JP4849056B2 - Driving force control device - Google Patents

Description

  The present invention relates to a driving force control device, and more particularly to a driving force control device capable of further improving drivability when traveling on an uphill.

  2. Description of the Related Art Devices that automatically perform vehicle shift control when traveling on slopes or corners are known. For example, in Patent Document 1, the gradient information (for example, information for distinguishing an expressway or a mountain road) from the information held in advance is extracted, and the uphill road traveling determination is displayed to display the uphill road traveling determination. An automatic transmission control device for a vehicle intended to improve the accuracy of determination is disclosed.

  Further, for example, in Patent Document 2 and Patent Document 3, when performing shift speed control according to the road shape, the upper limit of the shift speed is set based on the road curvature and the road gradient ratio acquired from the navigation information, and the range Discloses a vehicle control device that performs gear position control.

  Further, for example, Patent Document 4 discloses a vehicle control device that sets an upper limit of a shift speed based on a distance from a current location to a specific point and a road gradient, and performs shift speed control within that range.

Japanese Patent Laid-Open No. 2-309049 JP 10-308068 A Japanese Patent No. 3601435 JP-A-10-122342

  In the conventional shift control device described above, the range for acquiring the gradient information is constant for all gears, and is not changed according to the gear ratio of the gear in use. There was a problem that drivability deteriorated. For example, in the prior art, an unnecessary upshift may occur even when the distance to the gradient is short. Specifically, when the distance from the vehicle to the gradient is short, the vehicle should originally travel with the gear set to the third speed. In the prior art, the distance from the third speed to the fourth is set although the distance to the gradient is short. There was a case where an unnecessary shift change was made such as upshifting to the speed and downshifting from the 4th speed to the 3rd speed after the start of the gradient. On the other hand, if the distance to the slope is long, the conventional technology will run at a constant speed in low gear without upshifting, resulting in an engine speed that is higher than necessary, or excessive engine braking. In some cases, the driver feels uncomfortable. For example, if the distance from the vehicle to the slope is long, the gear should be upshifted from 3rd gear to 4th gear, running on a flat road, and downshifting from 4th gear to 3rd gear after the slope starts. In the prior art, although the distance to the slope is long, there are cases where the vehicle travels on a flat road at a low speed while maintaining the third speed.

  In view of the above problems, an object of the present invention is to provide a driving force control apparatus capable of improving drivability when traveling on an uphill.

  A driving force control device according to the present invention is connected to a navigation system, and in a driving force control device that automatically controls a gear ratio according to a vehicle speed, a gradient information acquisition unit that acquires gradient information from the current location to the destination from the navigation system; A gradient calculation value is calculated using the gradient information in a predetermined range determined for each gear ratio, and it is determined whether the calculated gradient calculation value exceeds a predetermined threshold value for each vehicle speed; And a transmission ratio control for controlling the transmission ratio so as not to select the restriction transmission ratio set by the restriction transmission ratio setting means. Means.

  In the driving force control apparatus of the present invention, the predetermined range is a range of a shorter distance as the speed ratio is larger.

  In the driving force control apparatus according to the present invention, the predetermined range is a range of a distance traveled by the vehicle for a shorter time as the speed ratio is larger.

  The driving force control apparatus according to the present invention is characterized in that the regulation speed ratio setting means calculates an average value, a maximum value, or an integral value of the gradient information in the predetermined range as the gradient calculation value.

  According to the present invention, when traveling on an uphill, an unnecessary upshift can be restricted when the distance to the slope is short, so that drivability can be further improved.

  Further, according to the present invention, when traveling uphill, if the distance to the slope is long, low shift (low gear) traveling that is uncomfortable for the driver can be suppressed, so that the engine brake more than necessary, and Efficient driving is possible with a low engine speed.

  Hereinafter, an embodiment of the driving force control apparatus of the present invention will be described in detail with reference to the drawings.

  An embodiment will be described with reference to FIGS. 1 to 9. The present embodiment relates to a driving force control device that can further improve drivability in a driving force control device that controls a gear ratio based on gradient information when traveling on an uphill.

  FIG. 1 and FIG. 2 are diagrams for explaining an overview of processing for selecting a gradient information acquisition range according to a gear ratio in the driving force control apparatus. As shown in FIG. 1, a traveling vehicle sets an upper limit for upshift control based on the preceding gradient information, and performs a gear shift change within the set range. Since this driving force control device changes the length of the gradient information acquisition range according to the gear ratio, in FIG. 1, the gradient information acquisition range is short at the 4th speed and the gradient information acquisition range at the 6th speed. The acquisition range is long, and the running vehicle has the gear set to 4th speed or 5th speed. Further, as shown in FIG. 2, when the vehicle approaches the gradient and the distance to the gradient becomes short, the 4th and 5th gears are prohibited and the upshift restriction control is performed so that the gear is set to the 3rd gear. It is carried out.

  That is, when driving on an uphill, the present driving force control device controls the automatic transmission and the navigation system device in a coordinated manner, calculates the optimum gear ratio based on the gradient information, and based on the calculated optimum gear ratio. Then, climbing control (for example, shift control (upshift restriction control) of the automatic transmission) for controlling the gear ratio is executed.

  For this reason, the driving force control apparatus acquires gradient information ahead from the current location from the navigation system, calculates a gradient calculation value using gradient information in a predetermined range determined for each gear ratio, and calculates the calculated gradient It is determined whether the calculated value exceeds a predetermined threshold value for each vehicle speed, and when it is determined that the calculated value exceeds the threshold value, the gear ratio is set as a regulated gear ratio, and the gear ratio is controlled so that the set regulated gear ratio is not selected. Configured to do. Here, the predetermined range may be a range of a shorter distance as the gear ratio is larger, or may be a range of a distance that the vehicle travels for a shorter time as the gear ratio is larger. Further, an average value, maximum value, or integral value of gradient information in a predetermined range may be calculated as the gradient calculation value.

  This makes it possible to suppress unnecessary upshifts when the distance to the slope is short, and when the distance to the slope is long, traveling at a constant speed with low gear without upshifting. The upshift can be permitted without causing the driver to feel uncomfortable. Therefore, it is possible to prevent the engine rotation from becoming higher than necessary, and to prevent the engine brake from being applied more than necessary, and this driving force control device can perform climbing control suitable for the driver's feeling. Become.

The configuration of this embodiment is premised on the following configurations (1) to (6).
(1) Powertrain control device (PTM, HV system control device is acceptable)
(2) Engine ECU, transmission ECU, HV-ECU (for HV system)
(3) Throttle opening sensor, accelerator opening sensor, vehicle speed sensor, brake sensor (4) Navigation system (5) Engine-AT communication (6) AT-navigation communication

  FIG. 3 is a schematic configuration diagram of the driving force control apparatus according to the present embodiment. In FIG. 3, reference numeral 10 is a stepped automatic transmission, and 40 is an engine. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 3, three solenoid valves 121a, 121b, and 121c are illustrated, but the number of solenoid valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The accelerator opening detector 113 detects the opening of the accelerator pedal. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The brake operation amount detection unit 111 detects the operation amount of the brake device.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The control circuit 130 is a signal indicating the detection results of the throttle opening sensor 114, the accelerator opening detection unit 113, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, the acceleration sensor 90, and the brake operation amount detection unit 111. And a signal indicating the switching state of the pattern select switch 117 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 113, 116, 122, 123, 90, and 111, signals from the switch 117, and signals from the navigation system device 95. Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The ROM 133 stores a program in which operations (control steps) shown in the control block diagrams of FIGS. 5 and 6 are described in advance, and a shift map and shift control for shifting the gear stage of the automatic transmission 10. Are stored (not shown). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The operation of this embodiment will be described with reference to FIGS. FIG. 4 is a diagram showing a table for obtaining the front slope used for the slope calculation process for climbing control of the driving force control apparatus of the present invention. The control flow shown in FIG. 5 is executed when the uphill control gradient calculation process is performed. Further, the control flow shown in FIG. 6 is executed when the uphill determination control process is performed.

[Step SA-1]
First, the operation of the slope calculation process for climbing control in the present embodiment will be described with reference to FIGS. 4 and 5. In step SA-1 in FIG. 5, the control circuit 130 causes the above-described sensors 114, 113, 116, 122, 123, 90, and 111 to determine the accelerator opening, vehicle speed (peller shaft rotation speed), horn angle, prime mover ( For example, torque of an engine, a motor, etc.), a brake signal, etc. are read. After step SA-1, the process proceeds to step SA-2.

[Step SA-2]
In step SA-2, the control circuit 130 inputs a signal related to the slope of the predetermined destination from the navigation system device 95. That is, the control circuit 130 acquires gradient information from the current location from the navigation system device 95. After step SA-2, the process proceeds to step SA-3.

[Step SA-3]
In step SA-3, the control circuit 130 calculates the current gradient using the conventional method described above. After step SA-3, the process proceeds to step SA-4.

[Step SA-4]
In step SA-4, the control circuit 130 calculates the gradient used for climbing control for each prohibited gear stage. That is, the control circuit 130 calculates the gradient calculation value using the gradient information in a predetermined range determined for each gear ratio. Here, the predetermined range may be a range of a shorter distance as the gear ratio is larger, or may be a range of a distance that the vehicle travels for a shorter time as the gear ratio is larger. Here, the control circuit 130 may calculate an average value, a maximum value, or an integral value of gradient information in a predetermined range as the gradient posting value.

  Here, as shown in FIG. 4, each prohibition gear stage has a long acquisition range so as to acquire a gradient of L × 5 m ahead at the nth stage on the high gear side where the gear ratio is small. In the n-4 stage on the low gear side where the gear is large, the acquisition range is shortened so as to acquire the gradient ahead of Lm. After step SA-4, the process proceeds to step SA-5.

[Step SA-5]
Returning to FIG. 5, in step SA-5, the control circuit 130 returns the uphill control gradient calculation processing flow. This is the end of the description of the operation of the slope calculation process for climbing control.

[Step SB-1]
Next, the operation of the uphill determination control process will be described with reference to FIG. In step SB-1 in FIG. 6, the control circuit 130 determines whether or not the nx stage determination gradient exceeds the nx stage determination uphill threshold. That is, the control circuit 130 determines whether or not the gradient calculation value calculated by the control circuit 130 exceeds a predetermined threshold value for each vehicle speed in step SA-4 in FIG. If step SB-1: Yes, the process proceeds to step SB-2. If step SB-1: No, the process proceeds to step SB-3.

[Step SB-2]
In step SB-1, when it is determined by the control circuit 130 that the determination gradient of the nx stage exceeds the determination uphill threshold for the nx stage (step SB-1: Yes), the control circuit 130 , Nx stages are prohibited and upshift control is restricted. That is, when it is determined that the threshold value is exceeded, the control circuit 130 sets the gear ratio as a restriction gear ratio, and controls the gear ratio so that a gear ratio less than or equal to the set restriction gear ratio is not selected. After step SB-2, the process proceeds to step SB-3.

[Step SB-3]
In step SB-3, the control circuit 130 returns the uphill determination control processing flow. This is the end of the description of the operation of the uphill determination control process.

  According to this embodiment, the following effects can be achieved.

  In the present embodiment, the gradient information ahead of the current location is acquired from the navigation system, the gradient calculation value is calculated using the gradient information in a predetermined range determined for each gear ratio, and the calculated gradient calculation value is calculated for each vehicle speed. The predetermined gear ratio is set as a restricting gear ratio when it is determined that the threshold value is exceeded, and the gear ratio is controlled so that the set restricting gear ratio is not selected. Thereby, when traveling uphill, if the distance to the slope is short, an unnecessary upshift can be restricted, and drivability can be further improved. In addition, when the distance to the slope is long, it is possible to suppress low-shift (low gear) driving, which is uncomfortable for the driver, and it is possible to drive more efficiently than necessary and to reduce engine speed more than necessary. It becomes.

  According to the prior art, as shown in FIG. 7 and FIG. 9, in the prior art, an unnecessary upshift may occur even when the distance to the gradient is short (see FIG. 7 and FIG. 8). On the other hand, if the distance to the slope is long, the conventional technology will run at a constant speed in low gear without upshifting, resulting in an engine speed that is higher than necessary, or excessive engine braking. In some cases, the driver feels uncomfortable (see FIG. 9).

  On the other hand, according to the present embodiment, the gradient information ahead from the current location is acquired from the navigation system, and the gradient calculation value is calculated using the gradient information in a predetermined range determined for each gear ratio. It is determined whether the calculated gradient value exceeds a predetermined threshold value for each vehicle speed, and when it is determined that the calculated value exceeds the threshold value, the gear ratio is set as a regulated gear ratio, and the set gear ratio is not selected. To control. Therefore, as shown in FIGS. 7 to 9, in FIG. 7, when the gear is set to the fourth speed, the unnecessary upshift to the fifth speed is eliminated, and the distance to the gradient is short as shown in FIG. The gear has been set to 3rd gear and unnecessary upshifts are gone. In addition, as shown in FIG. 9, when the distance to the slope is long, the gear is not unnecessarily upshifted to the fifth speed, and the gear is set to the third speed without traveling on a flat road at a low speed. The gear is upshifted from 3rd gear to 4th gear and returned to 3rd gear before the slope.

  In FIGS. 7 to 9, the numbers in the squares surrounded by the solid lines indicate the optimum shift speeds when control is present, and the numbers in the squares in the dotted lines are the speed changes when the conventional method is implemented. Shows the stage.

  Moreover, CVT and HV can be applied as the transmission in each of the above embodiments.

It is a figure for demonstrating the outline | summary of the driving force control apparatus of this invention. It is another figure for demonstrating the outline | summary of the driving force control apparatus of this invention. It is a schematic block diagram of the driving force control apparatus of this invention. It is a figure which shows the table | surface of a prior | preceding gradient acquisition used for the gradient calculation process for uphill control of the driving force control apparatus of this invention. It is a flowchart which shows the operation | movement of the gradient calculation process for climbing control of the driving force control apparatus of this invention. It is a flowchart which shows the operation | movement of the uphill determination control process of the driving force control apparatus of this invention. It is a figure for demonstrating the effect in the driving force control apparatus of this invention. It is another figure for demonstrating the effect in the driving force control apparatus of this invention. It is another figure for demonstrating the effect in the driving force control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 43 Throttle valve 90 Acceleration sensor 95 Navigation system apparatus 111 Brake operation amount detection part 113 Accelerator opening degree detection part 114 Throttle opening degree sensor 116 Engine speed sensor 117 Pattern select switch 118 Road gradient measurement and estimation part 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM

Claims (4)

In the driving force control device that is connected to the navigation system and automatically controls the gear ratio according to the vehicle speed,
Gradient information acquisition means for acquiring gradient information from the current location from the navigation system;
A gradient calculation value is calculated using the gradient information in a predetermined range determined for each gear ratio, it is determined whether the calculated gradient calculation value exceeds a predetermined threshold value for each vehicle speed, and the threshold value is determined. A restriction gear ratio setting means for setting the gear ratio as a restriction gear ratio when it is determined that it exceeds,
Transmission ratio control means for controlling the transmission ratio so that the restriction transmission ratio set by the restriction transmission ratio setting means is not selected;
A driving force control apparatus comprising: The driving force control apparatus according to claim 1,
The predetermined range is a range of a shorter distance as the gear ratio is larger,
A driving force control device. The driving force control apparatus according to claim 1,
The predetermined range is a range of a distance traveled by the vehicle for a shorter time as the speed ratio is larger,
A driving force control device. The driving force control apparatus according to claim 1,
The restriction speed ratio setting means includes:
Calculating an average value, a maximum value, or an integral value of the gradient information in the predetermined range as the gradient calculation value;
A driving force control device.

Images