JP5201039B2 - Gear ratio control apparatus and gear ratio control method for vehicle - Google Patents

Description

  The present invention relates to a gear ratio control device and a gear ratio control method for a vehicle in which a transmission capable of changing a plurality of gear ratios is provided in a driving force transmission path between a motor and driving wheels.

Conventionally, as a gear ratio control device for a vehicle in which a transmission capable of changing a plurality of gear ratios is provided in a driving force transmission path between an engine and a motor and driving wheels that can drive driving wheels, for example, There is one described in Patent Document 1.
In this gear ratio control device, in order to obtain good fuel efficiency, the engine is driven in the order of increasing engine output and increasing motor output in response to an increase in driving force demanded by the driver in a state where the gear ratio is switched to the high speed side. Driving force is increased by performing force adjustment control. This is because, in general, the efficiency of the engine and the motor is improved in the state where the gear ratio is changed to the high speed stage compared to the state where the gear ratio is changed to the low speed stage.
If the required driving force cannot be achieved even if the outputs of the engine and the motor are increased, the gear ratio is changed to the low speed side, and the driving force adjustment control is performed to increase the driving force.

JP 2001-146121 A

In the gear ratio control device described in Patent Literature 1, when the required driving force cannot be achieved even if the engine and motor outputs are increased, the gear ratio is changed from the high speed side to the low speed side. For this reason, time for changing the gear ratio is required, a time lag with respect to the required driving force is generated, and there is a possibility that the acceleration response to the required driving force is deteriorated.
The present invention has been made paying attention to the above-described problems, and provides a speed ratio control device and speed ratio control method for a vehicle that can suppress deterioration of acceleration response to a required driving force. Is an issue.

In order to solve the above-described problems, the present invention determines that the efficiency of the low gear consumption energy is higher than the normal consumption energy, and changes the gear ratio of the transmission interposed between the drive wheel and the motor to the low gear region expansion shift. Change based on the map.
Here, the normal energy consumption is the energy consumed by the vehicle when the vehicle travels according to the predicted travel pattern under the speed ratio changing condition based on the normal speed map in which the speed ratio area corresponding to the vehicle speed is set. It is. In addition, the low gear consumption energy is a change ratio change condition based on a low gear area enlarged transmission map in which a low speed transmission ratio area is expanded to a high speed side from the normal transmission map, and when the vehicle travels according to a predicted traveling pattern. This is the energy consumed by the vehicle.

According to the present invention, if it is determined that the efficiency of the low gear consumption energy is better than the normal consumption energy, the shift map used for changing the gear ratio is set as the low gear region enlarged shift map.
As a result, the situation where the gear ratio is on the low speed side when the driving force request increases is increased, so it is possible to reduce the opportunity to change the gear ratio from the high speed stage side to the low speed stage side. It becomes possible to suppress deterioration of acceleration response.

1 is a schematic configuration diagram of a vehicle including a gear ratio control device according to a first embodiment. It is a block diagram which shows the detailed structure of a gear shift judgment controller. It is a figure which shows a normal shift map. It is a figure which shows a low gear area expansion shift map. It is a map which shows the relationship between the electrical storage amount of the present battery, and the regenerative electric power which the regenerative electric power prediction means predicted. It is a flowchart which shows the process which a gear shift judgment controller performs. It is a map which shows the relationship between the peak vehicle speed per 1 [km], the distance between start and stop, and the area | region where the efficiency of low gear consumption energy is better than normal consumption energy.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
(Constitution)
FIG. 1 is a schematic configuration diagram of a vehicle HEV including a transmission ratio control device according to the present embodiment.
As shown in FIG. 1, a vehicle HEV including a gear ratio control device includes an engine 1, a motor 2, a battery 4, a transmission 6, drive wheels 8, a shift determination controller 10, and a shift control execution controller. 12 is provided. That is, the vehicle HEV including the transmission ratio control device is a hybrid vehicle including the engine 1 and the motor 2.
The engine 1 is an internal combustion engine and is formed using a gasoline engine or a diesel engine.

  The engine 1 also inputs and outputs information signals between the engine controller 14 and the shift control execution controller 12. And based on the control command which the engine controller 14 and the shift control execution controller 12 output, the valve opening degree etc. of a throttle valve (not shown) are controlled. The information signal output from the engine 1 to the engine controller 14 and the shift control execution controller 12 includes the rotational speed, torque, and the like of the engine 1.

Here, the driving force generated by the engine 1 is transmitted to the motor 2 via a clutch (not shown) or the like interposed in the driving force transmission path between the engine 1 and the motor 2.
The motor 2 is formed by a synchronous motor generator in which a permanent magnet is embedded in a rotor (not shown) and a stator coil is wound around a stator (not shown), for example.
In addition, a battery 4 is connected to the motor 2 via an inverter (not shown).

  The inverter inputs and outputs information signals between the motor controller 16 and the shift control execution controller 12. Then, a three-phase alternating current is formed based on a control command output from the motor controller 16 and the shift control execution controller 12, and the formed three-phase alternating current is applied to the motor 2 to control the motor 2. The information signal output from the motor 2 to the motor controller 16 and the shift control execution controller 12 includes the torque, the rotation speed, and the like of the motor 2.

In addition, the motor 2 can operate as an electric motor that is rotationally driven by receiving electric power supplied from the battery 4 via an inverter (hereinafter, this state is referred to as “power running”). That is, in the power running state, the motor 2 outputs a driving force that can rotate the driving wheels 8.
Further, the motor 2 functions as a generator that generates an electromotive force at both ends of the stator coil when the rotor is rotated by an external force. The motor 2 functioning as a generator can store the generated regenerative power in the battery 4 (hereinafter, this operation state is described as “regeneration”).

As described above, the motor 2 has a function (motor) for driving the drive wheels 8 and a power generation function (generator) for regenerative power stored in the battery 4.
Here, the “case where the rotor is rotated by an external force” is when the vehicle HEV is decelerated or the like. Note that, when the vehicle HEV traveling on an uphill slope decelerates without reducing the required driving force, the motor 2 does not function as a generator, so regenerative power is not generated.

The battery 4 is a lead storage battery, for example, and is connected to the battery controller 18.
The battery controller 18 detects the storage amount (SOC “state of charge”) of the battery 4, the voltage and temperature of the battery 4, and the like. Then, an information signal including the detected power storage amount and the like is output to the unit information detection means 20 described later.
The transmission 6 is interposed in the driving force transmission path between the engine 1 and the motor 2 and the driving wheel 8, and changes the rotational speed between the driving wheel 8 and the motor 2 at an arbitrary gear ratio. Thereby, the transmission 6 can transmit the driving force generated by the engine 1 and the motor 2 to the drive wheels 8 at an arbitrary gear ratio.

In the present embodiment, the transmission 6 is formed of a stepped transmission (in the example, a 4-speed AT or the like) that can change the stepped gear ratio stepwise, such as four forward speeds and one reverse speed. The transmission ratio of the transmission 6 is changed based on a control command output from the transmission control execution controller 12 to the transmission 6.
When changing the gear ratio, for example, the state of the transmission 6 is switched using hydraulic pressure generated by an oil pump (not shown) connected to the drive shaft of the motor 2. When switching the state of the transmission 6 using the hydraulic pressure generated by the oil pump, for example, the hydraulic pressure generated by the oil pump is used for the operation of a clutch or the like provided in the transmission 6.

Here, the change of the speed ratio based on the control command output from the speed change control execution controller 12 will be described.
When changing the speed ratio from the low speed side to the high speed side (shifting up), for example, the speed ratio is changed from the first speed (the speed ratio of the lowest speed stage) based on the control command output by the speed change control execution controller 12. Change to second gear (speed ratio one step higher than first gear). As a result, the rotational speed input to the transmission 6 by the motor 2 is increased and transmitted to the drive wheels 8.

On the other hand, when changing the gear ratio from the high speed side to the low speed side (shifting down), for example, the gear ratio is changed from the second speed to the first speed based on the control command output by the speed change control execution controller 12. As a result, the rotational speed input to the transmission 6 by the motor 2 is decelerated and transmitted to the drive wheels 8.
The drive wheel 8 is connected to the output shaft of the transmission 6 through a differential 22, a propeller shaft 24, a drive shaft 26, and the like. In the present embodiment, as an example, the driving wheels 8 are a left front wheel 8L and a right front wheel 8R. In connection with this, let a driven wheel (not shown) be a left rear wheel and a right rear wheel.

Further, each of the left front wheel 8L and the right front wheel 8R is provided with a front wheel brake device (not shown). Similarly, a rear wheel brake device (not shown) is provided for each of the left rear wheel and the right rear wheel.
Each brake device applies hydraulic pressure to a corresponding wheel (driving wheel, driven wheel) from a hydraulic pressure source (not shown) according to an operation amount (depression amount) of a brake pedal (not shown) by a driver. Transmit brake fluid pressure adjusted. The hydraulic pressure is adjusted according to an information signal output from the brake controller 28.

Specifically, when the vehicle HEV is braked, hydraulic oil whose hydraulic pressure is adjusted to the braking hydraulic pressure in accordance with the operation amount of the brake pedal is supplied to a braking piston (not shown). Then, the braking force is applied to the corresponding wheel by pressing the braking piston against the corresponding wheel to be brought into sliding contact therewith.
In addition, each brake device inputs and outputs information signals to and from the brake control controller 28. Then, the brake fluid pressure is adjusted based on the control command output from the brake controller 28. The information signal output from each brake device to the brake controller 28 includes the brake fluid pressure of the hydraulic oil supplied to the brake piston.

  The shift determination controller 10 inputs and outputs information signals to and from the engine 1, inverter, battery 4, transmission 6, and brake controller 28 via the shift control execution controller 12. Further, the shift determination controller 10 receives input of information signals output from the driver information detection means 30, the road environment information detection means 32, and the unit information detection means 20. The detailed configuration of the shift determination controller 10 will be described later.

The driver information detection means 30 detects the amount of operation of an accelerator pedal (not shown) and a brake pedal by the driver and the vehicle speed of the vehicle HEV. Then, an information signal including the detected operation amount of the accelerator pedal and the brake pedal and the vehicle speed of the vehicle HEV is output to the shift determination controller 10.
Here, the amount of operation of the accelerator pedal by the driver is detected using, for example, an accelerator stroke sensor capable of detecting the amount of displacement of the accelerator pedal. Similarly, the amount of operation of the brake pedal by the driver is detected using, for example, a brake stroke sensor that can detect the amount of displacement of the brake pedal. Further, the vehicle speed of the vehicle HEV is detected using, for example, a known vehicle speed sensor.

The road environment information detection means 32 includes map data information, current position information of the vehicle HEV, traffic information of the traveling road on which the vehicle HEV is scheduled to travel, road surface state information of the traveling road, signal display information of the traveling road, vehicle HEV and The distance information with the preceding vehicle is detected. Then, a signal including these detected various information is output to the shift determination controller 10.
Here, the map data information is detected from, for example, data included in a navigation device (car navigation) included in the vehicle HEV.

Further, the current position information of the vehicle HEV is detected by using a GPS (Global Positioning System) antenna or the like provided in the vehicle HEV.
Moreover, the traffic information of the traveling road on which the vehicle HEV is to travel is traffic congestion information on the traveling road, and is detected using, for example, VICS (Vehicle Information and Communication System) information.

Further, the road surface state information of the traveling road is information indicating a state where a speed bump is formed on the road surface of the traveling road, for example, and is detected from the map data information included in the navigation device. In addition to this, for example, information indicating a snow cover state on the road surface of the traveling road may be used. Further, for example, information indicating the inclination of the traveling road such as a climbing lane may be used.
Moreover, the signal display information of the traveling road is detected by receiving a signal output from a signal control server, for example. In addition to this, for example, the detection may be performed using an imaging unit such as a camera provided in the vehicle HEV.

The inter-vehicle distance information between the vehicle HEV and the preceding vehicle is detected using, for example, a means capable of outputting an electromagnetic wave such as an infrared laser to the front of the vehicle HEV in the vehicle front-rear direction and further acquiring the electromagnetic wave reflected by the preceding vehicle. To do.
The unit information detection means 20 detects the state of various units included in the vehicle HEV such as the motor 2 and the battery 4 and the state of the vehicle HEV itself. Then, an information signal including the detected various states is output to the shift determination controller 10.

Here, the state of the motor 2 is, for example, a limit value of the motor torque corresponding to the storage amount of the battery 4 and is detected based on the storage amount of the battery 4 output from the battery controller 18.
The state of the battery 4 is, for example, the maximum value of power that can be supplied to the battery 4, and is detected based on the storage amount, voltage, temperature, etc. of the battery 4 output from the battery controller 18.

The state of the vehicle HEV itself is, for example, the weight (vehicle weight) of the vehicle HEV and is stored in advance. The vehicle weight may be changed according to the number of passengers and the weight of the loaded luggage.
The shift control execution controller 12 generates a control command that the shift control execution controller 12 outputs to the transmission 6, the engine 1, the inverter, and the brake control controller 28 based on the control command output from the shift determination controller 10. The generated control signal is output to the transmission 6, the engine 1, the inverter and the brake controller 28. Thereby, the gear ratio of the transmission 6, the behavior of the engine 1, the motor 2, and each brake device are controlled.

Next, a detailed configuration of the shift determination controller 10 will be described with reference to FIG. 1 and FIGS. 2 to 4.
FIG. 2 is a block diagram illustrating a detailed configuration of the shift determination controller 10.
The shift determination controller 10 includes a gear ratio changing unit 34, a shift map storage unit 36, a travel pattern prediction unit 38, a normal consumption energy calculation unit 40, and a low gear consumption energy calculation unit 42. In addition, the shift determination controller 10 includes energy consumption efficiency determination means 44, shift map switching means 46, regenerative power prediction means 48, and regenerative power ratio determination means 50.

The transmission ratio changing unit 34 changes the transmission ratio of the transmission 6 with reference to the transmission map. A description regarding the shift map will be described later.
Specifically, as described later, based on the information signal output from the shift map switching unit 46, the shift map switched by the shift map switching unit 46 is selected and acquired from the shift map of the shift map storage unit 36. . Then, the gear ratio of the transmission 6 is set with reference to the acquired shift map. Then, an information signal including the set gear ratio is output to the shift control execution controller 12.

  The shift control execution controller 12 that has received the input of the information signal output from the gear ratio changing unit 34 sets the gear ratio of the transmission 6 to the gear ratio set by the gear ratio changing unit 34 with reference to the gear map. A control command to be changed is generated. In addition to this, the control for calculating the behavior of the engine 1, the motor 2 and each brake device according to the change of the gear ratio, and performing cooperative control between the transmission 6, the engine 1, the motor 2, and each brake device. Generate directives.

  At the time of regenerative braking in which regenerative electric power is generated, the sum of the regenerative torque generated by the motor 2 and the braking hydraulic pressure transmitted by each brake device becomes the deceleration torque that decelerates the vehicle HEV. For this reason, the shift control execution controller 12 generates a control command for performing cooperative control between the transmission 6, the engine 1, the motor 2, and each brake device during regenerative braking. This control command is generated so that the sum of the regenerative torque generated by the motor 2 and the brake hydraulic pressure transmitted by each brake device does not fluctuate.

Then, the shift control execution controller 12 outputs these generated control commands to the transmission 6, the engine 1, the inverter, and the brake control controller 28 (see FIG. 1).
The transmission map storage means 36 includes a normal transmission map in which a transmission ratio area corresponding to the speed (vehicle speed) of the vehicle HEV is set as a transmission map, and a low gear in which the transmission ratio area on the low speed side of the normal transmission map is expanded to the high speed side. It has an area expansion shift map.

Here, the normal shift map and the low gear region enlarged shift map will be described with reference to FIGS.
FIG. 3 is a diagram showing a normal shift map. FIG. 4 is a diagram showing a low gear region enlarged shift map.
As shown in FIGS. 3 and 4, the low gear region enlarged shift map is a map obtained by enlarging the low speed (Low gear) side gear ratio region toward the high speed (High gear) side as compared to the normal gear shift map. It is.

As shown in FIGS. 3 and 4, the shift map stored in the shift map storage means 36 sets the boundary between the low gear side and the high gear side according to the speed (vehicle speed) of the vehicle HEV, and the vehicle speed. It is a map which changes a gear ratio according to the change of. That is, the shift map is a map showing the correspondence between the vehicle speed and the gear ratio.
The shift map storage means 36 has a plurality of low gear region enlarged shift maps (not shown) having different amounts of enlargement of the low speed side gear ratio region to the high speed side. FIG. 4 shows one low gear region enlarged shift map among a plurality of low gear region enlarged shift maps having different amounts of enlargement of the low speed side gear ratio region to the high speed side.

The travel pattern predicting means 38 predicts the travel pattern of the vehicle HEV.
Specifically, the travel pattern predicting means 38 predicts the travel pattern of the vehicle HEV based on at least one of road environment information and driver information. Then, an information signal including the predicted traveling pattern of the vehicle HEV is output to the normal consumption energy calculation means 40, the low gear consumption energy calculation means 42, and the regenerative power prediction means 48.

Here, the road environment information is information reflecting the environment of the traveling road on which the vehicle HEV is scheduled to travel. The driver information is information that reflects the operation state of the vehicle HEV by the driver.
More specifically, the road environment information is at least one of the following information.
1. 1. Map data information possessed by the navigation device 2. Current position information of the vehicle 3. Traffic information on the road 4. Road surface condition information on the traveling road 5. Road display signal display information Information on the distance between the vehicle and the preceding vehicle Here, the map data information of the navigation device, the current position information of the vehicle, the traffic information of the traveling road, the road surface condition information of the traveling road, the signal display information of the traveling road and the vehicle and the preceding vehicle The inter-vehicle distance information with the vehicle is detected from the information signal output by the road environment information detecting means 32.

Specifically, the driver information is at least one of the following information.
1. 1. Vehicle running pattern history 2. Driver's acceleration / deceleration operation history Acceleration / Deceleration Operation Prediction by Driver Here, the vehicle driving pattern history, the driver acceleration / deceleration operation history, and the acceleration / deceleration operation prediction by the driver are detected from the information signal output by the driver information detection means 30. For example, at the time of deceleration of the vehicle HEV, it is difficult to predict a point where the vehicle starts to be decelerated from the current vehicle speed depending on the driving style of the driver (deceleration operation during deceleration, etc.). For this reason, it is the information detected in order to predict the deceleration state of a vehicle with reference to the acceleration / deceleration operation which the driver performed in the past and the acceleration / deceleration operation predicted to be performed in the future.

Here, in particular, a specific process when the traveling pattern predicting unit 38 predicts the traveling pattern of the vehicle HEV as a state in which the vehicle HEV includes deceleration due to regenerative braking will be described.
The traveling pattern predicting means 38 predicts that the traveling pattern of the vehicle HEV is in a state including deceleration by regenerative braking based on at least one of the following conditions. As a result, the time it takes for the traveling vehicle HEV to decelerate from the current position by regenerative braking, the distance from the current position to decelerate by regenerative braking, the deceleration when decelerating by regenerative braking, the vehicle speed after decelerating by regenerative braking Predict.

1. A toll road such as an expressway is predicted to stop at a toll booth or decelerate when passing through an ETC lane. This is performed based on, for example, map data information that the navigation device has and current vehicle position information.
2. Intrusion into the parking area or service area is estimated, and at that time, deceleration or stopping is predicted. This is performed based on, for example, map data information that the navigation device has and current vehicle position information.
3. While moving from your current location to your destination, predict the deceleration associated with a turn (turn left or right) when you cross an intersection. This is performed based on, for example, map data information included in the navigation device, destination location information set using the navigation device, and current vehicle location information.

4). While moving from your current location to your destination, predict the deceleration associated with entering a narrow or poor-looking road. This is performed based on, for example, map data information included in the navigation device, destination location information set using the navigation device, and current vehicle location information.
Note that if there is an uphill slope while moving from the current location to the destination, the deceleration on this slope is not a deceleration due to regenerative braking, so from the prediction that the vehicle HEV is decelerated due to regenerative braking. exclude.

5. The display of the traffic light in the traveling direction of the traveling road changes from permission to stop to stop and predicts deceleration or stopping. This is performed based on, for example, reception of a signal output from a signal control server, map data information included in the navigation device, and current vehicle position information.
6). A deceleration or stop is predicted based on road surface conditions of a traveling road that requires deceleration such as speed bumps and snow accumulation, traffic information on a traveling road that requires deceleration such as traffic congestion and road construction. This is performed based on, for example, map data information, VICS information, and current vehicle position information that the navigation device has.

7). Deceleration or stoppage is predicted due to traffic congestion on the road where the host vehicle (vehicle HEV) joins. This is performed based on, for example, map data information, VICS information, and current vehicle position information that the navigation device has.
8). While moving from the current location to the destination, a deceleration or stop associated with an entry from a road with a high speed limit to a road with a low speed limit is predicted. This is performed based on, for example, map data information included in the navigation device, destination location information set using the navigation device, and current vehicle location information.

9. Deceleration or stopping of the host vehicle is predicted by decreasing the distance between the host vehicle (vehicle HEV) and the preceding vehicle. This is performed based on the inter-vehicle distance between the host vehicle and the preceding vehicle and the vehicle speed of the host vehicle, for example.
10. A deceleration or a stop of the host vehicle is predicted based on the deceleration of the preceding vehicle. This is performed based on the vehicle speed information of the preceding vehicle transmitted by the preceding vehicle, for example. The vehicle speed information of the preceding vehicle transmitted by the preceding vehicle may be received directly from the preceding vehicle, for example, or may be received via a server provided in the base station or the like.

The normal consumption energy calculating means 40 calculates the normal consumption energy consumed by the vehicle HEV when the vehicle travels according to the travel pattern predicted by the travel pattern prediction means 38 under the speed ratio changing condition based on the normal shift map. Then, an information signal including the calculated normal energy consumption is output to the energy consumption efficiency determination unit 44.
In the present embodiment, the vehicle HEV when the travel pattern predicting means 38 predicts that the travel pattern of the vehicle HEV includes the deceleration due to regenerative braking under the condition of changing the gear ratio based on the normal shift map in the present embodiment. Let it be consumed energy.
Moreover, in this embodiment, the normal consumption energy calculation means 40 calculates normal consumption energy with reference to the collection amount of the regenerative electric power which the motor 2 generate | occur | produces.

Here, when the normal consumption energy calculating unit 40 calculates the normal consumption energy with reference to the recovered amount of the regenerative power generated by the motor 2, the calculation is performed based on the following conditions.
1. A regenerative power generation amount that can be generated according to the motor torque limit value in a state where the torque of the motor 2 is limited. This is detected based on, for example, the amount of power stored in the battery 4 output from the battery controller 18.
2. Maximum regenerative power input from the motor 2 to the battery 4. This is detected based on, for example, the amount of power generated by the regenerative power that can be generated according to the motor torque limit value, the internal resistance of the inverter, and the like.

3. Maximum regenerative power that can be input from the motor 2 to the battery 4. This is detected based on, for example, the storage amount (SOC) of the battery 4, the voltage or temperature of the battery 4, and the like.
4). Driver acceleration / deceleration pattern. This is detected based on, for example, the operation amount of the accelerator pedal and the brake pedal, the vehicle speed of the vehicle HEV, the acceleration of the vehicle HEV in the vehicle longitudinal direction, and the like.
5. The weight (vehicle weight) of the vehicle HEV. Since this is a specified value, it is stored in advance. The vehicle weight may be changed according to the number of passengers and the weight of the loaded luggage.

6). In addition to the motor 2, the power consumption of a unit that operates by receiving power supply from the battery 4. Here, the unit that operates by receiving power supplied from the battery 4 in addition to the motor 2 is a car air conditioner provided in the vehicle HEV, or an auxiliary device such as a light. Since the power consumption of the unit is a specified value, it is stored in advance. Note that the power consumption of the unit may be changed according to the set temperature of the car air conditioner, the air volume, and the like.

The low gear consumption energy calculation means 42 calculates the low gear consumption energy consumed by the vehicle HEV when the vehicle travels according to the travel pattern predicted by the travel pattern prediction means 38 under the speed ratio changing condition based on the low gear region enlarged shift map. Then, an information signal including the calculated low gear consumption energy is output to the consumption energy efficiency determination unit 44.
In the present embodiment, the vehicle in the case where the low-gear energy consumption is predicted to be a state in which the driving pattern of the vehicle HEV includes deceleration due to regenerative braking under the condition of changing the gear ratio based on the low-gear region enlarged shift map. Let it be the energy consumed by HEV.

In the present embodiment, the low gear consumption energy calculating means calculates the low gear consumption energy with reference to the amount of recovered regenerative power generated by the motor 2.
When the low gear consumption energy calculation means 42 calculates the low gear consumption energy by referring to the recovered amount of the regenerative power generated by the motor 2, it is based on the above-mentioned conditions as in the normal consumption energy calculation means 40. To calculate.

The energy consumption efficiency determination means 44 determines whether or not the efficiency of the low gear consumption energy is better than the normal energy consumption. Then, an information signal including the determination result is output to the shift map switching means 46.
Further, as will be described later, the consumption energy efficiency determination unit 44 is configured so that the shift map switching unit 46 uses a lower gear consumption than the normal consumption energy in a state where the shift map referred to by the transmission ratio changing unit 34 is a low gear region enlarged shift map. Determine whether energy efficiency is good.

  If the energy consumption efficiency determination means 44 determines that the efficiency of the low gear consumption energy is better than the normal consumption energy, the speed change map switching means 46 sets the speed change map referred to by the speed ratio changing means 34 as the low gear area expansion speed change map. . Specifically, a control command for selecting the low gear region enlarged shift map is generated from the shift map of the shift map storage unit 36, and an information signal including the generated control command is output to the transmission ratio changing unit 34.

  Further, the shift map switching means 46 using the shift map referred to by the gear ratio changing means 34 as the low gear region enlarged shift map sets the shift map referred to by the speed ratio changing means 34 as the normal shift map. Specifically, a control command for selecting and acquiring the normal shift map is generated from the shift map of the shift map storage unit 36, and an information signal including the generated control command is output to the gear ratio changing unit 34. . This is because the shift map switching unit 46 uses the shift map referred to by the shift ratio changing unit 34 as the low gear region enlarged shift map, and the consumed energy efficiency determining unit is less efficient than the normal consumed energy. This is performed only when it is determined.

  In the present embodiment, the shift map switching means 46 has the best efficiency of the low gear consumption energy calculated by the low gear consumption energy calculation means among the plurality of low gear region enlarged shift maps as the shift map referred to by the transmission ratio changing means 34. It becomes the map which becomes. This is performed when the traveling pattern predicting means 38 predicts the traveling pattern of the vehicle HEV based on the acceleration / deceleration operation prediction by the driver.

Here, the acceleration / deceleration operation prediction by the driver is an acceleration / deceleration operation that the driver predicts to perform during traveling from the current location to the destination via, for example, a navigation device provided in the vehicle HEV. This is an operation for inputting to 38.
Then, the traveling pattern predicting means 38 is based on the acceleration / deceleration operation input by the driver, and the traveling pattern during traveling from the current location to the destination (maximum speed, average speed, distance between the start position and the stop position). Etc.). Thereby, based on the acceleration / deceleration operation prediction by the driver, the traveling pattern of the vehicle HEV is predicted.

Further, as described later, the shift map switching unit 46 sets the shift map referred to by the transmission ratio changing unit 34 as a normal shift map in accordance with the processing performed by the regenerative power ratio determining unit 50. The process performed by the shift map switching unit 46 in accordance with the process performed by the regenerative power ratio determination unit 50 will be described later.
The regenerative power predicting means 48 predicts the regenerative power generated by the motor 2 when the vehicle travels according to the travel pattern predicted by the travel pattern predicting means 38 under the speed ratio changing condition based on the normal shift map. Then, an information signal including the predicted regenerative power is output to the regenerative power ratio determination means 50.

The regenerative power ratio determination means 50 determines whether or not the ratio of the regenerative power generated by the motor 2 predicted by the regenerative power prediction means 48 to the stored amount of the battery 4 exceeds a predetermined ratio. Then, an information signal including the determination result is output to the shift map switching means 46.
Here, the predetermined ratio is a ratio set according to the amount of power required for the battery 4. For example, when the amount of power required for the battery 4 is set to 80% or more, the regenerative power predicted by the regenerative power prediction unit 48 exceeds 20% in a state where the amount of power stored in the battery 4 is 60%. Then, it is determined that the ratio exceeds a predetermined ratio.

When the regenerative power ratio determination means 50 determines that the ratio of the regenerative power predicted by the regenerative power prediction means 48 to the amount of power stored in the battery 4 exceeds a predetermined ratio, the shift map switching means 46 changes the speed ratio change means 34. Is referred to as a normal shift map.
This is the case, for example, when the travel pattern predicted by the travel pattern prediction means 38 is a travel pattern that can sufficiently recover the regenerative power generated by the motor 2 with respect to the amount of power stored in the battery 4. Note that the travel pattern in which the regenerative power can be sufficiently collected with respect to the amount of power stored in the battery 4 is, for example, a case where the vehicle HEV travels on a long continuous downhill slope.

  In this case, the current power storage amount of the battery 4 and the regenerative power predicted by the regenerative power prediction means 48 are applied to, for example, the map shown in FIG. If the regenerative power predicted by the regenerative power predicting means 48 according to the current storage amount of the battery 4 is outside the area indicated by the oblique lines (Low gear area) in the figure, the battery 4 having the predicted regenerative power It determines with the ratio with respect to the amount of electrical storage exceeding a predetermined ratio. FIG. 5 is a map showing the relationship between the current storage amount of the battery 4 and the regenerative power predicted by the regenerative power prediction means 48. In FIG. 5, the vertical axis indicates the regenerative power (predicted regenerative power) predicted by the regenerative power prediction unit 48, and the horizontal axis indicates the current storage amount (SOC) of the battery 4. Further, in FIG. 5, the lower limit value is indicated as “control MIN” for a range in which the shift map switching unit 46 performs control in which the shift map referred to by the shift ratio changing unit 34 is set to the low gear region enlarged shift map. The upper limit value is indicated as “control MAX”.

This is because, as will be described later, the effect of reducing energy consumption is reduced by making the shift map referred to by the gear ratio changing means 34 a low gear region enlarged shift map. This is because the amount of electric power that can be input to the battery 4 is limited and the regenerative electric power that can be collected decreases in the current state where the stored amount of the battery 4 is high.
The shift determination controller 10 corresponds to a “speed ratio control device”.
The battery controller 18 and the unit information detection means 20 correspond to “amount of charge detection means”.

(Operation)
Next, an example of the operation of the vehicle HEV provided with the gear ratio control device of the present embodiment will be described with reference to FIGS. 1 to 5 and FIG.
FIG. 6 is a flowchart showing processing performed by the shift determination controller 10.
The flowchart shown in FIG. 6 starts from a state in which the vehicle HEV is traveling (START).
When the vehicle HEV is traveling, first, the traveling pattern predicting unit 38 receives information signals output from the driver information detecting unit 30, the road environment information detecting unit 32, and the unit information detecting unit 20, for example, every predetermined sampling time. Obtain the output information signal. Then, based on the acquired information signal, the traveling pattern of the vehicle HEV is predicted ("determined traveling pattern estimated to travel from now" shown in step S10) (step S10).

In this flowchart, a case will be described in which the traveling pattern predicting unit 38 predicts the traveling pattern of the vehicle HEV as a state in which the vehicle HEV includes deceleration due to regenerative braking.
In step S10, when the traveling pattern predicting means 38 predicts the traveling pattern of the vehicle HEV, the processing performed by the shift determination controller 10 proceeds to step S12.
In step S12, the normal energy consumption calculation means 40 calculates normal energy consumption. In addition, in step S12, the low gear consumption energy calculating means 42 calculates the low gear consumption energy ("calculate normal consumption energy and low gear consumption energy" shown in step S12).

In this flowchart, the normal consumption energy and the low gear consumption energy are assumed to be energy consumed by the vehicle HEV when the travel pattern predicting unit 38 predicts that the travel pattern of the vehicle HEV includes deceleration due to regenerative braking. explain.
Further, in this flowchart, the case where the normal energy consumption calculation unit 40 calculates the normal energy consumption with reference to the recovered amount of regenerative power generated by the motor 2 will be described. In addition to this, a case will be described in which the low gear consumption energy calculating means calculates the low gear consumption energy with reference to the recovered amount of regenerative power generated by the motor 2.

Hereinafter, a specific example relating to the calculation of normal energy consumption will be described with reference to the normal shift map shown in FIG. In FIG. 3, the traveling pattern of the vehicle HEV predicted by the traveling pattern predicting unit 38 is indicated by a solid line having a shape corresponding to the relationship between the speed of the vehicle HEV and the elapsed time. In FIG. 3, the vertical axis indicates the speed (vehicle speed) of the vehicle HEV, and the horizontal axis indicates the elapsed time (time).
First, as shown in FIG. 3, the traveling pattern of the vehicle HEV predicted by the traveling pattern predicting unit 38 is divided into three regions A to C on the normal shift map.

Specifically, an area from when the vehicle is stopped to the speed ratio as a low gear, when the vehicle is accelerated and the speed ratio is changed from the low gear to the high gear is defined as “area A”. Further, the region from the low gear to the high gear is traveled, decelerated after acceleration and speed maintenance, and the speed ratio is changed from the high gear to the low gear is referred to as “region B”. Furthermore, the region from the high gear to the low gear traveling until the vehicle stops after deceleration is defined as “region C”. That is, in the region A and the region C, the vehicle HEV travels with the gear ratio as a low gear, and in the region B, the vehicle HEV travels with the gear ratio as a high gear.
In addition, the deceleration in the area | region B and the area | region C is a deceleration by regenerative braking, and regenerative electric power generate | occur | produces.

Next, in regions A, B, and C, energy consumed by the vehicle HEV is calculated.
First, a specific procedure for calculating the energy consumed by the vehicle HEV in the region A will be described.
Calculation of the energy consumed by the vehicle HEV in the region A is performed by adding all of the following consumed energy (I) to (V).
I. Reduction amount of regenerative power [kJ]
II. Mechanical loss according to gear ratio [kJ]
III. Electric loss of motor 2 [kJ]
IV. Mechanical loss of transmission 6 and brake device [kJ]
V. Increase in fuel consumed by the engine 1 when traveling with the gear ratio as a low gear, compared to the fuel consumed by the engine 1 when traveling with the gear ratio as a high gear [cc]

That is, the region A consumed energy A [kJ] consumed by the vehicle HEV in the region A is calculated from the following equation (1).
A [kJ] = I + II + III + IV + V (1)
Since the energy unit from I to IV is [kJ], the energy unit is converted from [cc] to [kJ] for the above V before performing the calculation in the equation (1). For this conversion, a coefficient corresponding to the predicted traveling pattern is used based on the specifications of the vehicle HEV and the engine 1.

Here, the reduction amount of the regenerative power is calculated based on the regenerative power that can be generated according to the motor torque limit value, for example. In region A, since vehicle HEV does not decelerate, regenerative power itself does not occur. For this reason, the reduction | decrease amount of the regenerative electric power in the area | region A is 0 [kJ].
The mechanical loss corresponding to the gear ratio is calculated based on, for example, the input rotation speed and output torque of the transmission 6 according to the gear ratio specifications.
Further, the electrical loss of the motor 2 is calculated based on, for example, the input rotation speed and output torque of the motor 2.

The mechanical loss of the transmission 6 and the brake device is, for example, a loss due to drag generated in the clutch or brake device provided in the transmission 6. This is calculated based on, for example, the input rotation speed and output torque of the transmission 6.
The increase in fuel consumed by the engine 1 when traveling with the gear ratio as a low gear compared to the fuel consumed by the engine 1 when traveling with the gear ratio as a high gear is calculated, for example, by the following method. To do.
Since the operating point of the engine 1 is different between the state of traveling with the gear ratio being High gear and the state of traveling with the gear ratio being the Low gear, the fuel consumed by the engine 1 is different even if the vehicle speed and torque are the same.

Therefore, in the region A, the fuel consumed by the engine 1 when traveling with the speed ratio as the low gear is taken into consideration by the engine 1 when traveling with the speed ratio as the high gear in consideration of the operating point of the engine 1. Calculate the fuel to be used. Thereby, the increase in the fuel is calculated.
In the calculation of the energy consumed by the vehicle HEV in the region B and the region C, all of the above-described energy consumptions (I) to (V) are added as in the calculation in the region A.

That is, the region B consumed energy B [kJ] consumed by the vehicle HEV in the region B and the region C consumed energy C [kJ] consumed by the vehicle HEV in the region C are the same as the region A consumed energy A [kJ]. It calculates from Formula (1).
Further, as shown in FIG. 3, when the predicted traveling pattern is applied to the normal shift map, the gear ratio is changed twice between the region A and the region B and between the region B and the region C. For this reason, the shift energy consumed by the operation of the oil pump or the like is calculated.

Here, the shift energy T [kJ] is calculated from the following equation (2).
T [kJ] = consumed energy required to change the gear ratio once × 2 (number of times) (2)
As described above, the normal consumption energy E-BASE [kJ] is calculated from the following equation (3).
E-BASE [kJ] = A [kJ] + B [kJ] + C [kJ] T [kJ] (3)

  Next, a specific example relating to the calculation of the low gear consumption energy will be described with reference to the low gear region enlarged shift map shown in FIG. In FIG. 4, as in FIG. 3, the travel pattern of the vehicle HEV predicted by the travel pattern prediction means 38 is indicated by a solid line having a shape corresponding to the relationship between the speed of the vehicle HEV and the elapsed time. In FIG. 4, as in FIG. 3, the vertical axis represents the speed (vehicle speed) of the vehicle HEV, and the horizontal axis represents the elapsed time (time).

As shown in FIG. 4, when the travel pattern of the vehicle HEV predicted by the travel pattern predicting means 38 is applied to the low gear region enlarged gear shift map, the vehicle HEV converts the gear ratios for all the times and gear ratios shown in FIG. Travel as. In FIG. 4 and the following description, the area until the vehicle HEV in a stopped state decelerates after acceleration and speed maintenance and stops after deceleration, that is, all areas are defined as “area D”.
Note that the deceleration in the region D is a deceleration due to regenerative braking, similar to the deceleration in the region B and the region C, and regenerative power is generated.

Next, in region D, the energy consumed by the vehicle HEV is calculated.
In the calculation of the energy consumed by the vehicle HEV in the region D, all of the above-described consumption energy (I) to (V) are added as in the calculation in the region A.
That is, the area D consumed energy D [kJ] consumed by the vehicle HEV in the area D is calculated from the above equation (1), similarly to the area A consumed energy A [kJ].
Further, as shown in FIG. 4, when the predicted traveling pattern is applied to the low gear region enlarged shift map, the gear ratio is not changed. Therefore, the shift energy T [kJ] is 0 [kJ].

Thus, the low gear consumption energy E-Low [kJ] is calculated from the following equation (4).
E-Low [kJ] = D [kJ] (4)
That is, unlike the normal consumption energy E-BASE [kJ], the low gear consumption energy E-Low [kJ] does not include the shift energy T [kJ].
When the normal energy consumption and the low gear consumption energy are calculated in step S12, the processing performed by the shift determination controller 10 proceeds to step S14.

  In step S14, the energy consumption efficiency determination unit 44 determines whether or not the efficiency of the low gear consumption energy is better than the normal consumption energy. As a result, the energy consumed in the travel with reference to the low gear region enlarged shift map is less than the energy consumed in the travel with reference to the normal shift map (in step S14, “Is energy loss reduced with respect to the normal shift map? ]) Determine whether or not.

  Specifically, the consumption energy efficiency determination unit 44 compares the normal consumption energy E-BASE [kJ] with the low gear consumption energy E-Low [kJ]. When the low gear consumption energy E-Low [kJ] is less than the value obtained by adding a predetermined energy value to the normal consumption energy E-BASE [kJ], the low gear consumption energy is more efficient than the normal consumption energy. judge. As a result, it is determined that the energy consumed in the travel with reference to the low gear region enlarged shift map is less than the energy consumed in the travel with reference to the normal shift map.

Here, for example, when the vehicle HEV actually travels with reference to the low gear region enlarged shift map, the predetermined energy value described above is in a range where the efficiency of the low gear consumption energy is higher than the normal consumption energy with high probability. The set value is stored in advance.
If it is determined in step S14 that the efficiency of the low gear consumption energy is better than the normal consumption energy ("Yes" shown in the figure), the process performed by the shift determination controller 10 proceeds to the process of step S16.
On the other hand, if it is determined in step S14 that the efficiency of the low gear consumption energy is lower than the normal consumption energy ("No" in the figure), the process performed by the shift determination controller 10 returns to the process of step S10 (RETURN). .

  In step S16, the shift map switching unit 46 sets the shift map referred to by the transmission ratio changing unit 34 as a low gear region enlarged shift map. Further, in step S16, the shift map switching means 46 sets the shift map referred to by the speed ratio changing means 34 as a map in which the efficiency of the low gear consumption energy is the best among the plurality of low gear region enlarged shift maps. That is, in step S16, the shift map referred to by the gear ratio changing means 34 is changed to a map that maximizes the energy consumption efficiency ("change to a shift map that can reduce the energy loss most" shown in step S16).

In step S16, if the shift map referred to by the gear ratio changing means 34 is a low gear region enlarged shift map, the process performed by the shift determination controller 10 proceeds to step S18.
In step S18, in a state where the speed change map referred to by the speed change ratio changing means 34 is the low gear region enlarged speed change map, the energy consumption efficiency determining means 44 determines whether or not the efficiency of the low gear consumption energy is better than the normal energy consumption. judge. This is always performed at regular intervals, for example, every 100 [msec] after the shift map referred to by the gear ratio changing means 34 is changed to the low gear region enlarged shift map. Thereby, in step S18, it is determined whether or not the efficiency of the low gear consumption energy is better than the normal consumption energy after the lapse of a certain time (“Effect of the low gear region enlarged shift map after the lapse of a certain time?” Shown in step S18). )

If it is determined in step S18 that the efficiency of the low gear consumption energy is better than the normal consumption energy ("Yes" shown in the figure) after a certain time has elapsed, the processing performed by the shift determination controller 10 proceeds to step S18 again. As a result, the state in which the shift map referred to by the gear ratio changing unit 34 is set to the low gear region enlarged shift map is continued.
On the other hand, when it is determined in step S18 that the efficiency of the low gear consumption energy is lower than the normal consumption energy ("No" shown in the drawing) after a certain time has elapsed, the processing performed by the shift determination controller 10 proceeds to step S20. .

In step S20, the transmission map switching unit 46 sets the transmission map referred to by the transmission ratio changing unit 34 as a normal transmission map ("return to normal transmission map" shown in step S20).
In step S20, after the shift map switching unit 46 sets the shift map referred to by the shift ratio changing unit 34 to the normal shift map, the process performed by the shift determination controller 10 returns to the process of step S10 (RETURN).
As described above, the speed ratio control method implemented by the operation of the speed ratio control apparatus of the present embodiment is based on the low gear region enlarged shift map, and the speed change of the transmission interposed between the drive wheels and the motor. It is a method of changing the ratio. This method is implemented only when it is determined that the efficiency of the low gear consumption energy is better than the normal consumption energy.

(Effects of the first embodiment)
(1) In the gear ratio control device according to the present embodiment, the gear map used by the gear map switching unit to change the gear ratio is a low gear region enlarged gear map. This is performed only when the energy consumption efficiency determination means determines that the efficiency of the low gear consumption energy is better than the normal consumption energy.
For this reason, the situation in which the gear ratio is on the low speed side when the driving force demand increases is increased, and the opportunity to switch the gear ratio from the high speed side to the low speed side can be reduced. Can be suppressed.
As a result, it is possible to suppress the deterioration of the acceleration response with respect to the required driving force, so that it is possible to improve the steering stability of the vehicle.

Further, only when it is determined that the efficiency of the low gear consumption energy is better than the normal consumption energy, the shift map switching means uses the shift map used for changing the gear ratio as the low gear region enlarged shift map.
For this reason, the situation where the gear ratio is on the low speed side when the driving force demand increases is increased, and the opportunity to switch the gear ratio from the high speed side to the low speed side can be reduced, and the gear ratio is being changed. This makes it possible to reduce the recovery loss of regenerative power that occurs in the system.
As a result, it is possible to suppress the deterioration of the acceleration response to the required driving force and the reduction of the energy consumption efficiency for the vehicle traveling under the gear ratio changing condition based on the low gear region enlarged shift map.

(2) In the gear ratio control apparatus of the present embodiment, the driving pattern predicting means reflects the road environment information reflecting the environment of the traveling road on which the vehicle is scheduled to travel, and the driver reflecting the operation state of the vehicle by the driver. A traveling pattern of the vehicle is predicted based on at least one of the information.
For this reason, it is possible to extract information used by the travel pattern predicting means to predict the travel pattern of the vehicle from various sources.
As a result, the energy consumption reduction effect can be exhibited with higher accuracy for a vehicle traveling under the condition of changing the gear ratio with reference to the low gear region enlarged shift map.

(3) In the gear ratio control apparatus of the present embodiment, road environment information includes map data information, vehicle current position information, travel road traffic volume information, travel road surface condition information, travel road signal display information, and vehicles. And at least one of the distance information between the preceding vehicle and the preceding vehicle.
For this reason, it becomes possible to extract the road environment information used by the travel pattern predicting means to predict the travel pattern of the vehicle from various sources regardless of the operation state of the vehicle by the driver.
As a result, the energy consumption reduction effect can be exhibited with higher accuracy for a vehicle traveling under the condition of changing the gear ratio with reference to the low gear region enlarged shift map.

(4) In the gear ratio control apparatus of the present embodiment, the driver information is at least one of the vehicle travel pattern history and the driver acceleration / deceleration operation history.
For this reason, it becomes possible to extract the road environment information used by the travel pattern predicting means to predict the travel pattern of the vehicle from various sources regardless of the environment of the travel road.
As a result, the energy consumption reduction effect can be exhibited with higher accuracy for a vehicle traveling under the condition of changing the gear ratio with reference to the low gear region enlarged shift map.

(5) In the gear ratio control apparatus of the present embodiment, the travel pattern predicting means predicts the travel pattern of the vehicle as a state including deceleration due to regenerative braking under the condition of changing the speed ratio based on the normal shift map. In this case, the energy consumed by the vehicle is assumed. In addition to this, the vehicle consumes the low gear consumption energy when the travel pattern predicting means predicts that the travel pattern of the vehicle includes a deceleration due to regenerative braking under the condition of changing the gear ratio based on the low gear region enlarged shift map. Let it be energy.

For this reason, on the assumption that the traveling vehicle decelerates to a low vehicle speed, the shift map switching means can set the shift map referred to by the speed ratio changing means to be a low gear region enlarged shift map.
As a result, the opportunity to switch the gear ratio from the high speed side to the low speed side can be reduced, so the opportunity to change the gear ratio can be reduced.
As a result, it is possible to reduce the transmission energy consumed by changing the transmission ratio, thereby reducing the consumption energy, and to reduce the transmission shock that occurs when changing the transmission ratio. It becomes possible to suppress a decrease in driving performance.

(6) In the gear ratio control apparatus of the present embodiment, the normal energy consumption calculating means calculates the normal energy consumption by referring to the recovered amount of regenerative power generated by the motor. In addition, the low gear consumption energy calculation means calculates the low gear consumption energy with reference to the recovered amount of regenerative power.
As a result, the regenerative electric power that can be recovered during deceleration by regenerative braking can be predicted with higher accuracy, and the determination accuracy of the shift map referred to by the transmission ratio changing means as the low gear region expansion shift map is improved. It becomes possible.
As a result, the energy consumption reduction effect can be exhibited with higher accuracy for a vehicle traveling under the condition of changing the gear ratio with reference to the low gear region enlarged shift map.

(7) In the gear ratio control apparatus of the present embodiment, the regenerative power prediction means predicts the regenerative power when the vehicle travels according to the travel pattern predicted by the travel pattern prediction means under the speed ratio change condition based on the normal speed map. To do. In addition to this, when the regenerative power ratio determining means determines that the ratio of the regenerative power predicted by the regenerative power predicting means to the stored amount of the battery exceeds a predetermined ratio, the shift map switching means is used for changing the speed ratio. The shift map is a normal shift map.

For this reason, the condition for changing the speed ratio based on the normal speed change map in a state where the regenerative power can be sufficiently recovered with respect to the amount of charge of the battery and the recovery loss of the regenerative power occurring during the change of the speed ratio is small Thus, the vehicle can be driven.
As a result, it is possible to drive the vehicle in a state where there are many merits that can suppress energy consumption in addition to the merits of suppressing recovery loss of regenerative power that occurs during the change of the gear ratio, so that energy consumption is reduced. It becomes possible.

(8) In the gear ratio control apparatus of the present embodiment, the energy consumption efficiency determining means is set to be more than the normal energy consumption in a state in which the gear shift map switching means uses the low gear region enlarged gear shift map as the gear shift map used for changing the gear ratio. It is determined whether or not the efficiency of the low gear consumption energy is good. In this state, if the energy consumption efficiency determination means determines that the efficiency of the low gear consumption energy is worse than the normal consumption energy, the transmission map switching means sets the transmission map used for changing the transmission ratio as the normal transmission map.

For this reason, if the speed change map referred to by the speed change ratio changing means is the low gear range enlarged speed change map and the effect of suppressing the energy consumption is not obtained after a certain period of time, the speed change ratio based on the normal speed change map is changed. It becomes possible to run the vehicle under conditions.
As a result, it is possible to improve the effect of suppressing the total energy consumption by running the vehicle under the gear ratio changing condition based on the low gear region enlarged shift map and the normal shift map.

(9) In the gear ratio control apparatus according to the present embodiment, the shift map switching means uses the low gear consumption energy calculated by the low gear consumption energy calculation means among the plurality of low gear region enlarged shift maps as the shift map used for changing the gear ratio. Map with the best efficiency. This is because the driving pattern prediction means predicts the driving pattern of the vehicle based on the acceleration / deceleration operation prediction by the driver, and the consumption energy efficiency determination means determines that the efficiency of the low gear consumption energy is better than the normal consumption energy. Limited to cases.

For this reason, it is possible to calculate the efficiency of the low gear consumption energy using the traveling pattern of the vehicle predicted based on the acceleration / deceleration operation prediction by the driver, which is more reliable than the traffic information of the traveling road. Become.
As a result, it is possible to exhibit the effect of reducing energy consumption with higher accuracy for a vehicle traveling under a gear ratio changing condition based on the low gear region enlarged shift map.

(10) In the gear ratio control method according to the present embodiment, if it is determined that the efficiency of the low gear consumption energy is better than the normal consumption energy, the shift that is interposed between the drive wheel and the motor based on the low gear region enlarged shift map. Change the gear ratio of the machine.
For this reason, the situation where the gear ratio is on the low speed side when the driving force demand increases is increased, and the opportunity to switch the gear ratio from the high speed side to the low speed side can be reduced.
As a result, it is possible to suppress the deterioration of the acceleration response with respect to the required driving force, so that it is possible to improve the steering stability of the vehicle. In addition, since it is possible to reduce the recovery loss of regenerative power that occurs during the change of the gear ratio, it is possible to suppress a reduction in the efficiency of energy consumption.

(Application examples)
(1) In the gear ratio control apparatus of the present embodiment, the travel pattern predicting means predicts the travel pattern of the vehicle based on at least one of the road environment information and the driver information. However, the information used when predicting the traveling pattern of the vehicle is not limited to these, and may be a traveling pattern of another vehicle received from another vehicle, for example.

(2) In the gear ratio control apparatus of the present embodiment, the vehicle consumes the normal consumption energy and the low gear consumption energy when the traveling pattern predicting unit predicts the traveling pattern of the vehicle as a state including deceleration by regenerative braking. Let it be energy. However, the present invention is not limited to this, and the energy consumed by the vehicle when the travel pattern predicting means predicts the travel pattern of the vehicle as a state that includes deceleration that is not based on regenerative braking. It is good.

(3) In the gear ratio control apparatus of the present embodiment, the normal energy consumption calculating means and the low gear consumption energy calculating means calculate the corresponding energy consumption with reference to the recovered amount of regenerative power generated by the motor. However, the present invention is not limited to this, and the normal energy consumption calculating means and the low gear consumption energy calculating means may calculate the corresponding energy consumption without referring to the recovered amount of regenerative power generated by the motor.

(4) In the gear ratio control apparatus of the present embodiment, when the regenerative power ratio determining means determines that the ratio of the regenerative power predicted by the regenerative power predicting means to the stored amount of the battery exceeds a predetermined ratio, the shift map switching is performed. The shift map used by the means for changing the gear ratio is the normal shift map. However, the present invention is not limited to this, and a configuration may be adopted in which the regenerative power prediction unit and the regenerative power ratio determination unit are not provided.

(5) In the gear ratio control device of the present embodiment, when it is determined that the efficiency of the low gear consumption energy is lower than the normal consumption energy in a state where the shift map used for changing the gear ratio is the low gear region enlarged shift map, The shift map used for the change is referred to as a normal shift map. However, the present invention is not limited to this. After the shift map used for changing the gear ratio is changed to the low gear region enlarged shift map, for example, the gear map used for changing the gear ratio is changed to the low gear region enlarged gear shift until the vehicle stops. The map state may be maintained.

(6) In the gear ratio control apparatus of the present embodiment, the gear shift map storage means has a plurality of low gear region enlarged gear shift maps with different amounts of enlargement of the gear ratio region on the low speed side. However, the present invention is not limited to this, and the shift map storage means may have a single low gear region enlarged shift map.

(7) In the transmission ratio control apparatus according to the present embodiment, while the vehicle is traveling, prediction of the traveling pattern of the vehicle, calculation of normal consumption energy, and low gear consumption energy are performed. If it is determined that the efficiency of the low gear consumption energy is better than the normal consumption energy, the shift map used for changing the gear ratio is the low gear region enlarged shift map, but the present invention is not limited to this. In other words, the vehicle running pattern is predicted in a state where the normal consumption energy and the low gear consumption energy are calculated in advance, and it is determined that the low gear consumption energy is more efficient than the normal consumption energy based on the prediction. Good. An example is described below.

As an example, a case will be described in which the travel pattern predicting unit predicts a travel pattern of a vehicle based on a travel pattern history of the vehicle and an acceleration / deceleration operation history by the driver. This is performed, for example, when it is difficult to acquire map data information included in the navigation device, current position information of the vehicle HEV, and the like.
First, normal energy consumption and low gear consumption energy are calculated in advance. Specifically, the calculation is performed on the relationship between the peak vehicle speed (maximum vehicle speed) per 1 [km], the distance between start and stop, and the efficiency of normal energy consumption and low gear consumption energy. If this calculation is performed, the higher the peak vehicle speed per 1 km and the shorter the distance between start and stop per 1 km, the better the efficiency of low gear energy consumption than normal energy consumption. Results are obtained.

  Therefore, the peak vehicle speed per 1 km and the distance between start and stop are detected based on the travel pattern history of the vehicle HEV and the acceleration / deceleration operation history by the driver, and the detected peak vehicle speed and the number of start and stop times are detected. Is applied to the map shown in FIG. 7, for example. As a result, the state in which the peak vehicle speed and the distance between the start and stop correspond to each other in the hatched area (Low gear area) in FIG. 7 continues for a certain time (for example, about 1 [min]). In this case, it is determined that the efficiency of the low gear consumption energy is better than the normal consumption energy. FIG. 7 is a map showing the relationship between the peak vehicle speed per 1 km and the distance between start and stop and the region where the efficiency of the low gear consumption energy is better than the normal consumption energy. In FIG. 7, the vertical axis represents the peak vehicle speed between start and stop (in the drawing, “peak vehicle speed between Go and Stop”). Similarly, in FIG. 7, the horizontal axis represents the number of times of starting and stopping per 1 [km] (denoted as “Go-Stop times / km” in the figure).

(8) In the gear ratio control apparatus according to the present embodiment, the gear map used for changing the gear ratio is a two-stage gear map in which the gear ratio regions on the low speed (Low gear) side and the high speed (High gear) side are set (see FIG. 3 and FIG. 4), but is not limited thereto. That is, the speed change map used for changing the speed ratio is, for example, a three-stage speed change in which a speed ratio area on the medium speed (Mid gear) side is set between the low speed (Low gear) side and the high speed (High gear) side. It may be a map. In this case, the low gear region enlarged shift map is a map in which the boundary between the Low gear and the Mid gear is enlarged to the Mid gear side.

(9) In the gear ratio control apparatus of the present embodiment, the transmission is formed by a stepped transmission that changes the gear ratio stepwise, but the present invention is not limited to this, and the transmission has a continuous gear ratio. It may be formed by a continuously variable transmission that can be changed. In this case, the low speed side gear ratio region can be enlarged with high accuracy.
(10) In the gear ratio control device of the present embodiment, the vehicle including the gear ratio control device is a hybrid vehicle including an engine and a motor, but the present invention is not limited to this. That is, a vehicle provided with a gear ratio control device may be a vehicle provided with only a motor.

1 Engine 2 Motor 4 Battery 6 Transmission 8 Drive Wheel (Left Front Wheel 8L, Right Front Wheel 8R)
10 Shift determination controller (speed ratio control device)
12 shift control execution controller 14 engine controller 16 motor controller 18 battery controller (charge storage amount detection means)
20 Unit information detection means (power storage amount detection means)
DESCRIPTION OF SYMBOLS 28 Brake controller 30 Driver information detection means 32 Road environment information detection means 34 Gear ratio change means 36 Shift map storage means 38 Travel pattern prediction means 40 Normal consumption energy calculation means 42 Low gear consumption energy calculation means 44 Consumption energy efficiency determination means 46 Shift map switching means 48 Regenerative power prediction means 50 Regenerative power ratio determination means HEV vehicle

Claims (10)

A gear ratio control device for a vehicle that changes a gear ratio of a transmission interposed between a motor capable of rotating a drive wheel and the drive wheel based on a shift map,
The transmission map includes a normal transmission map in which a transmission ratio area corresponding to the speed of the vehicle is set, and a low gear area expansion transmission map in which a transmission ratio area on a lower speed side than the normal transmission map is expanded to a higher speed side. Shift map storage means;
Traveling pattern predicting means for predicting the traveling pattern of the vehicle;
Normal consumption energy calculation means for calculating normal consumption energy consumed by the vehicle when the vehicle has traveled according to the travel pattern predicted by the travel pattern prediction means under the change ratio of the gear ratio based on the normal shift map;
Low gear consumption energy calculation means for calculating low gear consumption energy consumed by the vehicle when the vehicle has traveled according to a travel pattern predicted by the travel pattern prediction means under the change ratio of the gear ratio based on the low gear region enlarged shift map;
Energy consumption efficiency determination means for determining whether the efficiency of the low gear consumption energy is better than the normal consumption energy;
When the energy consumption efficiency determination unit determines that the efficiency of the low gear consumption energy is better than the normal consumption energy, a shift map switching unit that uses the shift map used for changing the gear ratio as the low gear region enlarged shift map; A gear ratio control apparatus for a vehicle, comprising:   The travel pattern predicting means is based on at least one of road environment information reflecting an environment of a travel road on which the vehicle is scheduled to travel and driver information reflecting an operation state of the vehicle by a driver. The vehicle gear ratio control device according to claim 1, wherein the vehicle travel pattern is predicted.   The road environment information includes map data information, current position information of the vehicle, traffic information of the traveling road, road surface state information of the traveling road, signal display information of the traveling road, and an inter-vehicle distance between the vehicle and a preceding vehicle. The gear ratio control device for a vehicle according to claim 2, wherein at least one of the information is used.   4. The vehicle gear ratio control device according to claim 2, wherein the driver information is at least one of a traveling pattern history of the vehicle and an acceleration / deceleration operation history of the driver. 5. Energy consumed by the vehicle when the travel pattern predicting means predicts that the travel pattern of the vehicle includes a deceleration due to regenerative braking under the speed ratio changing condition based on the normal shift map. age,
The low-gear consumption energy is consumed by the vehicle when the traveling pattern predicting means predicts that the traveling pattern of the vehicle includes a deceleration due to regenerative braking under the change ratio of the transmission ratio based on the low-gear region enlarged shift map. The vehicle gear ratio control device according to any one of claims 1 to 4, wherein the vehicle gear ratio control device is an energy to be transmitted. The normal energy consumption calculating means calculates the normal energy consumption with reference to a recovery amount of regenerative power generated by the motor,
The vehicle gear ratio control apparatus according to any one of claims 1 to 5, wherein the low gear consumption energy calculation means calculates the low gear consumption energy with reference to the recovered amount of the regenerative power. . The vehicle includes a battery capable of storing regenerative power generated by the motor,
A storage amount detection means for detecting a storage amount of the battery;
Regenerative power prediction means for predicting the regenerative power when the vehicle travels according to the travel pattern predicted by the travel pattern prediction means under the change ratio of the gear ratio based on the normal gear ratio map;
Regenerative power ratio determination means for determining whether a ratio of the regenerative power predicted by the regenerative power prediction means with respect to the amount of stored electricity exceeds a predetermined ratio,
When the regenerative power ratio determining means determines that the predicted ratio of the regenerative power to the amount of stored electricity exceeds a predetermined ratio, the shift map switching means converts the shift map used for changing the speed ratio to the normal shift. The vehicle gear ratio control device according to any one of claims 1 to 6, wherein the vehicle gear ratio control device is a map. Whether the efficiency of the low-gear consumption energy is better than the normal consumption energy in a state where the shift map used by the shift map switching unit to change the transmission ratio is the low-gear region enlarged shift map. Determine whether or not
The shift map switching means that uses the shift map used for changing the speed ratio as the low gear region enlarged shift map, and when the consumption energy efficiency determination means determines that the efficiency of the low gear consumption energy is lower than the normal consumption energy, The vehicle gear ratio control device according to any one of claims 1 to 7, wherein the gear shift map used for changing the gear ratio is the normal gear shift map. The shift map storage means has a plurality of low gear region enlarged shift maps with different amounts of enlargement of the low speed side gear ratio region to the high speed side,
The traveling pattern predicting means predicts the traveling pattern of the vehicle based on the acceleration / deceleration operation prediction by the driver,
The shift map switching means, when the energy consumption efficiency determining means determines that the efficiency of the low gear consumption energy is better than the normal energy consumption, the shift map used for changing the speed ratio is changed to the plurality of low gear area expansion shifts. The vehicle gear ratio control device according to any one of claims 1 to 8, wherein the map has the best efficiency of the low gear consumption energy calculated by the low gear consumption energy calculation means in the map. . A vehicle gear ratio control method for changing a gear ratio of a transmission interposed between a motor capable of rotating a drive wheel and the drive wheel based on a shift map,
The transmission map includes a normal transmission map in which a transmission ratio area corresponding to the speed of the vehicle is set, and a low gear area expansion transmission map in which the transmission ratio area on the low speed side of the normal transmission map is expanded to the high speed side. And
Predicting the running pattern of the vehicle,
When the vehicle travels according to the predicted travel pattern under the gear ratio change condition based on the normal gear ratio map, the normal energy consumption consumed by the vehicle is calculated,
Calculating the low gear consumption energy consumed by the vehicle when the vehicle has traveled according to the predicted travel pattern under the change ratio of the gear ratio based on the low gear region enlarged shift map;
Determining whether the low gear consumption energy is more efficient than the normal consumption energy;
When determining that the efficiency of the low gear consumption energy is better than the normal consumption energy, the transmission map used for changing the transmission ratio is used as the low gear region enlarged transmission map.

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