vehicle runs on a road having a small friction coefficient on the road surface, such as a snowy road. In other words, on snowy roads and the like, it is preferable to run the vehicle while minimizing the number of shift speed changes in consideration of the running stability of the vehicle and the like.

On the other hand, may change the shift speed corresponding to the road shape is performed, if you select the snow mode, such control rather annoying. Further, it is troublesome to perform the operation of releasing the gear position control every time the snow mode is selected.

[0005] From such a viewpoint, the present invention provides a vehicle control apparatus capable of releasing the control of the shift speed according to the road shape at the same time when an operation for changing to a shift mode with a low shift frequency is performed. It is intended to be.

[0006]

This and other objects are achieved by the present invention described below.

(1) A switch for selecting a snow mode assuming that the vehicle runs on a road with a low coefficient of road friction such as a snowy road, and a shift map for determining a gear ratio of the automatic transmission.
And the upper limit on the high-speed side of the gear ratio selected by the automatic transmission.
The value is determined according to the road shape, and the determined speed ratio
Compare the upper limit value on the speed side with the gear ratio based on the gear shift map
To, setting means for setting the gear ratio of the low speed side, the Sui
When the snow mode is selected with the switch,
It is characterized by comprising a releasing means for releasing the setting by
That the vehicle control device.

(2) There is provided road information storage means for storing road information, and the setting means acquires a road shape based on the road information stored in the road information storage means. The vehicle control device according to claim 1.

(3) It is determined whether the present mode is the snow mode assuming that the vehicle travels on a road having a low coefficient of friction, such as a snowy road.
Determining means for disconnecting, and a variable for determining the speed ratio of the automatic transmission.
Speed map and the high speed of the gear ratio selected by the automatic transmission.
Side upper limit value according to the driving environment, and
Speed ratio based on the upper limit of the speed ratio on the high speed side and the speed change map
Setting means for setting the speed ratio on the low speed side by comparing
If the determination unit determines that the mode is the snow mode,
In the case, the vehicle control device includes a release unit that releases the setting by the setting unit.

(4) There is provided road information storage means for storing road information, and the setting means specifies a driving environment based on the road information stored in the road information storage means. The vehicle control device according to claim 1.

(5) Road information storage means for storing road information, current position detection means for detecting a current position on the road, and recommended travel speed calculation for calculating a recommended travel speed when passing through a specific point on the road Means, a distance calculating means for calculating a section distance from the specific point to the current position, a vehicle speed detecting means for detecting the current vehicle speed, and determining a gear ratio based on the shift map.
First speed ratio determining means, the section distance, and a high speed ratio in accordance with a speed difference between the recommended traveling speed and the current vehicle speed.
A second gear ratio determining means for determining an upper limit value of the speed side, the first
The gear ratio determined by the first gear ratio determining means and the second gear ratio determination
Compare with the upper limit on the high speed side of the gear ratio determined by the
An automatic transmission that sets the speed ratio on the low-speed side; determining means for determining whether or not the vehicle is in a snow mode assuming traveling on a road with a small road surface friction coefficient such as a snowy road; If it is determined that there is, before
A vehicle control device comprising: a release unit configured to release the restriction on the gear ratio by the second gear ratio determination unit .

(6) A driving operation detecting means for detecting a driving operation of the driver, wherein the second speed ratio determining means detects an upper limit of a speed ratio on a high speed side when the driving operation of the driver is detected.
The vehicle control device according to (5), wherein the value is determined .

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One preferred embodiment of the present invention will be described below.
One will be described in detail with reference to the accompanying drawings. FIG. 1 is a block diagram showing the configuration of the vehicle control device of the present invention. The vehicle control device 1 of the present invention includes a navigation system device 10, an automatic transmission, an AT mode selection unit 20, and a vehicle state detection unit 30. The navigation system device 10 includes a navigation processing unit 11, a data storage unit 12, which is a road information storage unit, a current position detection unit 13, a communication unit 15, an input unit 16, a display unit 17,
And an audio output unit 19.

The navigation processing unit 11 performs various arithmetic processing such as navigation processing based on the input information, and outputs a result thereof to a central control unit (hereinafter referred to as “CP”).
U ”) 111. This CPU 111
The ROM 112 and the RAM 113 are connected via a bus line such as a data bus. The ROM 112 is a read-only memory in which various programs for searching for a route to a destination, traveling guidance on the route, determining a specific section, and the like are stored. RAM 113 is a CPU
Reference numeral 111 denotes a random access memory as a working memory for performing various arithmetic processing.

The data storage unit 12 stores map data files, intersection data files, node data files, road data files, photographic data files, and information on various regions such as hotels, gas stations, and sightseeing spots in each region. It has other stored data files. In each of these files, while performing a route search, a guide map is displayed along the searched route, characteristic photographs and frame diagrams at the intersection and the route are displayed, the remaining distance to the intersection, the next intersection, The display unit 17 and the audio output unit 19 display the traveling direction of the
Various data to be output from are stored.

Of the information stored in these files, those used for route search in normal navigation are the files storing intersection data, node data, and road data. These files include road width, slope, cant, bank, road surface condition, radius of curvature of the corner, intersection, T-junction, number of lanes on the road, points where the number of lanes decreases, entrance of corner, railroad crossing, high speed Road information including road attributes such as a road exit rampway, a tollgate on a highway, a point where the width of a road becomes narrower, a downhill road, an uphill road, and a road type (national road, general road, highway, etc.) is stored. . Here, the traveling environment can be specified based on the road information such as the intersection data, the node data, and the road data, and includes a concept including a change in a road surface based on weather (rainy road, snowy road, and the like). It is. These changes in the road surface can be detected by use of a wiper, a road surface sensor, or the like.

Each file is, for example, DVD, MO, C
Various storage devices such as a D-ROM, an optical disk, a magnetic tape, an IC card, and an optical card are used. Each file has a large storage capacity, for example, it is preferable to use a CD-ROM. However, for individual data such as other data files and data for each area, an IC card may be used.

The current position detecting section 13 includes a GPS receiver 131, a geomagnetic sensor 132, a distance sensor 133, a steering sensor 134, a beacon sensor 135, and a gyro sensor 136. GPS receiver 13
Reference numeral 1 denotes a device that receives a radio wave emitted from an artificial satellite and measures the position of the own vehicle. The terrestrial magnetism sensor 132 detects terrestrial magnetism to determine the direction in which the vehicle is facing. As the distance sensor 133, for example, a sensor that detects and counts the number of rotations of a wheel, a sensor that detects acceleration and integrates twice, and other measuring devices are used. Steering sensor 134
For example, an optical rotation sensor or a rotation resistance volume attached to a rotating portion of a steering wheel is used, but an angle sensor attached to a wheel portion may be used. The beacon sensor 135 receives position information from a beacon arranged on the road. The gyro sensor 136 is configured by a gas rate gyro, a vibration gyro, or the like that detects the rotational angular velocity of the vehicle and integrates the angular velocity to determine the azimuth of the vehicle.

The GPS receiver 13 of the current position detector 13
1 and the beacon sensor 135 can independently measure the position, but in other cases, the distance sensor 133
, Or a combination of the azimuth detected by the geomagnetic sensor 132 and the gyro sensor 136, or the combination of the distance detected by the distance sensor 133 and the steering angle detected by the steering sensor 134. The absolute position (own vehicle position) is detected.

The communication unit 15 transmits and receives various data to and from an FM transmission device, a telephone line, and the like.
For example, various data such as road information such as traffic congestion and traffic accident information received from an information center or the like are received.

The input unit 16 is configured to correct the current position at the start of traveling and to input a destination. Examples of the configuration of the input unit 16 include a touch panel that is arranged on a screen of a display that configures the display unit 17 and that inputs information by touching keys and menus displayed on the screen, a keyboard, a mouse, and a bar. Examples include a code reader, a light-on, and a remote control device for remote operation.

The display unit 17 displays an operation guide, an operation menu, operation keys, a route to a guide point set in response to a request from the user, and various maps such as a guide map along a traveling route. Display is performed. As the display unit 17,
A CRT display, a liquid crystal display, a plasma display, a hologram device that projects a hologram on a windshield, or the like can be used.

The voice input unit 18 is constituted by a microphone or the like, and inputs necessary information by voice. The voice output unit 19 includes a voice synthesizer and a speaker, and outputs guidance information of voice synthesized by the voice synthesizer. Note that, in addition to the voice synthesized by the voice synthesizer, various kinds of guidance information may be recorded on a tape and output from a speaker, or the synthesized voice of the voice synthesizer and the voice of the tape may be output. They may be combined.

The navigation system device configured as described above informs the driver of road information around the current location of the vehicle and guides the traveling route to the destination of the vehicle. That is, when the destination is input from the input unit 16, the navigation processing unit 11 determines the travel route from the road information read from the data storage unit 12 to the destination based on the own vehicle position detected by the current position detection unit 13. The selected route is output to the display unit 17, and the driver is guided to the destination by the traveling route displayed on the display unit 17 and the voice output from the voice output unit 19. If the destination has not been input, road information around the own vehicle position is output to the display unit 17.

In the navigation system device 10 as described above, the current position detecting means is the current position detecting unit 1.
3 and the road information storage means is configured by the data storage unit 12. The node as a specific point in the traveling direction of the own vehicle position is determined based on the own vehicle position detected by the current position detection unit 13, the running direction of the own vehicle, and the road information stored in the road information storage unit. Depending on the position, the navigation processing unit 11 determines that the vehicle is located in a predetermined section ahead (for example, a section 1000 m away from the vehicle position).
Is detected. Further, the distance calculating means includes a current position detecting unit 1.
3, data storage unit 12, navigation processing unit 11
And calculates the distances L1 to Ln from the current position to each node as shown in FIGS.

The node radius calculation means includes a data storage unit 12
And a navigation processing unit 11, as shown in FIG.
, The node radii R1 to Rn are calculated for each of the nodes N1 to Nn. Here, a node is an element indicating a position shape of a road in a digital map, and digitized road information is constituted by a point (node) indicating a position on the road and a line (link) connecting the nodes. You.
In the present embodiment, a node is a specific point. The method of calculating the node radius at a specific point can be calculated, for example, from the crossing angle of the link crossing at the specific point, the link length, and the like.

The recommended traveling speed calculating means includes a data storage unit 12, a current position detecting unit 13, and a navigation processing unit 11, and has a node radius R1 to Rn;
Vehicle speeds (node speeds) V1 to Vn (recommended traveling) recommended when passing through each node position according to a predetermined data table as shown in FIG. Speed) is calculated for each node.

The gear ratio control means is constituted by the navigation processing unit 11. Navigation processing unit 1
1 calculates the recommended traveling speed from the node information located in the traveling direction of the vehicle as described above, and passes each node at the recommended traveling speed based on the data table shown in FIG. It is determined at which speed stage it is appropriate to decelerate, and based on the determination, the range of changeable speed stages, that is, the upper limit of changeable speed stages (high-speed side
Upper limit) . After confirming that the driver intends to decelerate, the navigation processing unit 11 serving as the gear ratio setting unit outputs the upper limit value to the A / T ECU 40. The A / T ECU 40 controls the navigation processing unit 11
The upper limit value of the shift speed determined in the above is compared with the shift speed determined based on the normal shift map.
The (lower speed) gear is set as the actual gear.

When a signal for setting the shift mode to the snow mode is input from the AT mode selecting section 20, the navigation processing section 11 serving as the restriction canceling section and the canceling section issues an upper limit command of the shift step to the shift step. 4th gear, which means no regulation.

The AT mode selection section 20 is an operation section for selecting a shift position and a shift mode. The vehicle state detection unit 30 includes a vehicle speed sensor 31 as vehicle speed detection means, a brake sensor 32, an accelerator sensor 33, and a turn signal sensor 34 as driving operation detection means, and further has a throttle opening degree sensor 35. The vehicle speed sensor 31 indicates the vehicle speed V, the brake sensor 32 indicates whether or not the brake is depressed (ON / OFF), the accelerator sensor 33 indicates the accelerator opening α, the turn signal sensor 34 indicates the ON / OFF of the turn signal switch, and the throttle sensor. Detects the throttle opening θ.

The detected driving operations include a brake ON / OFF signal, an accelerator opening signal, and a blinker O signal.
Each is supplied to the navigation processing unit 11 as an N / OFF signal. The vehicle speed V detected by the vehicle speed sensor 31 is supplied to the navigation processing unit 11 and an electric control circuit unit 40 to be described later, and the throttle opening θ detected by the throttle sensor is supplied to the electric control circuit unit 40. You.

In the driving operation, the driver's deceleration operation can be detected by the brake ON signal. Also,
The driver's deceleration operation can be detected based on the change in the accelerator opening α. That is, it is possible to detect the intention of the driver to decelerate by detecting that the accelerator has been depressed from a depressed state to a non-depressed state (α ≒ 0). Further, even when the accelerator is depressed, it is possible to detect a deceleration operation of the driver, for example, when the accelerator opening decreases at a predetermined change rate or more. Furthermore, the intention of the driver to decelerate can be predicted based on the turn signal of the turn signal, and detected as a deceleration operation.

The automatic transmission is constituted by a gear train mainly composed of planetary gears and a mechanical section (referred to as A / T in the figure) comprising a hydraulic circuit for engaging and disengaging components of the gear train to form a shift stage. And an electric control circuit unit (hereinafter, referred to as an A / T ECU) 4 for controlling the mechanism unit 41
0. The navigation system device 10 and the A / T ECU 40 are connected to each other via a communication line, and communication is appropriately performed.

The A / T ECU 40 is connected to a vehicle speed sensor 31 and a throttle opening sensor 35, and a vehicle speed signal is sent from the vehicle speed sensor 31 to the throttle opening sensor 35.
Receives a throttle opening signal. Further, a shift position signal corresponding to the shift position selected by the AT mode selection unit 20 is input from a shift position sensor (not shown) attached to the mechanism unit 41.

On the other hand, from the A / T ECU 40 to the mechanism 41
A drive signal is output to an actuator (hydraulic solenoid) in the hydraulic circuit described above, and based on the drive signal, the actuator operates to form a gear stage and the like. A / T
The ECU 40 is also controlled by a control program stored in the EEPROM 42. For example, the gear position is selected based on the throttle opening detected by the throttle opening sensor 35 and the vehicle speed from the vehicle speed sensor 31. It is configured to be performed based on a memory table (shift map). This shift map determines the shift speed unique to the automatic transmission.

The shift map is prepared according to each of the normal mode, the power mode, and the snow mode. The normal mode and the power mode are determined based on a shift mode change command signal supplied from the navigation processing unit 11. Changed automatically. Further, the shift mode can be changed via the AT mode selection unit 20 according to the driver's will. The AT mode selection section 20 is provided with a changeover switch as a mode changing means, and is provided with a power mode switch and a snow mode switch. These switches are manually operated, and when the power mode switch is turned on, the shift mode becomes the power mode, and when the snow mode switch is turned on, the shift mode becomes the snow mode. When both the power mode switch and the snow mode switch are off, the normal mode is selected. Further, when the snow mode switch is turned on, as will be described later, the curve control for controlling the gear position according to the road shape is released, and the change of the gear position by automatic control is prohibited. In the present embodiment, the snow mode switch constitutes a mode changing unit.

Here, the normal mode is an economical running pattern in which fuel economy and power performance are well-balanced, and is used for normal running. A shift map as shown in FIG. 4 is used. The power mode is a pattern emphasizing power performance, and is used for driving in a mountainous area or the like. In the gear position map, a large region of the low speed gear is taken. The snow mode is a mode used when the coefficient of friction of the road surface is small, such as on a snowy road, and it is necessary to reduce the frequency of changing the gear position. For example, the shift map shown in FIG. Used.

In the present embodiment, by limiting the high speed side (upper limit) of the shift speed without changing the inherent shift map, control is performed such that the shift speed is shifted to the low speed side as a result. are doing. Therefore, any shift map can be used as the unique shift map.

The shift lever provided in the AT mode selection section 20 is a 6-position type in which six shift positions of a parking range, a reverse range, a neutral range, a drive range, a second range, and a low range can be selected. Is mechanically connected to a shift position sensor (not shown). In the shift range of the drive range, a shift speed is selected between the first and fourth speeds, in the second range, a shift speed is selected between the first and second speeds, and in the low range, only the first speed is set. .

In this embodiment, only when the shift lever is held at the shift position of the drive range, the navigation system device 10 can execute the regulation of the gear position. For example, A / TE
If the upper limit is set to the third speed by the navigation processing unit 11 even if the fourth speed is determined by the CU 40,
The drive signal is output only in the range from the first speed to the third speed. The reason that the gear position is not regulated in a range other than the drive range is that the driver selects the gear position, and therefore it is considered that the regulation of the gear position does not comply with the driver's will. Then, a drive signal is output within the range to the hydraulic circuit of the mechanism section 41 for setting the gear ratio.

Engine control unit (E in the figure)
/ G ECU 50) changes a fuel injection command or the like based on a signal of a throttle opening, an engine speed from an engine (E / G in the figure) 51 and other information (cooling water temperature, sensor signal, etc.). Then, the engine 51 is controlled. In the present embodiment, the range of changeable gears is a restricted range in which the upper limit is restricted.

Hereinafter, the control operation of the navigation processing unit 11 will be described in detail with reference to the flowcharts shown in FIGS. FIG. 6 shows a process executed by the navigation processing unit 11. FIG.
FIG. 8 shows a curve control routine, and FIG. 8 shows a control mode release routine. As shown in FIG. 6, the control of the navigation processing unit 11 according to the embodiment of the present invention is performed as follows.

The road information such as the current position and the traveling direction of the vehicle 2 is obtained (step S10). The road information of the traveling direction includes the type of the road currently traveling, the shape of the road ahead,
Includes coordinate data of each of the nodes N1 to Nn ahead of the current position. Next, vehicle information is acquired (step S3).
0). The vehicle information includes a vehicle speed V, a throttle opening, an accelerator opening α, a brake signal, a currently selected shift mode, a shift position, and the like.
These pieces of information are stored in the sensors 31 of the vehicle state detection unit 30,
32, 33, 34, 35, or A /
It is obtained via the T ECU40. Further, the shift mode can be obtained directly from the AT mode selection unit 20 instead of being obtained from the A / T ECU 40.

The curve control routine shown in FIG. 7 is executed (step S50). In step S10, the acquired data, that is, nodes N1 to Nn on the planned traveling route
(See FIG. 2), the distance L from the current position to each node
1 to Ln and a node radius r1 for each of the nodes N1 to Nn.
rn is calculated (step S501).

The node speed (recommended traveling speed) V is obtained from the node radii r1 to rn of each of the nodes N1 to Nn.
1 to Vn, and based on the current vehicle speed V0 and the distances L1 to Ln from the current position to the respective nodes N1 to Nn, the necessity of the gear position regulation control is determined based on the regulation gear position map (FIG. 3). A determination is made for each node (step S503). The deceleration for decelerating from the current vehicle speed V0 to the node speeds V1 to Vn of the nodes N1 to Nn ahead is obtained for each node, and the necessity of control is determined for each node.

The regulating shift speed map shown in FIG. 3 sets recommended decelerations in consideration of the deceleration by changing the shift speed, safe deceleration, vehicle behavior, and the like. This is a map in which the most appropriate gear (hereinafter referred to as “optimal gear”) is set. The speed values (second speed, third speed) that regulate the upper limit are determined based on the map. That is, the deceleration required to decelerate to each of the node speeds V1 to Vn is displayed as deceleration curves m1 and m2, and the current vehicle speed V0, which is the speed at the current position, is compared with the current vehicle speed V0. Is larger, it is determined that control is necessary. The deceleration curves are set in correspondence with the gears considered to be desirable for each deceleration level, and two deceleration curves m1 and m2 are provided for each node point.

When the vehicle speed V0 is located above the deceleration curve m1 on the upper side of the figure, the upper limit of the shift speed is set to the second speed (the optimal shift speed 2nd speed), and the deceleration curve m1 and the deceleration curve m2 are compared. In the case of being located in the middle, the upper limit of the shift speed is set to the third speed (the optimal shift speed third speed), and the speed is higher than the node speed Vn (V1)
If it is equal to or less than the deceleration curve m2, the upper limit of the shift speed is set to 4
The speed is controlled so as to be set to the speed. In this case, the speed limit control is not performed, and the speed is determined based on a normal shift map. This optimum gear is set from the viewpoint of what gear is more appropriate for decelerating to the node speed, and is applied after confirming the driver's will, as described later. The configuration is as follows.

This deceleration curve is calculated for each node N1, N2
Is determined for each of the node speeds V1 and V2 and the necessity of the upper limit of the shift speed is determined. Then, among the determined nodes, the optimum shift speed with the highest degree of regulation (the lower limit of the shift speed) is determined as the upper limit regulation value.

For example, in FIG. 3, when the current vehicle speed is V0, it is desirable to set the upper limit of the shift speed to the third speed in order to pass the node N1 at the recommended speed V1 (P1).
To pass through the node N2 at the recommended speed V2, (P
2), the upper limit must be 2nd speed. In this case, the second speed is set as the upper limit of the shift speed (optimum shift speed).

Next, it is determined whether or not the driver intends to decelerate (step S505). In the present embodiment, it is determined whether or not the accelerator has changed from being depressed to being not depressed. In other words, the accelerator opening is small enough,
In addition, it is determined whether or not the change rate Δα of the accelerator opening is closed at a predetermined change rate δ or more. If the accelerator opening is sufficiently small and the change rate Δα of the accelerator opening α is closed at a predetermined change rate δ or more, it can be determined that the driver has a will to decelerate, so the setting is further made in step S503. The determined optimum gear is set as the upper limit regulation value (step S507). For example, if the upper limit of the shift speed is 3rd speed in step S503 according to the regulating shift map of FIG. 3, the output signal is the upper limit 3rd speed.

If the change rate Δα of the accelerator opening α is not closed at a predetermined change rate δ or more, it is determined that the driver does not intend to decelerate, and the upper limit of the gear position is restricted. The upper limit is set to 4th speed, which means that is not performed (step S509). After steps S507 and S509, the process returns to the main routine.

In the curve control routine described above, the driver's intention to decelerate is determined based on the accelerator opening α (step S505). However, the throttle opening (ie, engine torque) input from the throttle sensor is used. It is also possible to detect the driving operation based on the rate of change or the value of, and determine the intention of deceleration. Further, the driving operation may be detected based on the operation of the brake pedal, and the intention of deceleration may be determined. In this case, a change in the driving operation can be detected based on the rate of change of the brake depression amount input from the brake sensor 32, the brake ON operation, and the like, and the intention of deceleration can be determined. Furthermore, both the accelerator operation and the brake operation are detected, and when a deceleration operation is detected from either one of the sensors, it can be determined that there is an intention to decelerate. In this case, the driver's intention can be confirmed more reliably. In addition, a configuration may be adopted in which the driving operation is detected based on the turn signal switch, and the intention of deceleration is determined based on the detection of the turn signal ON operation.

After the curve control routine (step S50), a control mode release routine (step S70) is executed. As shown in FIG. 8, in the control mode release routine, first, it is determined whether the mode is the snow mode (step S701). This is performed based on the vehicle information on the shift mode acquired in step S30. If the mode is not the snow mode, the process returns to the main routine. In the case of the snow mode, the upper limit value of the gear position determined in the curve control routine is set to the fourth speed, which indicates no control (step S703), and the process returns to the main routine.

In the main routine, the upper limit value of the gear position set in the curve control routine (step S50) and the control mode release routine (step S70) is set to A /
Output to TECU 40 (step S90).

Under the control of the navigation processing unit 11 as described above, the snow mode switch is turned on, the snow mode is selected, and at the same time, the upper limit value set in the curve control routine is not controlled. The control of the shift speed is released. For this reason, the driver does not need to continuously perform the operation of releasing the gear ratio control and the operation of selecting the snow mode, and the two switching operations can be completed by one operation. In particular, the road surface condition that varies with the weather environment such as snowy road, since the detection difficult driving environment by such road surface sensor, by changing the control contents as a trigger operation of the driver, the more the driver Vehicle control according to the intention can be realized.

For the same purpose, for example, in addition to switching the snow mode switch, the control content is changed based on the operation of turning on the wiper switch. The control content may be changed in accordance with an operation performed by the driver based on a change in a non-existent road surface state (a frozen road surface).

That is, the navigation system device 10
The content of the vehicle control is changed according to the change of the driving operation based on the change of the weather environment or the change of the road surface condition, etc., in the portion where the road information stored in Control can be realized.

Next, the control operation of the A / T ECU 40 will be described with reference to the flowchart shown in FIG. After initialization (Step S20)
1) Input processing of values such as a vehicle speed V, a throttle opening, a shift mode signal, a shift position signal, and the like is performed (step S203). Thereafter, a shift process is performed (step S205). In this shift process, the shift mode and the shift position are determined based on the input information,
A shift map is determined from the determined shift mode, and a shift speed is determined from the vehicle speed V and the throttle opening θ based on the shift map and the shift position. Then, the upper limit value of the gear position input from the navigation processing unit 11 (high speed
The side upper limit value of) shift speed determined by the shift map is compared, the gear position of the lower (low speed side) is determined as a shift speed that is output as a drive signal. That is, for example, even if the fourth speed is determined by the shift map, if the upper limit command value is the third speed, the third speed is determined as the shift speed. Then, a drive signal is output to the hydraulic circuit of the A / T 41 in order to set the determined shift stage (step S207).

The gear stage in the A / T ECU 40 may be determined by the accelerator opening and the vehicle speed, or by the throttle opening and the vehicle speed, or by the magnitude of the engine torque and the vehicle speed. The above-described control by the navigation processing unit 11 includes the A / T
The control may be performed by the ECU 40 or may be performed by an external control device connected to an external connection terminal provided in the navigation system device 10. Such a control device includes, for example, a memory card incorporating an integrated circuit. The transmission of the present invention may be not only a stepped transmission but also a continuously variable transmission. Further, the present invention can be applied to electric vehicles and hybrid vehicles.

[0060]

As described above, according to the vehicle control device of the present invention, when the operation for changing to the snow mode with a low shift frequency is performed, the gear ratio according to the road shape is simultaneously adjusted. by adopting a configuration to release the control, it is possible to reduce the burden of luck rolling operation.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a vehicle control device of the present invention.

FIG. 2 is a schematic diagram showing an arrangement of nodes on a road.

FIG. 3 is a regulated shift speed map for determining an upper limit value of a shift speed.

FIG. 4 is a shift map in a normal mode.

FIG. 5 is a shift map in a snow mode.

FIG. 6 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 7 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 8 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 9 is a flowchart showing a control operation of the A / T ECU.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle control device 2 vehicle 10 navigation system device 11 navigation processing unit 12 data storage unit 13 current position detection unit 20 AT mode selection unit 30 vehicle state detection unit 40 A / T ECU

Claims (6)

(57) [Claims] 1. A switch for selecting a snow mode for driving on a road with a small road friction coefficient such as a snowy road, a shift map for determining a gear ratio of an automatic transmission , and a shift selected by the automatic transmission. The upper limit of the high speed side of the ratio
Determined according to the road shape, the high speed side of the determined gear ratio
And the speed ratio based on the speed change map.
Setting means for setting the speed ratio on the low-speed side, and the setting when the snow mode is selected by the switch.
That a canceling means for canceling the setting by the constant unit
Characteristic vehicle control device. 2. The apparatus according to claim 1, further comprising road information storage means for storing road information, wherein said setting means acquires a road shape based on the road information stored in said road information storage means. The vehicle control device according to any one of the preceding claims. 3. It is determined whether the present mode is a snow mode assuming a case where the vehicle runs on a road having a low coefficient of road surface friction such as a snowy road.
Determining means, a shift map for determining a gear ratio of the automatic transmission , and a high-speed upper limit of a gear ratio selected by the automatic transmission.
Determined according to the driving environment, and the high speed side of the determined gear ratio
And the speed ratio based on the speed change map.
Setting means for setting the speed ratio on the low-speed side, and determining whether the mode is the snow mode by the determining means.
In the case, the vehicle control device includes a release unit that releases the setting by the setting unit. 4. The apparatus according to claim 3, further comprising road information storage means for storing road information, wherein said setting means specifies a driving environment based on the road information stored in said road information storage means. The vehicle control device according to any one of the preceding claims. 5. Road information storage means for storing road information; current position detection means for detecting a current position on a road; and recommended travel speed calculation means for calculating a recommended travel speed when passing a specific point on a road. A distance calculating means for calculating a section distance from the specific point to the current position; a vehicle speed detecting means for detecting a current vehicle speed; and a first gear ratio determining means for determining a gear ratio based on a gear map.
A step of determining an upper limit of a speed ratio on a high-speed side according to a speed, a section distance, and a speed difference between the recommended traveling speed and the current vehicle speed .
(2) the speed ratio determined by the first speed ratio determining means and the second speed change ratio;
The ratio between the speed ratio determined by the speed ratio determination means and the upper limit
An automatic transmission that sets a speed ratio on the low-speed side, a determining unit that determines whether or not the vehicle is in a snow mode assuming traveling on a road with a small road surface friction coefficient such as a snowy road, and the determining unit. A vehicle control device comprising: release means for releasing the restriction on the speed ratio by the second speed ratio determining means when it is determined that the mode is the snow mode. 6. A driving operation detecting means for detecting a driving operation of a driver, wherein the second speed ratio determining means sets an upper limit value on a high speed side of the speed ratio when the driving operation of the driver is detected. Specially to decide
The vehicle control device according to claim 5, wherein