JP3598641B2 - Automatic transmission - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an automatic transmission, and more particularly, to an automatic transmission that controls a gear ratio of an automatic transmission.
[0002]
[Prior art]
ATs (automatic transmissions) that reduce the burden of driving operations by drivers and improve operability are used in many vehicles. In this AT, the gear position is automatically selected according to the vehicle speed and the throttle opening.
like this The AT vehicle has a fourth speed in addition to the normal 1, 2, and 3 speeds. For example, a switch (hereinafter, referred to as an OD switch) that can set a fourth gear is disposed on a grip portion of a shift lever, and up / down between third gear and fourth gear is performed by turning on / off the OD switch. The driver can select whether or not to perform the shift.
[0003]
[Problems to be solved by the invention]
However, since the driver selects the unnecessary fourth gear by operating the OD switch, for example, even if the OD switch is turned on during high-speed traveling and economical traveling is performed, the fourth gear is not changed. If you are on a downhill road, you may feel insufficient engine braking.
In addition, on mountain roads with continuous curves, returning to the accelerator while driving at 3rd speed will cause 4th speed, and depressing the accelerator again will cause 3rd speed, and depending on the displacement of the vehicle, driving at 4th speed In many cases, driving operation is easier when traveling at the third speed than when traveling.
As described above, the appropriate selection of the fourth speed is not always performed when traveling on a slope. In addition, when traveling on a slope or traveling on a continuous curve, the speed ratio of the transmission in the conventional D (drive) range is not always an appropriate mode selection, and deviates from the driver's feeling of traveling. There was a case.
[0004]
On the other hand, navigation devices that guide a driver on an appropriate route to a destination have become widespread. There has been proposed a technique for controlling the traveling of a vehicle using road data and current position information by the navigation device.
For example, Japanese Patent Application Laid-Open No. Hei 7-234991 has proposed. There is technology In some cases, the turning angle θ of the vehicle at one specific point is calculated, and the steering angle and the vehicle speed are forcibly controlled by the vehicle according to the θ. But the current For navigation devices In terms of accuracy, errors due to database accuracy, matching accuracy, and real-time environmental conditions are large, and it is difficult to control with the technology described in this publication.
The operational feeling of the vehicle due to the degree of the engine brake and the driving force is not determined only when the vehicle turns a single curve. For example, on roads in mountainous areas where multiple curves are continuous, not only local operations such as curves with large curvatures, but also the shape of the road throughout a certain section, including small curves before and after, affect the operational feeling. I do.
Furthermore, since the operation of the vehicle is performed only by the driver, the forcible control of the steering angle and the vehicle speed may deviate from the driver's operation feeling.
[0005]
SUMMARY OF THE INVENTION The present invention has been made to solve the problems of the related art, and an object of the present invention is to provide an automatic transmission having improved operability of a vehicle by performing gear ratio control in accordance with a road shape. And
[0006]
[Means for Solving the Problems]
According to the first aspect of the present invention, a road shape information storage unit that stores information on a plurality of coordinate points that display a road shape, a current position detection unit that detects a current position of the vehicle, and a current position detected by the current position detection unit. Corresponding to the current position, the average curvature カ ー ブ of one or a plurality of curves existing within a predetermined section in the traveling direction of the vehicle from the current position is calculated from the coordinate points stored in the road shape information storage means. Road shape determining means for determining whether the average curvature 平均 of the road is larger than a predetermined value, an automatic transmission for converting the output of the engine from torque to rotation speed and transmitting the converted output to the drive wheels, and the road shape determining means When the average curvature Θ is determined to be a road shape exceeding a predetermined value, the automatic transmission device is provided with a speed ratio control means for controlling a speed ratio of the automatic transmission.
According to the invention described in claim 2, road shape information storage means for storing a plurality of coordinate points for displaying the road shape and information on the elevation thereof, current position detection means for detecting the current position of the vehicle, and current value detection In accordance with the current position detected by the means, the elevation change rate H in a predetermined section in the traveling direction of the vehicle from the current position is calculated from the elevation of the coordinate point stored in the road shape information storage means, and in that section, Road shape determining means for determining whether or not the altitude change rate H of the road exceeds a predetermined value; an automatic transmission for converting the output of the engine into torque-rotational speed and transmitting the converted output to the drive wheels; The above-described object is achieved by providing an automatic transmission with speed ratio control means for controlling a speed ratio of the automatic transmission when it is determined that the road shape has an altitude change rate H exceeding a predetermined value. .
According to a third aspect of the present invention, in the automatic transmission according to the first or second aspect, the automatic transmission uses a stepped transmission.
According to a fourth aspect of the present invention, in the automatic transmission according to the third aspect, the speed ratio control means controls whether or not the highest speed is set.
According to a fifth aspect of the present invention, in the automatic transmission according to the third aspect, the transmission ratio control means changes the automatic transmission line so that the region of the highest speed is narrowed according to the vehicle speed.
According to a sixth aspect of the present invention, in the automatic transmission according to the third aspect, the transmission ratio control means changes each automatic transmission line to a high speed side at the same throttle opening by controlling a pattern select switch. .
[0007]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a preferred embodiment of the automatic transmission according to the present invention will be described in detail with reference to FIGS.
FIG. 1 shows a system configuration of the automatic transmission.
As shown in FIG. 1, the automatic transmission has a navigation system 1 and a sensor 3, and is connected to a gear ratio mode selector 2 and a vehicle controller 4.
[0008]
The gear ratio mode selection section 2 has an OD (overdrive) switch 22 arranged on the shift lever 21, and a pattern select switch 23 and a navigation control switch 24 arranged near the shift lever 21.
The OD switch 22 is connected to the vehicle control unit 4 via the connector 5, and outputs an OD ON / OFF signal. The pattern select switch 23 is connected to the vehicle control unit 4 through the connector 6 and outputs selection information of a manual mode or a power mode in addition to the standard traveling mode.
The navigation control switch 24 is connected to the navigation system unit 1 and outputs an on / off signal for the gear ratio control processing according to the present embodiment.
[0009]
The sensor unit 3 has a vehicle speed sensor 31 and a brake sensor 32, and supplies a vehicle speed and a brake signal to the navigation system unit 1, respectively.
The vehicle control unit 4 uses the vehicle information such as the vehicle speed V and the throttle opening, the ON / OFF information of the OD switch, and the running mode to determine the AT ( automatic Transmission) shift position is selected.
Here, the AT to be controlled according to the present embodiment includes a hydraulic control AT, an ECT-S (Electronic Controlled Transmission-S), and a CVT ( Continously Variable Transmission) or the like is used.
[0010]
The navigation system unit 1 includes a navigation processing unit 11, which includes a data storage unit 12, a current position detection unit 13, a communication unit 15, an input unit 16, a display unit 17, a voice input unit 18, and a voice processing unit. The output unit 19 is connected.
The navigation processing unit 11 includes a CPU (Central Processing Unit) 111, a ROM (Read Only Memory) 112 storing various programs such as a navigation program, and a RAM (Random Access Memory) 113 as a working memory. It has. The navigation processing unit 11 determines whether the road is a road with many curves based on the road data stored in the data storage unit, the current traveling position of the vehicle detected by the current position detection unit, and the data detected by the sensor unit 3. Is determined, and whether or not the vehicle is on a long slope is determined, and the gear ratio control signal (OD on / off signal, pattern select signal) according to the present embodiment is supplied to the vehicle control unit 4 via the connectors 5 and 6. Has become.
[0011]
The connector 5 has a two-input / one-output terminal that can be inserted between an output terminal on the OD switch 22 side and an input terminal on the vehicle control unit 4 that is normally directly connected to the output terminal. One of the two inputs of the connector 5 is connected to the output terminal of the OD switch 22 and receives the output of the OD switch 22 as input, and the other input receives the output of the navigation processing unit 11 as input. One output outputs an input from the OD switch 22 or the navigation processing unit 11 to an input terminal on the vehicle control unit 4 side.
The connector 6 is also configured in the same manner as the connector 5, and has a two-input 1-input that can be inserted between an output terminal on the pattern select switch 23 side and an input terminal on the vehicle control section 4 that is normally directly connected to this output terminal. Output terminal is connected. One of the inputs is the output of the navigation processing unit 11.
By configuring the connectors 5 and 6 in this way, the navigation processing unit 11 according to the present embodiment can be retrofitted.
[0012]
Various storage devices such as a floppy disk, hard disk, CD-ROM, optical disk, magnetic tape, IC card, and optical card are used for the data storage unit 12. The data storage unit 12 stores voice data, address data, telephone number data, and the like, in addition to map data.
The map data is data necessary for displaying a map and road data necessary for a route search. The road data includes coordinates (latitude and longitude) of nodes constituting each road, predetermined points (for example, at intervals of 200 to 250 m), elevation data at each node, road type, road length, and nodes existing between roads. Various data such as numbers and road shapes are included.
The voice data is data of guidance information by voice output from the voice output unit 19. The address data is address data used for inputting a destination and the like, and telephone number data is telephone number data used for inputting a destination and the like.
[0013]
The current position detection unit 13 includes a GPS (Global Positioning System) receiver 131 that measures the position of the vehicle using an artificial satellite, a geomagnetic sensor 132 that detects the terrestrial magnetism to determine the azimuth of the vehicle, and detects the rotation speed of the wheels. The distance sensor 133 detects the distance by detecting the acceleration and integrating twice by detecting the acceleration, and the steering detecting the angle of the steering by using an optical rotation sensor mounted on a rotating portion of the steering or a rotation resistance volume. A sensor 134, a beacon receiver 135 for receiving position information from a beacon placed on the road, a gyro using a gas rate gyro, an optical fiber gyro, or the like, which detects the rotational angular velocity of the vehicle and integrates the angular velocity to obtain the azimuth of the vehicle. A sensor 136 or the like is used.
Note that the GPS receiver 131 and the beacon receiver 135 can independently measure the position, but in a place where reception by the GPS receiver 131 and the beacon receiver 135 is impossible, the current position is detected by dead reckoning navigation using another sensor. It has become.
[0014]
The communication unit 15 has a modem, for example, and controls communication with a base station or an external device such as a personal computer via a telephone line.
As the input unit 16, various input devices such as a joystick, a key, a touch panel, a mouse, a light pen, and a device combined with a screen of the display unit 17 to display a key or a menu on the screen and input from the screen are used. .
As the display unit 17, a CRT, a liquid crystal display, a plasma display, a hologram device that projects a hologram on a windshield, and the like are used.
The voice input unit 18 converts a voice signal input from a microphone into a digital signal, extracts a characteristic parameter from the digital signal, compares the characteristic parameter with a standard pattern, recognizes the input voice, and recognizes the input voice. An input signal to the navigation processing unit 11 is generated according to the content of the sound.
[0015]
Under the control of the navigation processing unit 11, the voice output unit 19 appropriately outputs, by voice, guidance information for guiding the driver through the route. For example, guidance information such as "300 m ahead / next intersection is rightward / leftward / straight direction" is output 300 m before or just before the intersection serving as a guidance point. In addition, operation descriptions and comments at the time of various operations such as destination setting are output. As the guidance information based on the voice from the voice output unit 19, a voice previously recorded on a tape or a synthesized sound by a voice synthesizer is used.
[0016]
Next, a control operation of the embodiment configured as described above will be described.
(1) First control
In the first control, it is determined whether or not the road is a road having a continuous curve over a predetermined distance by using the road data of the navigation system unit 1, and the average curvature Θ is set to a predetermined value θs ( When the vehicle speed is equal to or more than 10 degrees and equal to or less than a predetermined vehicle speed Vs (for example, 50 km / h), the OD switch is turned off.
[0017]
FIG. 2 illustrates a method of calculating the average curvature に 対 す る for a mountain road, a toll road, and the like.
As shown in this figure, nodes Nn are set at predetermined intervals on each road, and an average curvature ノ ー ド between the nodes is obtained from the coordinates (xn, yn) of each node Nn.
First, a change angle θn between each node is obtained. That is, the angle between the straight line passing through the node N (n-1) and the node Nn and the straight line passing through the node Nn and the node N (n + 1) are determined, and this is defined as a change angle θn at the node Nn.
Then, a certain section (for example, 500 m) in the traveling direction of the vehicle is set from the current position of the vehicle, and the nodes N1 to Nn existing in the section and the first node N (n- From 1), change angles θ1 to θn at each node are calculated.
Then, the average curvature Θ is obtained from the following equation (1). Note that the addition range of 式 in Expression (1) is i = 1 to n.
Θ = (Σ | θn |) / n (1)
[0018]
FIG. 3 shows the speed ratio (automatic speed change diagram) of the automatic transmission in the D (drive) range in the standard mode. FIG. 3 shows a pattern at the time of an upshift, and in the case of a downshift, another pattern is used.
As shown in this figure, the upshift from the first speed to the second speed, the second speed to the third speed, and the third speed to the fourth speed is performed according to the automatic shift lines A, B, and C. The vehicle control unit 4 controls an upshift (see FIG. 3) and a downshift according to changes in the vehicle speed V and the throttle opening.
At this time, the driver can forcibly disable the fourth speed by selecting the normal OD switch 22.
[0019]
On the other hand, in the present embodiment, when the average curvature Θ, which is the first determination, is equal to or greater than the fixed reference value θs (for example, 10 degrees), the vehicle speed Vp (for example, In the case of 50 km / h or less, the automatic shift line C2 is changed to C3 by forcibly turning off the OD switch, and the area of the third gear is expanded. As a result, when a speed change on a mountain road or the like becomes severe, it is possible to suppress an up / down shift to a fourth gear range region that is inappropriate for necessary driving force transmission, thereby improving operability of the vehicle. .
[0020]
The control operation of the navigation processing unit 11 in the details of the above first control will be described with reference to the flowchart of FIG.
First, the navigation processing unit determines whether or not the navigation control switch 24 is off. If the navigation control switch 24 is off (step 11; N), it is determined that the gear ratio control of the present embodiment is not required. Then, the process is returned to the main routine.
On the other hand, when the navigation control switch 24 is on (Step 11; Y), the navigation processing unit 11 acquires the coordinate information of the current position from the current position detection unit 13 (Step 12), and the control determined previously is unnecessary. (Step 13).
If the section does not require control and calculation (step 13; N), it is checked whether the OD switch has been forcibly turned off by control. If it has not been forcibly turned off (step 14; N), And return to the main routine.
If it is forcibly turned off (step 14; Y), an OD switch on command is issued so that the OD range can be used (step 15), and the process returns to the main routine.
If it is determined that control or calculation is necessary (step 13; Y), the road data of the designated section corresponding to the current position, that is, the road type and the shape of the road ahead, and the current position within the designated section ( The coordinate data of each of the nodes N1 to Nn (for example, 500 m) and the node N0 is obtained (step 16) and stored in the RAM 113.
[0021]
Next, the navigation processing unit 11 calculates an average curvature Θ from the node data stored in the RAM 113 (step 17).
If the average curvature Θ is equal to or smaller than the fixed reference value θs (for example, 10 degrees) (Step 18; N), a command not requiring control is issued in this designated section (Step 19), and the process returns to the main routine.
If the average curvature Θ is equal to or more than the fixed reference value θs (Step 18; Y), the vehicle speed V is acquired from the vehicle speed sensor 31 (Step 20), and whether or not the acquired vehicle speed V is equal to or less than the predetermined vehicle speed Vs (for example, 50 km / h). Is determined (step 21).
[0022]
When the vehicle speed V is 50 km / h or less (Step 21; Y), the navigation processing unit 11 supplies an OD switch-off signal to the vehicle control unit 4 via the connector 5 (Step 22). If it is greater than 50 km / h (Step 21; N), an OD switch-on signal is supplied to the vehicle control unit 4 via the connector 5 (Step 23). After the OD switch control (steps 21 and 22), the navigation processing unit 11 repeats this routine again.
[0023]
As described above, according to the first control, instead of controlling the local curve, a continuous curve is predicted in advance and the upshift to the fourth speed is prohibited, so that the engine braking area is automatically controlled. Can be secured widely, and the running performance and running feeling are improved. Further, when the OD switch is turned on, meaningless shifts (upshifts and downshifts between the fourth and third speeds) are suppressed, and a more realistic vehicle operation feeling can be obtained.
[0024]
(2) Second control
In the second control, the inclination change rate of the road on which the vehicle travels is calculated from the altitude data of the predetermined point held by the navigation system unit 1, and when the inclination change rate is equal to or more than the predetermined value, the automatic change is performed. The automatic transmission line of the fourth speed is changed so as to reduce the area of the fourth speed in the transmission gear ratio. As a result, in the case of a downhill, the area of the engine brake is expanded, and the deceleration is assisted. In the case of an uphill, a large driving force can be obtained.
[0025]
FIG. 5 is for explaining a method of calculating the elevation change rate H in a predetermined section when the elevation difference ΔH of the traveling road is regarded as an inclination angle.
As shown in this figure, an altitude change rate H is obtained from altitude data of a node set on a traveling road.
First, for altitude data of nodes set on a road from a current position of a vehicle to a predetermined section, for example, 1000 m, an altitude difference ΔH between the nodes is obtained.
That is, the difference Hn-H (n-1) between the altitude H (n-1) at the node N (n-1) and the altitude Hn at the node Nn is obtained, and this is set as the altitude difference ΔHn at the node Nn. Then, altitude differences ΔH1 to ΔHn at the respective nodes are calculated from the nodes N1 to Nn existing in the set predetermined section and the first node N (n−1) behind the current position.
Then, the altitude change rate H is calculated by setting the addition range of Σ in the following equation (2) to i = 1 to n.
H = (Σ | ΔH |) / n (2)
[0026]
In the second determination of the present embodiment, control is performed in the same manner as in FIG. 3, and when the altitude change rate H is equal to or higher than a fixed reference value (for example, 10 m), the automatic speed change line C1-C2 at the fourth speed is lower than the vehicle speed Vp By changing the portion of the automatic shift line C2 to C3, the area of the third gear is expanded. This makes it possible to extend the engine brake on a downhill and improve the driving force on an uphill.
[0027]
The control operation of the navigation processing unit 11 in the details of the above second control will be described with reference to the flowchart of FIG.
First, the navigation processing unit determines whether or not the navigation control switch 24 is off. If the navigation control switch 24 is off (step 31; N), it is selected that the gear ratio control of the present embodiment is not required. Then, the process is returned to the main routine.
On the other hand, when the navigation control switch 24 is on (step 31; Y), the navigation processing unit 11 acquires the coordinate information of the current position from the current position detection unit 13 (step 32), and the control determined previously is unnecessary. (Step 33).
If the section does not require control and calculation (Step 33; N), it is checked whether the OD switch has been forcibly turned off by control. If not, the OD switch has not been forcibly turned off (Step 34; N). And return to the main routine.
If it is forcibly turned off (step 34; Y), an OD switch-on command is issued so that the OD range can be used (step 35), and the process returns to the main routine.
If it is determined that control or calculation is necessary (step 33; Y), the road data in the predetermined section corresponding to the current position, that is, the type of the road currently traveling, and the nodes N0 and N1 before and after the current position and the predetermined The coordinate data and altitude data of the section b2 up to the node Nn at a point, for example, 1000 m ahead, are acquired (step 36) and stored in the RAM 113.
[0028]
Next, the navigation processing unit 11 calculates the elevation change rate H from the node data stored in the RAM 113 (step 37), and determines whether the elevation change rate H is larger than a predetermined value Hs (for example, 10 m) (step 37). Step 38).
If the elevation change rate H is H ≦ 10 m (Step 38; N), a command not requiring control is issued in this designated section (Step 39), and the area of the fourth gear in the gear ratio of the automatic transmission is reduced. Since there is no need to perform, the process returns to the main routine.
If the altitude change rate H> 10 m (Step 38; Y), the vehicle speed V is obtained from the vehicle speed sensor 31 (Step 40), and it is determined whether or not the obtained vehicle speed V is lower than or equal to the reference vehicle speed Vs (for example, 50 km / h). (Step 41).
[0029]
When the vehicle speed V is equal to or lower than the reference vehicle speed Vs (for example, 50 km / h) (Step 41; Y), the navigation processing unit 11 supplies an OD switch-off signal to the vehicle control unit 4 via the connector 5 (Step 42). ).
On the other hand, when the vehicle speed V is higher than the reference vehicle speed Vs (Step 41; N), an OD switch-on signal is supplied to the vehicle control unit 4 (Step 43).
After the OD switch control (steps 42 and 43), the navigation processing unit 11 repeats this routine.
[0030]
As described above, according to the second determination, continuous elevation change is predicted in advance instead of braking on a local inclination angle, and the fourth speed range in the gear ratio of the automatic transmission is determined according to the vehicle speed. By changing the automatic transmission line of the fourth speed so as to reduce, the area of the engine brake can be expanded on a downhill to assist deceleration, and a large driving force can be obtained on an uphill.
[0031]
The present invention is not limited to the control of the embodiment described above, and other modifications can be made within the scope of the present invention.
For example, the setting of the fourth gear may be prohibited regardless of the vehicle speed.
In addition, as for the search route in this case, the route searched in the navigation system unit 1 may be a personal computer or a predetermined route. base station The route searched in may be obtained via the communication unit 15.
[0032]
Further, in the first determination, the control of the OD on / off is determined based on the average curvature 式 according to the equation (1), but the change angles at the respective nodes (including the change angles at the intersection in the case of the search route) are accumulated. The gear ratio control may be performed when the cumulative change angle (= Σ | θn |), which is a value, exceeds a predetermined value.
[0033]
Further, as the gear ratio control in the control based on the first judgment and the second judgment, the entire gear ratio of the automatic transmission may be changed.
FIG. 7 shows the speed ratio of an automatic transmission in the D range by another speed ratio control.
As shown in this figure, when this speed ratio control is performed in the normal mode, the upshift from the first speed to the second speed, the second speed to the third speed, and the third speed to the fourth speed is performed by the automatic shift lines A, B, and C. Perform according to. When the gear ratio control is performed in the high output mode, the upshift is changed to the automatic shift lines A ', B', and C '.
By increasing the speed at which the automatic transmission lines A, B, and C are upshifted at the same throttle opening, the engine braking range is expanded in all regions, and the driving force is increased, thereby improving operability. Can be improved.
Note that FIG. 7 also shows only the case of an upshift, and similarly, in the case of a downshift, one in which each automatic shift line is moved to a higher speed side is used.
[0034]
Further, in the description of the present embodiment and the modified example, the gear ratio control shown in FIGS. 3 and 7 is performed. However, the economy mode and the power mode may be forcibly selected. In this case, the navigation processing unit 11 supplies an economy mode or power mode selection signal to the vehicle control unit 4 via the connector 6.
[0035]
In the second determination, the altitude change rate H of the preceding road is calculated from the altitude data of the node set on the traveling road. However, if the altitude change data of the node set on the road does not exist, the predetermined interval ( For example, it may be calculated from altitude data at altitude points arranged at intervals of 200 m to 250 m.
FIG. 8 is a diagram for explaining a method of calculating the elevation value of each node from the elevation points.
As shown in FIG. 8, a plane passing through three points is calculated from the coordinate data and the elevation data of the three elevation points, and the elevation of the current position on this plane is calculated.
In the second determination, the gear ratio control may be performed based on the maximum value among the elevation differences between the nodes existing in the section up to 1000 m away.
[0036]
In the first control, the distance for calculating the average curvature Θ is set to 500 m. However, in the present invention, the distance is not limited to 500 m, and an arbitrary distance such as 800 m, 1 km, 1.5 km, or 2 km is set. You may do so.
Similarly, in the second control, a point 1000 m ahead has been described as an example of the predetermined section for obtaining the elevation change rate H. However, in the present invention, an arbitrary distance such as 500 m, 800 m, 1 km, 1.5 km, 2 km, etc. May be set.
[0037]
In the present embodiment, the gear ratio control is performed when the average curvature Θ is, for example, 10 degrees or more, or the altitude change rate H is greater than 10 m. A warning may be issued for the presence of a road slope. As the warning, blinking or lighting of a warning lamp, output of a warning sound, and the like can be considered.
It is not always necessary to output a warning at the same time as the gear ratio control. For example, a warning may be issued when the average curvature Θ is 15 degrees or more, or when the altitude change rate H is 15 m or more.
[0038]
Further, both the average curvature Θ and the altitude change rate H may be determined, and the speed ratio control may be performed when both conditions are satisfied. In this case, each condition is set smaller than in the case where the speed ratio control is performed alone. For example, the average curvature Θ is 8 degrees or more, and the elevation change rate H is 8 m If more than Next, gear ratio control is performed. As described above, the transmission ratio control method may be any of the method of changing the 4-speed automatic transmission line shown in FIG. 3 and the movement of each automatic transmission line to the higher speed side shown in FIG. Further, the gear ratio control may be performed by selecting the economy mode or the power mode.
[0039]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, the operability of a vehicle can be improved by performing gear ratio control based on a road shape more.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of an automatic transmission according to an embodiment of the present invention.
FIG. 2 is an explanatory diagram illustrating calculation of an average curvature に 対 す る for a mountain road, a toll road, and the like in the automatic transmission.
FIG. 3 is an automatic transmission diagram showing a change state of a fourth-speed automatic transmission line of a transmission ratio of the D-range automatic transmission according to the first embodiment;
FIG. 4 is a flowchart illustrating a control operation of a navigation processing unit 11 in the first control in detail.
FIG. 5 is an explanatory diagram illustrating a method of calculating an elevation change rate H in a predetermined section when the elevation difference ΔH of a traveling road is regarded as an inclination angle.
FIG. 6 is a flowchart showing a control operation of the navigation processing unit 11 in the second control in detail.
FIG. 7 is an automatic transmission diagram of an automatic transmission according to another embodiment of the present invention.
FIG. 8 is an explanatory diagram of a method for calculating an altitude value of each node from an altitude point.
[Explanation of symbols]
1 Navigation system section
11 Navigation processing unit
12 Data storage unit
13 Current position detector
15 Communication unit
16 Input section
17 Display
18 Voice input section
19 Audio output unit
2 Gear ratio mode selector
21 Shift Reha
22 OD switch
23 Pattern select switch 23
24 Navigation control switch
3 Sensor section
31 Vehicle speed sensor
32 Brake sensor
4 Vehicle control unit

Claims (6)

Road shape information storage means for storing information about a plurality of coordinate points for displaying the road shape ,
Current position detecting means for detecting the current position of the vehicle,
According to the current position detected by the current position detecting means, the average curvature の of one or more curves existing within a predetermined section in the traveling direction of the vehicle from the current position is stored in the road shape information storing means. Road shape determining means that calculates from the coordinate points and determines whether or not the average curvature Θ in the section is a road shape exceeding a predetermined value;
An automatic transmission that converts the output of the engine into torque-rotational speed and transmits it to the drive wheels;
Speed ratio control means for controlling a speed ratio of the automatic transmission when the road shape determination means determines that the road shape is a road shape having an average curvature を exceeding a predetermined value. Transmission. And the road shape information storage means for storing a plurality of coordinate points for displaying the road shape and information about the altitude,
Current position detecting means for detecting the current position of the vehicle,
According to the current position detected by the current value detecting means, an altitude change rate H in a predetermined section in the traveling direction of the vehicle from the current position is calculated from the altitude of the coordinate point stored in the road shape information storing means. Road shape determining means for determining whether the altitude change rate H in the section is a road shape exceeding a predetermined value,
An automatic transmission that converts the output of the engine into torque-rotational speed and transmits it to the drive wheels;
Speed ratio control means for controlling a speed ratio of the automatic transmission when the road shape determining means determines that the road shape is a road shape in which the elevation change rate H exceeds a predetermined value. Automatic transmission. The automatic transmission, the automatic transmission according to claim 1 or claim 2, characterized in that a stepped transmission. 4. The automatic transmission according to claim 3, wherein the speed ratio control unit controls whether or not a highest speed stage is set. 4. The automatic transmission according to claim 3, wherein the transmission ratio control unit changes the automatic transmission line so that a region of a highest speed stage becomes narrower according to a vehicle speed. 5. 4. The automatic transmission according to claim 3, wherein the transmission ratio control unit changes each automatic transmission line to a high speed side at the same throttle opening by controlling a pattern select switch. 5.

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