JP6986499B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device, and more particularly to a vehicle control device capable of an automatic driving mode in which at least acceleration / deceleration of vehicle steering and acceleration / deceleration is automatically controlled.

Conventionally, as shown in Patent Document 1, for example, control by an automatic driving mode in which at least one of acceleration / deceleration and steering of the own vehicle is automatically controlled so that the own vehicle travels along a route to a destination. There is a vehicle control device equipped with the function of performing. In such a vehicle, if there is a vehicle acceleration request when the automatic driving mode is selected, acceleration accompanied by a downshift of the shift stage causes the engine speed to rise sharply, and so on. Vibration and noise may increase. In particular, when the automatic driving mode is selected, acceleration is often performed at a timing different from the timing intended by the occupant, and if the vibration or noise of the vehicle becomes large at that time, the occupant feels uncomfortable or uncomfortable. There is a concern that it will end up. Therefore, when the automatic driving mode is selected, it is necessary to control so as to suppress the increase in the vibration and noise of the vehicle by suppressing the fluctuation of the engine speed due to the increase in the driving force such as acceleration as much as possible.

In this regard, in the vehicle control device disclosed in Patent Document 2, the automatic operation mode is selected as the upshift point (vehicle speed at which the transmission is upshifted) that lowers the gear ratio of the transmission. If so, it is configured to be set to a lower vehicle speed side than when the manual operation mode is selected.

However, as a control that can suppress an increase in vehicle vibration / noise when the automatic driving mode is selected, the upshift point that lowers the gear ratio of the transmission is changed as described in Patent Document 2. It can be realized not only by other controls but also by other controls. For example, by controlling a torque converter with a lockup clutch provided in the vehicle, it is conceivable that the control can satisfy the demand for increasing the driving force without downshifting the transmission.

Japanese Unexamined Patent Publication No. 2017-146819 Japanese Unexamined Patent Publication No. 2016-222150

The present invention has been made in view of the above points, and an object thereof requires the rotation speed of a drive source such as an engine when an increase in driving force is requested when the automatic operation mode is selected. It is an object of the present invention to provide a vehicle control device capable of satisfying the demand for increasing the driving force without increasing the driving force.

In order to achieve the above object, the vehicle control device according to the present invention is a vehicle control device (100) capable of an automatic driving mode that automatically controls at least acceleration / deceleration among steering and acceleration / deceleration of the vehicle (1). The vehicle (1) has an automatic transmission (TM) that shifts rotation due to a driving force transmitted from a drive source (EG) and outputs the speed to the drive wheel side, the drive source (EG), and the vehicle. The automatic transmission (TM) is provided with a synchronization mechanism (lock-up clutch LC in the embodiment described later) and a torque amplification mechanism (torque converter TC in the embodiment described later) installed between the automatic transmission and the automatic transmission (TM). ) Is a stepped automatic transmission (TM) capable of setting a plurality of gears having different gear ratios, and the control device (100) is a gear set in the automatic transmission (TM). The travel control unit (120) has a travel control unit (120) that outputs a command value for travel control including selection, and the travel control unit (120) is requested to increase the driving force of the vehicle (1) during the execution of the automatic operation mode. In some cases, it is characterized in that the slip amount increase control that satisfies the required driving force of the vehicle (1) is performed by increasing the slip amount of the synchronization mechanism (LC). In addition, to increase the slip amount of the synchronization mechanism (LC) referred to here, not only the slip amount is further increased in the slip state of the synchronization mechanism (LC), but also the fastening state (complete) of the synchronization mechanism (LC). It shall also include starting the slip from the fastened state) or the released state (completely released state).
Further, the synchronization mechanism of the present invention may include a dry type or a wet type clutch in addition to the lockup clutch shown in the embodiment. Further, the torque amplification mechanism of the present invention may include, in addition to the torque converter shown in the embodiment, a dry or wet clutch, a torque dividing / combining mechanism using gears, and the like.

According to the vehicle control device according to the present invention, a drive source such as an engine is driven by controlling to satisfy the required driving force of the vehicle by increasing the slip amount of the synchronization mechanism instead of downshifting the automatic transmission. When there is a demand for increasing the driving force, the demand for increasing the driving force can be satisfied without increasing the rotation speed of the driving source more than necessary. Therefore, it is possible to reduce the vibration and noise of the vehicle while the automatic driving mode is being implemented. That is, since the rotation speed of the drive source (engine) does not change significantly in response to a demand for an increase in driving force such as temporary acceleration, the ride quality of the vehicle is improved. On the other hand, since the automatic operation mode is being implemented, the increase in the driving force due to slipping the synchronization mechanism instead of the downshift of the automatic transmission is delayed as compared with the manual operation mode based on the driver's operation. It is unlikely that the occupants of the vehicle will feel (delay in the responsiveness of the driving force).

Further, in the vehicle control device according to the present invention, the request for increasing the driving force of the vehicle (1) may be accompanied by the request for increasing the vehicle speed of the vehicle (1). According to this configuration, when there is a request to increase the vehicle speed of the vehicle, the required vehicle speed can be satisfied without increasing the rotation speed of a drive source such as an engine more than necessary. Therefore, it is possible to appropriately respond to a lane change in the automatic driving mode and an acceleration request when the road in front of the vehicle is vacant, without causing discomfort to the occupants of the vehicle due to an increase in vibration, noise, and the like.

Further, in the vehicle control device according to the present invention, in the traveling control unit (120), the calculated required driving force or required acceleration is synchronized with the current shift stage or the target shift stage of the automatic transmission (TM). The slip amount increase control may be performed when the driving force or acceleration achieved when the mechanism (LC) is in a completely fastened state is exceeded.

According to this configuration, the slip amount increases when the required driving force or the required acceleration exceeds the driving force or the acceleration achieved when the synchronization mechanism is fully engaged at the current shift stage or the target shift stage of the automatic transmission. By performing control, the slip amount increase control is performed only in the necessary situations, so it is possible to improve fuel efficiency (fuel consumption rate) while ensuring the driving performance required for the vehicle in the automatic driving mode. can.

Further, in the vehicle control device according to the present invention, in the traveling control unit (120), the calculated required driving force or required acceleration is achieved by downshifting from the current shift stage or the target shift stage. When the acceleration is less than the acceleration, the slip amount increase control may be performed.

If the required driving force or required acceleration is less than the driving force or acceleration achieved by downshifting from the current gear or target gear, downshift from the current gear or target gear. However, the required driving force or the required acceleration can be satisfied by controlling the increase in the slip amount. Therefore, it is possible to achieve both the running performance of the vehicle required in the automatic driving mode and the vibration / noise reduction performance (improvement of riding comfort).

Further, in the vehicle control device according to the present invention, the traveling control unit (120) estimates the temperature (Tm) of the synchronization mechanism (LC) or the calorific value generated by the synchronization mechanism (LC). The quantity estimation unit may be provided, and the permission or prohibition of the slip amount increase control may be determined based on the temperature (Tm) or the calorific value estimated by the temperature / calorific value estimation unit.

According to this configuration, the future temperature of the synchronization mechanism or the amount of heat generated in the future by the synchronization mechanism is estimated, and the slip amount increase control is determined based on this estimation to allow or prohibit the slip amount increase control. It is possible to effectively suppress an excessive temperature rise or heat generation of the synchronization mechanism due to the above.

Further, the present invention for solving the above-mentioned problems is a vehicle control device (100) capable of an automatic operation mode for automatically controlling at least acceleration / deceleration among steering and acceleration / deceleration of the vehicle (1). The vehicle (1) has an automatic transmission (TM) that shifts rotation due to a driving force transmitted from a drive source (EG) and outputs the rotation to the drive wheel side, and the drive source (EG) and the automatic transmission (the automatic transmission). The automatic transmission (TM) is provided with a synchronization mechanism (LC) and a torque amplification mechanism (TC) installed between the automatic transmission and the automatic transmission (TM), and the automatic transmission (TM) is a stepped type capable of setting a plurality of gears having different gear ratios. It is an automatic transmission (TM), and the control device (100) has a travel control unit (120) that outputs a command value of travel control including selection of a shift stage set by the automatic transmission (TM). The traveling control unit (120) has a temperature / calorific value estimation unit that estimates the temperature (Tm) of the synchronization mechanism (LC) or the calorific value generated by the synchronization mechanism (LC), and the automatic operation. The automatic transmission is performed when the temperature (Tm) or the calorific value estimated by the temperature / calorific value estimation unit is equal to or less than a predetermined value during the execution of the mode and there is no request for an increase in the driving force of the vehicle (1). By upshifting the current shift stage or target shift stage of the machine (TM) and increasing the slip amount of the synchronization mechanism (LC), the slip amount increase control that satisfies the required driving force of the vehicle (1) is performed. It is characterized by that. In addition, to increase the slip amount of the synchronization mechanism (LC) referred to here, not only the slip amount is further increased in the slip state of the synchronization mechanism (LC), but also the fastening state (complete) of the synchronization mechanism (LC). It shall also include starting the slip from the fastened state) or the released state (completely released state).

According to this configuration, when the temperature or calorific value estimated by the temperature / calorific value estimation unit is less than or equal to a predetermined value during the execution of the automatic operation mode, and there is no request for an increase in the driving force of the vehicle, the automatic transmission is used. By upshifting the current shift or target shift of the vehicle and controlling the increase in slip amount, the rotation speed of the drive source such as the engine can be reduced by upshifting the shift while satisfying the required driving force of the vehicle. Therefore, it is possible to effectively reduce the vibration and noise of the vehicle during the implementation of the automatic driving mode. Therefore, it is possible to achieve both the running performance of the vehicle required in the automatic driving mode and the vibration / noise reduction performance (improvement of riding comfort).

Further, in the vehicle control device according to the present invention, when there is no request for increasing the driving force of the vehicle (1), the vehicle (1) may be driven at a constant speed or decelerated.

According to this configuration, when the vehicle is driven or decelerated at a constant speed, the rotation speed of a drive source such as an engine can be reduced by upshifting the shift stage while maintaining the driving force of the vehicle, so that it is automatic. When the vehicle is driven at a constant speed or decelerated during the operation mode, the vibration and noise of the vehicle can be effectively reduced.
The reference numerals in the parentheses above refer to the drawing reference numbers of the corresponding components in the embodiments described later for reference.

According to the vehicle control device according to the present invention, when the automatic driving mode is selected, the rotation speed of the drive source is not increased more than necessary when there is a request to increase the drive force of the drive source. It is possible to meet the demand for increased driving force.

It is a functional block diagram of the control device of the vehicle of one Embodiment of this invention. It is a schematic diagram which shows the structure of the traveling driving force output device (driving device) of a vehicle. It is a flowchart which shows the procedure of the slip amount increase control. It is a timing chart which shows the change of each value in the slip amount increase control. It is a timing chart which shows the change of each value when the demand for increase of a driving force is satisfied by downshift.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a functional configuration diagram of a control device 100 mounted on a vehicle. The configuration and function of the control device 100 of the vehicle 1 will be described with reference to the figure. The vehicle (own vehicle) 1 on which the control device 100 is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle, and is powered by an internal combustion engine such as a diesel engine or a gasoline engine, or an electric motor. Includes electric vehicles as sources, hybrid vehicles that combine internal combustion engines and electric motors, and the like. Further, the above-mentioned electric vehicle is driven by using electric power discharged by a battery such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, or an alcohol fuel cell.

The vehicle control device 100 includes means for taking in various information from the outside of the vehicle, such as an external status acquisition unit 12, a route information acquisition unit 13, and a traveling state acquisition unit 14. Further, operating devices such as the accelerator pedal 70, the brake pedal 72, the steering wheel 74, and the changeover switch 80, the accelerator opening sensor 71, the brake depression amount sensor (brake switch) 73, and the steering steering angle sensor (or steering torque sensor). ) 75 and the like, and a notification device (output unit) 82. Further, as a device for driving or steering the vehicle, a traveling driving force output device (drive device) 90, a steering device 92, a brake device 94, and a vehicle control device 100 for controlling these are provided. .. These devices and devices are connected to each other by a multiplex communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The illustrated operation device is merely an example, and buttons, dial switches, GUI (Graphical User Interface) switches, and the like may be mounted on the vehicle.

The external status acquisition unit 12 is configured to acquire the external status of the vehicle, for example, environmental information around the vehicle such as a lane of a traveling path or an object around the vehicle. The external status acquisition unit 12 includes, for example, various cameras (monocular camera, stereo camera, infrared camera, etc.), various radars (millimeter wave radar, microwave radar, laser radar, etc.) and the like. It is also possible to use a fusion sensor that integrates the information obtained by the camera and the information obtained by the radar.

The route information acquisition unit 13 includes a navigation device. The navigation device includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device identifies the position of the vehicle by the GNSS receiver and derives a route from that position to the destination specified by the user. The route derived by the navigation device is stored in the storage unit 140 as route information 144. The position of the vehicle may be specified or complemented by an INS (Inertial Navigation System) using the output of the traveling state acquisition unit 14. Further, the navigation device provides guidance by voice or navigation display on the route to the destination when the vehicle control device 100 is executing the manual driving mode. The configuration for specifying the position of the vehicle may be provided independently of the navigation device. Further, the navigation device may be realized by one function of a terminal device such as a smartphone or a tablet terminal owned by the user, for example. In this case, information is transmitted and received between the terminal device and the vehicle control device 100 by wireless or wired communication.

The traveling state acquisition unit 14 is configured to acquire the current traveling state of the vehicle. The traveling state acquisition unit 14 includes a traveling position acquisition unit 26, a vehicle speed acquisition unit 28, a yaw rate acquisition unit 30, a steering angle acquisition unit 32, and a travel track acquisition unit 34.

The traveling position acquisition unit 26 is configured to acquire the traveling position of the vehicle and the posture (traveling direction) of the vehicle, which is one of the traveling states. The traveling position acquisition unit 26 receives various positioning devices, for example, electromagnetic waves transmitted from satellites and road devices, and acquires position information (latitude, longitude, altitude, coordinates, etc.) (GPS receiver, GNSS receiver). , Beacon receiver, etc.), gyro sensor, acceleration sensor, etc. The traveling position of the vehicle is measured with reference to a specific part of the vehicle.

The vehicle speed acquisition unit 28 is configured to acquire the speed (referred to as vehicle speed) of the vehicle, which is one of the traveling states. The vehicle speed acquisition unit 28 includes, for example, a speed sensor provided on one or more wheels.

The yaw rate acquisition unit 30 is configured to acquire the yaw rate of the vehicle, which is one of the traveling states. The yaw rate acquisition unit 30 includes, for example, a yaw rate sensor and the like.

The steering angle acquisition unit 32 is configured to acquire a steering angle, which is one of the traveling states. The steering angle acquisition unit 32 includes, for example, a steering angle sensor provided on the steering shaft. Here, the steering angular velocity and the steering angular acceleration are also acquired based on the acquired steering angle.

The traveling track acquisition unit 34 is configured to acquire information (actual traveling track) of the actual traveling track of the vehicle, which is one of the traveling states. The actual traveling track includes a track (trajectory) on which the vehicle has actually traveled, and may include a track scheduled to be traveled, for example, an extension line on the front side of the traveled track (trajectory) in the traveling direction. The traveling track acquisition unit 34 includes a memory. The memory stores the position information of a series of point trains included in the actual running track. In addition, the extension line can be predicted by a computer or the like.

The accelerator opening degree sensor 71, the brake step amount sensor 73, and the steering steering angle sensor 75, which are operation detection sensors, output the accelerator opening degree, the brake step amount, and the steering steering angle as detection results to the vehicle control device 100.

The changeover switch 80 is a switch operated by a vehicle occupant. The changeover switch 80 accepts the operation of the occupant. The changeover switch 80 generates an operation mode designation signal for designating the operation mode of the vehicle from the operation contents of the occupant and outputs the operation mode designation signal to the vehicle control device 100. As will be described later, the vehicle control device 100 switches the operation mode (for example, the automatic operation mode and the manual operation mode) from the operation content (content of the operation mode designation signal) received by the changeover switch 80.

Further, the vehicle of the present embodiment includes a shift device 60 operated by the driver via a shift lever. As shown in FIG. 1, the position of the shift lever (not shown) in the shift device 60 is, for example, P (parking), R (reverse travel), N (neutral), D (automatic shift mode (normal mode)). (Forward driving in sports mode), S (Forward driving in sports mode), etc. A shift position sensor 205 is provided in the vicinity of the shift device 60. The shift position sensor 205 detects the position of the shift lever operated by the driver. The shift position information detected by the shift position sensor 205 is input to the vehicle control device 100. In the manual operation mode, the shift position information detected by the shift position sensor 205 is directly output to the traveling driving force output device 90 (AT-ECU 5).

The notification device 82 is various devices capable of outputting information. The notification device 82 outputs, for example, information for urging the occupants of the vehicle to shift from the automatic driving mode to the manual driving mode. As the notification device 82, for example, at least one of a speaker, a vibrator, a display device, a light emitting device, and the like is used.

In the vehicle of the present embodiment, the traveling driving force output device (driving device) 90 includes an engine EG, an FI-ECU (Electronic Control Unit) 4 for controlling the engine EG, and an automatic transmission TM. The AT-ECU 5 for controlling the torque converter TC, the lockup clutch LC, and the like is provided. In addition to this, when the vehicle is an electric vehicle powered by an electric motor, the traveling driving force output device 90 may include a traveling motor and a motor ECU for controlling the traveling motor. When the vehicle is a hybrid vehicle, it may include an engine, an engine ECU, a traveling motor, and a motor ECU. When the traveling driving force output device 90 is composed of the engine EG and the automatic transmission TM as in the present embodiment, the FI-ECU 4 and the AT-ECU 5 are engines according to the information input from the traveling control unit 120 described later. It controls the throttle opening of the EG, the shift stage of the automatic transmission TM, etc., and outputs the running driving force (torque) for the vehicle to run. Further, when the traveling drive force output device 90 includes only the traveling motor, the motor ECU adjusts the duty ratio of the PWM signal given to the traveling motor according to the information input from the traveling control unit 120, and drives the traveling as described above. Output power. Further, when the traveling driving force output device 90 includes an engine and a traveling motor, both the FI-ECU and the motor ECU cooperate with each other to control the traveling driving force according to the information input from the traveling control unit 120.

The steering device 92 includes, for example, an electric motor. The electric motor, for example, exerts a force on the rack and pinion mechanism to change the direction of the steering wheel. The steering device 92 drives the electric motor according to the information input from the traveling control unit 120, and changes the direction of the steering wheel.

The brake device 94 is, for example, an electric servo brake device including a brake caliper, a cylinder for transmitting hydraulic pressure to the brake caliper, an electric motor for generating hydraulic pressure in the cylinder, and a braking control unit. The braking control unit of the electric servo brake device controls the electric motor according to the information input from the traveling control unit 120, and the brake torque (braking force output device) that outputs the braking force according to the braking operation is output to each wheel. To do so. The electric servo brake device may include a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal 72 to the cylinder via the master cylinder as a backup. The brake device 94 is not limited to the electric servo brake device described above, and may be an electronically controlled hydraulic brake device. The electronically controlled hydraulic brake device controls the actuator according to the information input from the traveling control unit 120 to transmit the hydraulic pressure of the master cylinder to the cylinder. Further, when the traveling driving force output device 90 includes a traveling motor, the braking device 94 may include a regenerative brake by the traveling motor.

Next, the vehicle control device 100 will be described. The vehicle control device 100 includes an automatic driving control unit 110, a travel control unit 120, and a storage unit 140. The automatic driving control unit 110 includes a vehicle position recognition unit 112, an outside world recognition unit 114, an action plan generation unit 116, and a target driving state setting unit 118. Each part of the automatic operation control unit 110 and a part or all of the travel control unit 120 are realized by executing a program by a processor such as a CPU (Central Processing Unit). Further, some or all of these may be realized by hardware such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit). Further, the storage unit 140 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like. The program executed by the processor may be stored in the storage unit 140 in advance, or may be downloaded from an external device via an in-vehicle Internet facility or the like. Further, the program may be installed in the storage unit 140 by mounting a portable storage medium in which the program is stored in a drive device (not shown). Further, the vehicle control device 100 may be decentralized by a plurality of computer devices. As a result, it is possible to realize various processes in the present embodiment by linking the above-mentioned hardware function unit and software including a program or the like with the in-vehicle computer of the vehicle.

When the operation mode is switched according to the input of the signal from the changeover switch 80, the automatic operation control unit 110 performs control corresponding to the switched operation mode. As the driving mode, the driving mode (automatic driving mode) that automatically controls the acceleration / deceleration and steering of the vehicle, and the acceleration / deceleration of the vehicle are controlled based on the operation of the operation device such as the accelerator pedal 70 and the brake pedal 72. There is an operation mode (manual operation mode) in which steering is controlled based on an operation on an operation device such as the steering wheel 74, but the present invention is not limited to this. The other driving mode may include, for example, a driving mode (semi-automatic driving mode) in which one of acceleration / deceleration and steering of the vehicle is automatically controlled and the other is controlled based on the operation of the operating device. In the following description, the term "automatic operation" shall include a semi-automatic operation mode in addition to the above-mentioned automatic operation mode.

When the manual operation mode is implemented, the automatic operation control unit 110 may stop the operation so that the input signal from the operation detection sensor is output to the travel control unit 120, or the vehicle is directly driven. It may be supplied to the force output device 90 (FI-ECU or AT-ECU), the steering device 92, or the brake device 94.

The own vehicle position recognition unit 112 of the automatic driving control unit 110 includes map information 142 stored in the storage unit 140, information input from the external status acquisition unit 12, the route information acquisition unit 13, or the traveling state acquisition unit 14. Based on, the lane in which the vehicle is traveling (driving lane) and the relative position of the vehicle with respect to the traveling lane are recognized. The map information 142 is, for example, map information with higher accuracy than the navigation map possessed by the route information acquisition unit 13, and includes information on the center of the lane, information on the boundary of the lane, and the like. More specifically, the map information 142 includes road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as highways, toll roads, national roads, and prefectural roads, the number of lanes of the road, the width of each lane, the slope of the road, and the position of the road (longitudinal, latitude, height). Information such as the curvature of the curve of the lane, the position of the merging and branching points of the lane, the sign provided on the road, etc. is included. Traffic regulation information includes information that lanes are blocked due to construction work, traffic accidents, traffic jams, and the like.

The own vehicle position recognition unit 112 determines, for example, the deviation of the reference point (for example, the center of gravity) of the vehicle from the center of the traveling lane and the angle formed with respect to the line connected to the center of the traveling lane in the traveling direction of the vehicle with respect to the traveling lane. Recognized as the relative position of. Instead of this, the own vehicle position recognition unit 112 may recognize the position of the reference point of the vehicle with respect to any side end of the own lane as the relative position of the vehicle with respect to the traveling lane.

The outside world recognition unit 114 recognizes the position, speed, acceleration, and other states of peripheral vehicles based on the information input from the external situation acquisition unit 12 and the like. The peripheral vehicle in the present embodiment is another vehicle traveling around the vehicle and traveling in the same direction as the vehicle. The position of the peripheral vehicle may be represented by a representative point such as the center of gravity of the vehicle or a corner, or may be represented by an area represented by the outline of the vehicle. The "state" of the peripheral vehicle may include the acceleration of the peripheral vehicle and whether or not the vehicle is changing lanes (or whether or not the vehicle is trying to change lanes) based on the information of the various devices. Further, the outside world recognition unit 114 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects in addition to peripheral vehicles.

The action plan generation unit 116 sets the start point of the automatic driving, the scheduled end point of the automatic driving, and / or the destination of the automatic driving. The starting point of automatic driving may be the current position of the vehicle, or may be a point where an operation for instructing automatic driving is performed by the occupants of the vehicle. The action plan generation unit 116 generates an action plan in the section between the start point and the planned end point, or in the section between the start point and the destination of the automatic driving. The action plan generation unit 116 may generate an action plan for any section without being limited to this.

An action plan consists of, for example, a plurality of events that are executed sequentially. Events include, for example, a deceleration event that decelerates the vehicle, an acceleration event that accelerates the vehicle, a lane keeping event that drives the vehicle so as not to deviate from the driving lane, a lane change event that changes the driving lane, and a vehicle in front of the vehicle. Overtaking event to overtake, branching event to change to the desired lane at the branch point, drive the vehicle so as not to deviate from the current driving lane, accelerate / decelerate the vehicle in the merging lane to join the main lane, Includes merging events that change driving lanes. For example, when a junction (branch point) exists on a toll road (for example, a highway), the vehicle control device 100 changes lanes or maintains lanes so that the vehicle travels toward a destination. .. Therefore, when the action plan generation unit 116 finds that a junction exists on the route by referring to the map information 142, the action plan generation unit 116 is between the current vehicle position (coordinates) and the junction position (coordinates). , Set up a lane change event to change lanes to the desired lane that allows you to travel in the direction of your destination. The information indicating the action plan generated by the action plan generation unit 116 is stored in the storage unit 140 as the action plan information 146.

The target driving state setting unit 118 is based on the action plan determined by the action plan generation unit 116 and various information acquired by the external status acquisition unit 12, the route information acquisition unit 13, and the driving state acquisition unit 14. It is configured to set the target running state, which is the target running state of. The target traveling state setting unit 118 includes a target value setting unit 52 and a target track setting unit 54. Further, the target running state setting unit 118 also includes a deviation acquisition unit 42 and a correction unit 44.

The target value setting unit 52 includes information on the traveling position (latitude, longitude, altitude, coordinates, etc.) targeted by the vehicle (also simply referred to as a target position), target value information on the vehicle speed (simply referred to as a target vehicle speed), and yaw rate. It is configured to set the target value information (also simply referred to as the target longitude rate) of. The target track setting unit 54 refers to information on the target track of the vehicle (simply referred to as a target track) based on the external situation acquired by the external situation acquisition unit 12 and the travel route information acquired by the route information acquisition unit 13. ) Is set. The target trajectory contains information on the target position for each unit time. The posture information (traveling direction) of the vehicle is associated with each target position. Further, target value information such as vehicle speed, acceleration, yaw rate, lateral G, steering angle, steering angular velocity, and steering angular acceleration may be associated with each target position. The above-mentioned target position, target vehicle speed, target yaw rate, and target trajectory are information indicating a target driving state.

The deviation acquisition unit 42 acquires the deviation of the actual running state from the target running state based on the target running state set by the target running state setting unit 118 and the actual running state acquired by the running state acquisition unit 14. It is configured as follows.

The correction unit 44 is configured to correct the target traveling state according to the deviation acquired by the deviation acquisition unit 42. Specifically, as the deviation becomes larger, the target running state set by the target running state setting unit 118 is brought closer to the actual running state acquired by the running state acquisition unit 14, and a new target running state is set.

The travel control unit 120 is configured to control the travel of the vehicle. Specifically, the command value of the running control so that the running state of the vehicle matches or approaches the target running state set by the target running state setting unit 118 or the new target running state set by the correction unit 44. Is output. The travel control unit 120 includes an acceleration / deceleration command unit 56 and a steering command unit 58.

The acceleration / deceleration command unit 56 is configured to perform acceleration / deceleration control in the traveling control of the vehicle. Specifically, the acceleration / deceleration command unit 56 of the vehicle is based on the target traveling state (target acceleration / deceleration speed) and the actual traveling state (actual acceleration / deceleration degree) set by the target traveling state setting unit 118 or the correction unit 44. The acceleration / deceleration command value for matching the running state with the target running state is calculated.

The steering command unit 58 is configured to perform steering control among the traveling control of the vehicle. Specifically, the steering command unit 58 is for matching the running state of the vehicle with the target running state based on the target running state set by the target running state setting unit 118 or the correction unit 44 and the actual running state. Calculates the steering angular velocity command value of.

FIG. 2 is a schematic view showing the configuration of a traveling driving force output device (driving device) 90 included in the vehicle. As shown in the figure, the traveling drive force output device 90 of the vehicle of the present embodiment has an internal combustion engine (engine) EG as a drive source and a torque converter (torque amplification mechanism) with a lockup clutch (synchronization mechanism) LC. It is equipped with an automatic transmission TM that is connected to the engine EG via the TC. The automatic transmission TM is a transmission that shifts the rotation by the driving force transmitted from the engine EG and outputs it to the drive wheel side, and has a plurality of transmission stages for forward traveling and one transmission stage for reverse traveling. It is a stepped automatic transmission that can be set. Further, the traveling driving force output device 90 electronically controls the FI-ECU (fuel injection control device) 4 that electronically controls the engine EG, and the automatic transmission TM including the lockup clutch LC and the torque converter TC. AT-ECU (automatic shift control device) 5 and torque converter TC rotation drive and lock-up control according to the control of AT-ECU 5 and engagement / release of multiple friction engagement mechanisms provided in the automatic transmission TM. It is provided with a hydraulic control device 6 for hydraulic pressure control.

The rotational output of the engine EG is output to the crankshaft (output shaft of the engine EG) 221 and transmitted to the input shaft 227 of the automatic transmission TM via the torque converter TC.

Although detailed illustration and description of the internal structure of the torque converter TC are omitted, the torque converter TC is connected to the engine EG via a cover member and an output shaft 221 and a cover member including a drive plate connected to the output shaft 221 of the engine EG. A turbine runner that is connected to the automatic transmission TM via an input shaft 227, a turbine runner that is connected to the automatic transmission TM via an input shaft 227, and a turbine runner that is arranged so as to face the pump impeller and is supplied with hydraulic oil (ATF). It is equipped with a lock-up clutch LC that can be directly connected.

Then, the traveling control unit 120 controls the lockup clutch LC based on the traveling state of the vehicle 1 defined by the vehicle speed V and the accelerator opening AP (required driving force for the engine EG), and the LC tight region (pump impeller). (Controlled to a position directly connected to the turbine runner), an LC release area (controlled to a position where the pump impeller and turbine runner are completely released), and an LC slip region (directly connected position) between the LC tight region and the LC release region. It is set to determine which of the three types (controlled by the slip position between the release position) and the release position, and select the control according to the determination. Further, in the LC slip region, the slip amount of the lockup clutch LC can be appropriately increased or decreased to obtain an arbitrary slip amount. Further, the traveling control unit 120 has a function of estimating the temperature of the lockup clutch LC (torque converter LC) provided in the traveling driving force output device 90 or the calorific value generated by the lockup clutch LC (torque converter TC). There is.

Further, a crankshaft rotation speed sensor 201 for detecting the rotation speed Ne of the crankshaft 221 (engine EG) is provided. Further, an input shaft rotation speed sensor 202 for detecting the rotation speed of the input shaft 227 (input shaft rotation speed of the automatic transmission TM) Ni is provided. Further, an output shaft rotation speed sensor 203 for detecting the rotation speed of the output shaft 228 (output shaft rotation speed of the automatic transmission TM) No. is provided. The vehicle speed data calculated from the rotation speed data Ne, Ni, No and No detected by the sensors 201 to 203 is given to the AT-ECU 5. Further, the engine speed data Ne is given to the FI-ECU (fuel injection control device) 4. Further, a throttle opening sensor 206 for detecting the throttle opening TH of the engine EG is provided. The data of the throttle opening TH is given to the FI-ECU 4.

Further, the AT-ECU 5 that controls the automatic transmission TM determines a range of gears that can be set by the automatic transmission TM according to the vehicle speed detected by the vehicle speed sensor and the accelerator opening detected by the accelerator opening sensor 71. It has a shift map (shift characteristic) 55. The shift map 55 includes an upshift line and a downshift line set for each shift stage, and a plurality of types of shift maps having different characteristics are prepared in advance. In the shift control of the automatic transmission TM, the AT-ECU 5 controls to switch the shift stage of the automatic transmission TM according to the shift map selected from these plurality of types of shift maps.

[Overview of automatic driving control]
In the vehicle, when the automatic driving mode is selected by the operation of the changeover switch 80 by the driver, the automatic driving control unit 110 controls by the automatic driving mode of the vehicle. In the control by the automatic driving mode, the automatic driving control unit 110 is the information acquired from the external status acquisition unit 12, the route information acquisition unit 13, the traveling state acquisition unit 14, etc., or the own vehicle position recognition unit 112 and the outside world recognition unit 114. Based on the information recognized in, the current running state of the vehicle (actual running track, running position, etc.) is grasped. The target running state setting unit 118 sets a target running state (target track or target position), which is the target running state of the vehicle, based on the action plan generated by the action plan generation unit 116. The deviation acquisition unit 42 acquires the deviation of the actual traveling state with respect to the target traveling state. When the deviation is acquired by the deviation acquisition unit 42, the travel control unit 120 performs travel control so that the travel state of the vehicle matches or approaches the target travel state.

The correction unit 44 corrects the target trajectory or the target position based on the travel position acquired by the travel position acquisition unit 26. The travel control unit 120 controls acceleration / deceleration of the vehicle by the travel drive force output device 90 and the brake device 94 based on the vehicle speed acquired by the vehicle speed acquisition unit so that the vehicle follows a new target track or target position. I do.

Further, the correction unit 44 corrects the target trajectory based on the travel position acquired by the travel position acquisition unit 26. The travel control unit 120 performs steering control by the steering device 92 based on the steering angular velocity acquired by the steering angle acquisition unit 32 so that the vehicle follows the new target track.

[Slip amount increase control]
Then, in the vehicle control device 100 (automatic driving control unit 110 and traveling control unit 120) of the present embodiment, when there is a request to increase the driving force of the vehicle during the implementation of the automatic driving mode, the slip amount of the lockup clutch LC (Hereinafter, this control is referred to as "slip amount increase control") to satisfy the required driving force of the vehicle by increasing the number of vehicles. In addition, to "increase the slip amount of the lockup clutch LC" referred to here, not only the slip amount is further increased in the slip state of the lockup clutch LC, but also the locked state of the lockup clutch LC (completely). It also includes starting the slip from the fastened state) or the released state (completely released state). Hereinafter, this slip amount increase control will be described.

FIG. 3 is a flowchart showing the procedure of slip amount increase control. In the process shown in this flowchart, first, it is determined whether or not the control mode by the automatic driving control unit 110 and the traveling control unit 120 is the automatic driving mode (step ST1). As a result, if it is not the automatic operation mode (NO), that is, if it is the manual operation mode, the process is terminated as it is. On the other hand, in the case of the automatic driving mode (YES), it is subsequently determined whether or not there is a request to increase the driving force of the vehicle (step ST2). Whether or not there is a request for an increase in the driving force here can be determined from the transition of the target driving force of the vehicle based on the travel path of the vehicle expected in the automatic driving mode. Further, the requirement for increasing the driving force of the vehicle referred to here includes the requirement for accelerating the vehicle as one aspect thereof. As a result, when there is a request to increase the driving force (YES), the required driving force corresponding to the increase request is automatically applied in the locked-up clutch LC in the engaged (completely engaged) state (LC tight region). It is determined whether or not the driving force (hereinafter referred to as "LC tight current stage maintaining driving force") or less that can be output with the shift stage currently selected by the transmission TM or the target shift stage is equal to or lower (step ST3). .. As a result, when the required driving force is equal to or less than the LC tight current stage maintenance driving force (YES), the lockup clutch LC is in the fully engaged state (LC tight region) and is currently selected by the automatic transmission TM. The required driving force is realized by maintaining the shift stage or the target shift stage (step ST4).

On the other hand, when the required driving force is larger than the LC tight current stage maintenance driving force (NO) in step ST3, the automatic transmission is subsequently performed in the slip control state (LC slip region) of the lockup clutch LC. It is determined whether or not the driving force (hereinafter referred to as "LC slip current stage maintaining driving force") or less that can be output with the shift stage currently selected by the machine TM or the target shift stage is equal to or lower (step ST5). As a result, when the required driving force is equal to or less than the LC slip current stage maintenance driving force (YES), the predicted value of the temperature of the automatic transmission TM including the lockup clutch LC and the torque converter TC is equal to or less than the predetermined value (YES). Slip of the lockup clutch LC on condition that the actual value of the temperature of the automatic transmission TM including the lockup clutch LC and the torque converter TC is equal to or lower than the predetermined value (YES in step ST7). In the state (LC slip region), the required driving force is realized by maintaining the current shift stage or the target shift stage selected by the automatic transmission TM (step ST8). That is, in this case, the input torque from the engine EG is amplified by changing the lockup clutch LC from the tight state or the released state to the slip state, or by increasing the slip amount of the lockup clutch LC that is already in the slip state. It is transmitted to the automatic transmission TM to realize the required driving force.

On the other hand, if the required driving force is larger than the LC slip current stage maintenance driving force in step ST5 (NO), or if NO in step ST6 or step ST7, the shift stage of the automatic transmission TM is changed to the current stage. The required driving force is realized by downshifting from the shift stage or the target shift stage (switching to the shift stage on the low speed stage side) (step ST9).

Further, when there is no request for increasing the driving force in the previous step ST2 (NO), the predicted value of the temperature of the torque converter TC (lockup clutch LC) is equal to or less than the predetermined value (YES in step ST10), and On condition that the actual value of the temperature of the torque converter TC (lockup clutch LC) is equal to or less than a predetermined value (YES in step ST11), the automatic transmission TM is in the slip state (LC slip region) of the lockup clutch LC. The required driving force is realized (maintaining the current driving force) by upshifting the selected current shift stage or target shift stage (step ST12). That is, in this case, the lockup clutch LC is changed from the tight state or the released state to the slip state while upshifting the shift stage, or the slip amount of the lockup clutch LC already in the slip state is increased. , The input torque from the engine EG is amplified and transmitted to the automatic transmission TM to maintain the current driving force. When the predicted value of the temperature of the torque converter TC (lockup clutch LC) is not equal to or less than the predetermined value in step ST10 (NO), or the actual value of the temperature of the torque converter TC (lockup clutch LC) is predetermined in step ST11. If it is not less than or equal to the value (NO), the process is terminated as it is.

The control of step ST8 and step ST12 in the flowchart of FIG. 3 is a control corresponding to the above-mentioned slip amount increase control. On the other hand, the control of step ST9 is a control that satisfies the required driving force by downshifting the shift stage.

FIG. 4 is a timing chart showing changes in each value in the slip amount increase control. In the timing chart shown in the figure and FIG. 5 described later, the realized driving force Wa and the target driving force Wt of the vehicle, the target shift stage GT of the automatic transmission TM, the engine speed Ne, and the traveling driving force output device 90 (of the vehicle). The changes of the output torque Tr (to the drive wheels), the predicted value Tmt of the torque converter TC temperature Tm (including the temperature of the lockup clutch LC, the same shall apply hereinafter) and the actual value Tma with respect to the elapsed time t are shown. .. The predicted value Tmt of the temperature Tm of the torque converter TC here is a temperature predicted / estimated based on the prediction (so-called look-ahead) of the required torque in the automatic operation mode.

The timing chart shown in FIG. 4 shows the predicted value and the actual value of the temperature of the torque converter TC when the required driving force is equal to or less than the LC slip current stage maintenance driving force (YES in step ST5) in the flowchart of FIG. Is less than or equal to a predetermined value (YES in step ST6 and YES in step ST7), and the current shift stage or target of the automatic transmission TM in the slip state (LC slip region) of the lockup clutch LC. It shows the change of each value when the shift stage is maintained and the required driving force is realized (step ST8).

Here, the realized driving force Wa starts to rise at a timing slightly before the time t11, and the predicted value Tmt of the temperature Tm of the torque converter TC starts to rise from the timing before that. Then, at time t11, the target shift stage GT of the automatic transmission TM is downshifted from the N speed stage to the N-1 speed stage, and thereafter, the engine speed Ne increases, while the predicted value of the temperature Tm of the torque converter TC increases. Tmt turns down. Further, after the time t11, the value of the realized driving force Wa is delayed with respect to the value of the target driving force Wt, so that the realized driving force Wa changes to a value lower than the target driving force Wt. After that, at time t12, the slip control of the lockup clutch LC (or the slip amount of the lockup clutch LC is increased more than before while maintaining the current target speed change GT (N-1 speed) of the automatic transmission TM. By starting the control), the value of the output torque Tr increases. Further, the rotation speed Ne of the engine EG also slightly increases, and the actual value Tma of the temperature Tm of the torque converter TC also gradually increases. After that, the increase in the output torque Tr ends at time t13, and thereafter, the value changes at a constant value. On the other hand, the engine speed Ne continues to rise gradually. After that, when the slip control of the lockup clutch LC ends at time t14, the value of the output torque Tr decreases thereafter. Further, the value of the engine speed Ne also starts to decrease, and the actual value Tma of the temperature Tm of the torque converter TC also starts to decrease. Further, the actual driving force Wa starts to decrease at a timing after the time t13 and before the time t14, and continues to decrease until after the time t14.

Further, here, the slip amount increase control is performed on condition that the value of the output torque Tr by the slip control of the lockup clutch LC does not exceed the predetermined value (threshold value) Tr1. Therefore, when the value of the output torque Tr due to the slip control of the lockup clutch LC exceeds the predetermined value (threshold value) Tr1, the shift of the automatic transmission TM shown in FIG. 5 to be described later is performed instead of the slip amount increase control. Control to realize the required driving force (control in step ST9) is performed by downshifting the stage.

Further, here, the slip amount increase control is performed on condition that neither the predicted value Tmt of the temperature Tm of the torque converter TC nor the actual value Tma exceeds a predetermined value (threshold value) Tm1. The predetermined value (threshold value) Tm1 of the temperature Tm here is a temperature at which it is determined that an abnormality does not occur in the torque converter TC. Therefore, when the predicted value Tmt or the actual value Tma of the temperature Tm of the torque converter TC accompanying the slip control of the lockup clutch LC exceeds a predetermined value (threshold value) Tm1, the torque is amplified by the slip control of the lockup clutch LC. Do not do (prohibit).

FIG. 5 is a timing chart showing changes in each value when the automatic transmission TM is downshifted in order to satisfy the required driving force. That is, the timing chart shown in FIG. 5 shows the shift stage (target) of the automatic transmission TM when the required driving force is larger than the LC slip current stage maintenance driving force (NO in step ST5) in the flowchart of FIG. It shows the change of each value when the required driving force is realized by downshifting the shift stage) from the current shift stage or the target shift stage (step ST9).

Here, as in the case of FIG. 4, the value of the realized driving force Wa starts to increase from a timing slightly before the time t21, and the predicted value Tmt of the temperature Tm of the torque converter TC starts to increase even before that. Start climbing. Then, at time t21, the target shift stage GT is downshifted from the N speed stage to the N-1 speed stage, and thereafter, the engine speed Ne increases, while the predicted value Tmt of the temperature Tm of the torque converter TC turns downward. .. Further, after the time t21, the value of the realized driving force Wa is delayed with respect to the value of the target driving force Wt, so that the realized driving force Wa changes to a value lower than the target driving force Wt. After that, at time t22, the target shift stage GT of the automatic transmission TM is downshifted from the N-1 speed stage to the N-2 speed stage, and thereafter, the value of the engine EG rotation speed Ne increases. At this time, the increase range of the value of the engine EG rotation speed Ne is larger than the increase range when the slip amount increase control shown in FIG. 4 is performed. On the other hand, when the shift stage of the automatic transmission TM is downshifted from the N-1 speed stage to the N-2 speed stage, the value of the output torque Tr does not increase and remains a constant value. After that, at time t23, the value of the realized driving force Wa coincides with the target driving force Wt. After that, at time t24, the target shift GT of the automatic transmission TM is upshifted again from the N-2 speed to the N-1 speed, and thereafter, the value of the engine speed Ne starts to decrease, and the torque converter. The actual value Tma of the TC temperature Tm also starts to decrease. Also in this case, the actual driving force Wa starts to decrease at a time after the time t23 and before the time t24, and continues to decrease until after the time t24.

As described above, in the slip amount increase control by the vehicle control device 100 (automatic driving control unit 110 and traveling control unit 120) of the present embodiment, there is a request to increase the driving force of the vehicle during the implementation of the automatic driving mode. In this case, the driving force of the vehicle is increased by increasing the slip amount of the lockup clutch LC (step ST8).

As described above, in the present embodiment, the driving force of the engine EG is increased by controlling to increase the driving force of the vehicle by increasing the slip amount of the lockup clutch LC instead of downshifting the automatic transmission TM. When there is a request for an increase, the request for an increase in driving force can be satisfied without increasing the rotation speed of the engine EG more than necessary. Therefore, it is possible to reduce the vibration and noise of the vehicle while the automatic driving mode is being implemented. That is, since the rotation speed of the engine EG does not change significantly in response to a demand for an increase in driving force such as temporary acceleration, the ride quality of the vehicle is improved. On the other hand, since the automatic operation mode is being implemented, the driving force by slipping the lockup clutch LC instead of the downshift of the automatic transmission TM is compared with the manual operation mode based on the driver's operation. It is unlikely that the occupants of the vehicle will feel a delay in the increase (delay in the responsiveness of the driving force).

Further, in the slip amount increase control of the present embodiment, the request for increasing the driving force of the vehicle may be accompanied by the request for increasing the vehicle speed of the vehicle. According to this configuration, when there is a request to increase the vehicle speed of the vehicle, the required vehicle speed can be satisfied without increasing the rotation speed of the engine EG more than necessary. Therefore, it is possible to appropriately respond to a lane change in the automatic driving mode and an acceleration request when the road in front of the vehicle is vacant, without causing discomfort to the occupants of the vehicle due to an increase in vibration, noise, and the like.

Further, in the present embodiment, the required driving force or the required acceleration is the driving force or the acceleration achieved when the lockup clutch LC is engaged (completely engaged) at the current shift stage (target shift stage) of the automatic transmission TM. When it exceeds, the slip amount increase control is performed.

According to this configuration, when the required driving force or the required acceleration exceeds the driving force or the acceleration achieved when the lockup clutch LC is engaged at the current shift stage (target shift stage) of the automatic transmission TM. By performing the slip amount increase control, the slip amount increase control is performed only in the necessary situation, so that the fuel consumption (fuel consumption rate) is improved while ensuring the driving performance required for the vehicle in the automatic driving mode. Can be planned.

Further, in the present embodiment, when the required driving force or the required acceleration is less than the driving force or the acceleration achieved by downshifting from the current shift stage (target shift stage), the slip amount increase control is performed. ing.

If the required driving force or required acceleration is less than the driving force or acceleration achieved by downshifting from the current gear (target gear), downshift from the current gear (target gear). The required driving force or the required acceleration can be satisfied by controlling the increase in the slip amount without performing the operation. As a result, it is possible to suppress the frequency of increase in vehicle vibration and noise due to downshifting of the shift stage in the automatic driving mode. Therefore, it is possible to achieve both the running performance of the vehicle required in the automatic driving mode and the vibration / noise reduction performance (improvement of riding comfort).

Further, in the present embodiment, the temperature or calorific value of the lockup clutch LC is estimated in the automatic operation mode, and the permission or prohibition of the slip amount increase control is determined based on the estimated temperature or calorific value.

According to this configuration, the future temperature of the lockup clutch LC or the amount of heat generated in the lockup clutch LC in the future is estimated, and the slip amount increase control is permitted or prohibited based on this estimation. Excessive heat generation or temperature rise of the lockup clutch due to the amount increase control can be effectively prevented.

Further, in the present embodiment, when the temperature or the calorific value of the lockup clutch LC (torque converter TC) estimated during the implementation of the automatic operation mode is not more than a predetermined value and there is no request for an increase in the driving force of the vehicle. , The current shift stage (target shift stage) of the automatic transmission TM is upshifted, and the slip amount of the lockup clutch LC is increased to satisfy the required driving force of the vehicle (step ST12).

According to this configuration, when the temperature or calorific value of the lockup clutch LC estimated during the implementation of the automatic operation mode is below a predetermined value and there is no request for an increase in the driving force of the vehicle, the automatic transmission TM Satisfying the required driving force of the vehicle by upshifting the current shift stage (target shift stage) and increasing the slip amount of the lockup clutch LC to satisfy the required driving force of the vehicle. However, since the rotation speed of the engine EG can be reduced by upshifting the shift stage, it is possible to effectively reduce the vibration and noise of the vehicle during the implementation of the automatic driving mode. Therefore, it is possible to achieve both the running performance of the vehicle required in the automatic driving mode and the vibration / noise reduction performance (improvement of riding comfort).

Further, the case where the above-mentioned demand for increasing the driving force is not made may be the case where the vehicle is driven at a constant speed or the case where the vehicle is decelerated. According to this configuration, when the vehicle is driven or decelerated at a constant speed, the rotation speed of the engine EG can be lowered by upshifting the shift stage while maintaining the driving force of the vehicle. When the vehicle is driven at a constant speed or decelerated during the implementation of the above, the vibration and noise of the vehicle can be effectively reduced.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and the present invention is not limited to the above embodiments, and various aspects are described within the scope of claims and the technical ideas described in the specification and drawings. It can be transformed. For example, in the above embodiment, the torque amplification mechanism of the present invention is a torque converter TC, and the synchronization mechanism is a lockup clutch LC attached to the torque converter TC, but the present invention is not limited to this. That is, the torque amplification mechanism of the present invention may be another mechanism as long as it is a mechanism having a torque amplification function installed between the drive source and the automatic transmission. As an example, it may be a dry or wet clutch (friction engagement device) or a torque splitting / combining mechanism using gears. Similarly, the synchronization mechanism of the present invention may be another mechanism as long as it is a mechanism having a synchronization (engagement) function installed between the drive source and the automatic transmission. As an example, it may be a dry or wet clutch (friction engagement device).

1 Vehicle (own vehicle)
12 External status acquisition unit 13 Route information acquisition unit 14 Driving state acquisition unit 26 Driving position acquisition unit 28 Vehicle speed acquisition unit 30 Yaw rate acquisition unit 32 Steering angle acquisition unit 34 Driving track acquisition unit 42 Deviation acquisition unit 44 Correction unit 52 Target value setting unit 54 Target trajectory setting unit 55 Shift map 56 Acceleration / deceleration command unit 58 Steering command unit 60 Shift device 70 Accelerator pedal 71 Accelerator opening sensor 72 Brake pedal 73 Brake step sensor 74 Steering wheel 75 Steering steering angle sensor 80 Changeover switch 90 Travel drive Power output device (drive device)
92 Steering device 94 Brake device 100 Vehicle control device 110 Automatic driving control unit 112 Own vehicle position recognition unit 114 External world recognition unit 116 Action plan generation unit 118 Target driving state setting unit 120 Driving control unit 140 Storage unit 142 Map information 144 Route information 146 Action plan information 201 Crank shaft rotation speed sensor 202 Input shaft rotation speed sensor 203 Output shaft rotation speed sensor 205 Shift position sensor 206 Throttle opening sensor 221 Crank shaft EG engine (drive source)
TC torque converter LC lockup clutch TM automatic transmission

Claims (8)

A vehicle control device capable of an automatic driving mode that automatically controls at least acceleration / deceleration of vehicle steering and acceleration / deceleration.
The vehicle is an automatic transmission that shifts the rotation by the driving force transmitted from the drive source and outputs it to the drive wheel side.
A synchronization mechanism and a torque amplification mechanism installed between the drive source and the automatic transmission are provided.
The automatic transmission is a stepped automatic transmission capable of setting a plurality of gears having different gear ratios.
The control device is
It has a travel control unit that outputs a travel control command value including selection of a shift stage set by the automatic transmission.
The traveling control unit is
The required driving force or required acceleration calculated during the implementation of the automatic operation mode is the driving force or acceleration achieved when the synchronization mechanism is fully engaged at the current shift stage or target shift stage of the automatic transmission. When the amount exceeds the above and there is a demand for an increase in the driving force of the vehicle, the slip amount increase control for satisfying the required driving force of the vehicle is performed by increasing the slip amount of the synchronization mechanism. Vehicle control device. The travel control unit performs the slip amount increase control when the calculated required driving force or required acceleration is less than the driving force or acceleration achieved by downshifting from the current shift stage or the target shift stage. The vehicle control device according to claim 1, characterized in that. A vehicle control device capable of an automatic driving mode that automatically controls at least acceleration / deceleration of vehicle steering and acceleration / deceleration.
The vehicle is an automatic transmission that shifts the rotation by the driving force transmitted from the drive source and outputs it to the drive wheel side.
A synchronization mechanism and a torque amplification mechanism installed between the drive source and the automatic transmission are provided.
The automatic transmission is a stepped automatic transmission capable of setting a plurality of gears having different gear ratios.
The control device is
It has a travel control unit that outputs a travel control command value including selection of a shift stage set by the automatic transmission.
The traveling control unit is
When the required driving force or required acceleration calculated during the implementation of the automatic driving mode is less than the driving force or acceleration achieved by downshifting from the current shift stage or the target shift stage, and the vehicle. A vehicle control device, characterized in that, when there is a request for an increase in the driving force of the vehicle, the slip amount of the synchronization mechanism is increased to control the increase in the slip amount that satisfies the required driving force of the vehicle. The vehicle control device according to any one of claims 1 to 3 , wherein the request for increasing the driving force of the vehicle is associated with the request for increasing the vehicle speed of the vehicle. The traveling control unit has a temperature / calorific value estimation unit that estimates the temperature of the synchronization mechanism or the calorific value generated by the synchronization mechanism.
The vehicle according to any one of claims 1 to 4, wherein the permission or prohibition of the slip amount increase control is determined based on the temperature or the calorific value estimated by the temperature / calorific value estimation unit. Control device. A vehicle control device capable of an automatic driving mode that automatically controls at least acceleration / deceleration of vehicle steering and acceleration / deceleration.
The vehicle is an automatic transmission that shifts the rotation by the driving force transmitted from the drive source and outputs it to the drive wheel side.
A synchronization mechanism and a torque amplification mechanism installed between the drive source and the automatic transmission are provided.
The automatic transmission is a stepped automatic transmission capable of setting a plurality of gears having different gear ratios.
The control device is
It has a travel control unit that outputs a travel control command value including selection of a shift stage set by the automatic transmission.
The traveling control unit has a temperature / calorific value estimation unit that estimates the temperature of the synchronization mechanism or the calorific value generated by the synchronization mechanism.
When the temperature or calorific value estimated by the temperature / calorific value estimation unit is equal to or less than a predetermined value during the execution of the automatic operation mode, and there is no request for an increase in the driving force of the vehicle, the current automatic transmission is used. A vehicle control device comprising upshifting a shift stage or a target shift stage of the vehicle and increasing the slip amount of the synchronization mechanism to perform slip amount increase control that satisfies the required driving force of the vehicle. The vehicle control device according to claim 6, wherein when there is no request for increasing the driving force of the vehicle, the vehicle is driven at a constant speed or decelerated. The torque amplification mechanism is a torque converter installed between the drive source and the automatic transmission, and the synchronization mechanism is a lockup clutch attached to the torque converter. 7. The vehicle control device according to any one of 7.

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