JPH10103101A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to change a control characteristic without giving the sense of inconpatibility to a driver by providing a connection means for switching the control characteristic smoothly to a selected control map at the time of detecting a vehicular running state based on a measured position information and selecting one of plural control maps. SOLUTION: When a navigation device 3 for measuring an own car position and running state based on a time information from a satellite detected by a GPS receiver 9 is provided and an engine 11 is controlled by a controller 1 in response to the measured running state, the running state in response to the own car position is set as a variable AREA by the AREA signal from the navigation device 3. At the changing time of the running state, a target air fuel ratio A/F in response to the running state AREA from a map is read and compared with a previous target air fuel ratio and when the target air fuel ratio A/F is changed, for example, the switching of a speed change map is carried out smoothly in response to the running state and the sense of incompatibility given to a driver is restrained in a speed control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control system based on a running condition of a vehicle detected from a GPS device or the like.
The present invention relates to an improvement of a vehicle control device that performs vehicle control such as shift control.

[0002]

2. Description of the Related Art Conventionally, there has been a navigation apparatus that measures the position of a vehicle based on information received from a satellite, acceleration, and the like, and also measures the position of the vehicle from map information stored in storage means such as a CD-ROM. Known is a system that determines a driving situation from a vehicle position on a map obtained from a navigation device and controls an engine, a transmission, and the like according to the traveling situation. It has been disclosed.

[0003] As shown in FIG.
(OBAL POSITIONNING SYSTEM) A navigation device 3 composed of a receiver or the like, a means 50 for detecting a driving situation from detected position information and map information, and controlling the engine and the automatic transmission 93 when the driving situation changes. For example, when the vehicle position detected by the navigation device 3 changes from a general road area to a mountain road area as shown in FIG. Thus, the map that defines the relationship between the accelerator pedal opening AP and the throttle opening TVO is expressed as follows:
By switching from the characteristic A for a general road to the characteristic B for a mountain road, the gain characteristic of the throttle actuator can be changed according to the traveling state, and a sensor for detecting a traveling state such as a curve or a slope is added. The vehicle control according to the road condition is performed without the need.

[0004]

However, in the above-mentioned conventional vehicle control device, for example, when the driving condition changes from a mountainous road to a general road, the control characteristics are switched to a preset control map. In FIG. 21, in the control map A for general roads, the throttle opening TVO at a predetermined accelerator opening is THa, but in the control map B for mountain roads, TVO decreases to THb = THb, Since the gain characteristics change regardless of the driver's operation, there is a problem of giving the driver a sense of incongruity.Also, even when the shift map of the automatic transmission is switched, the change in the traveling condition may be affected. When the shift map is switched accordingly, a shift or the like that is not intended by the driver occurs, and the control characteristics of the vehicle change suddenly. There is a problem that give the feeling.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and is intended for a vehicle capable of changing the control characteristics of a vehicle according to a change in a driving situation detected by a navigation device without giving a driver an uncomfortable feeling. It is an object to provide a control device.

[0006]

According to a first aspect of the present invention, as shown in FIG. 22, a driving condition detecting means 50 for detecting a driving condition of a vehicle based on measured position information and a plurality of control maps are stored. A vehicle control device comprising: a control characteristic storing unit 51; and a control characteristic selecting unit 52 that selects one of a plurality of control maps according to the driving situation.
Control characteristic connecting means 53 for smoothly switching control characteristics from the current control map to the selected control map, and vehicle control means 54 for controlling the vehicle according to the output of the control characteristic connecting means 53 are provided.

[0007] In the second invention, as shown in FIG.
In the first invention, the control characteristic connection means 53
Are control characteristic change detecting means 61 for detecting that the control map has been switched, parameter calculating means 60 for calculating a correction parameter, and a first control target corresponding to the first control map selected before the control map switching. Value and a second control map corresponding to the second control map selected after the switching.
A correction value calculating means for calculating a correction value from a control target value in accordance with the correction parameter;

In a third aspect based on the second aspect, the parameter calculating means 60 includes an elapsed time calculating means for calculating an elapsed time from the time when the control map is switched, and the correction value calculating means 62 Changes the correction value from the first control target value to the second control target value according to the increase of the elapsed time.

In a fourth aspect based on the second aspect, the parameter calculation means 60 includes a travel distance calculation means for calculating a travel distance from the time when the control map is switched, and the correction value calculation means 62 Changes the correction value from the first control target value to the second control target value in accordance with the increase in the traveling distance.

According to a fifth aspect of the present invention, in the second aspect, the parameter calculating means 60 includes a stepping amount calculating means for calculating a stepping amount of an accelerator pedal, and a stepping amount after the control map is switched. There is provided a depressed amount integrating means for integrating, and the correction value calculating means changes the correction value from a first control target value to a second control target value according to the integrated value of the depressed amount.

In a sixth aspect based on the second aspect, the correction value calculating means 62 includes an inter-vehicle distance detecting means for measuring the inter-vehicle distance ahead, and the correction value calculating means 62 calculates the correction value in accordance with the detected value of the inter-vehicle distance. Correction value correcting means for correcting.

In a seventh aspect based on the second aspect, the correction value calculating means 62 includes an accelerator opening sensor for detecting operation of an accelerator pedal, a brake switch for detecting operation of a brake pedal, and an accelerator. And an operation frequency calculating means for calculating an operation frequency of the brake, and a correction value correcting means for correcting the correction value according to at least one of the operation frequencies.

In an eighth aspect based on the second aspect, the correction value calculating means 62 includes a first correction schedule in a direction in which the correction value increases, and a second correction schedule in a direction in which the correction value decreases. Correction schedule, and these first
A predetermined hysteresis is set in the second correction schedule.

In a ninth aspect based on the second aspect, the correction value calculating means 62 has a plurality of correction schedules, and selects one of the correction schedules according to the driving situation. Schedule selection means.

In a tenth aspect based on the second aspect, the correction value calculating means 62 includes an operating state detecting means for detecting an operating state, and temporarily changing the correction value according to the operating state. Correction stopping means for stopping.

In an eleventh aspect based on the tenth aspect, the correction stopping means includes an accelerator opening sensor for detecting an opening of an accelerator pedal, and when the opening exceeds a predetermined value. Temporarily stops changing the correction value.

In a twelfth aspect based on the tenth aspect, the correction stopping means includes an inter-vehicle distance detecting means for measuring an inter-vehicle distance in front of the vehicle. Pause changes temporarily.

In a thirteenth aspect based on the tenth aspect, the correction stopping means includes a brake switch for detecting operation of a brake pedal, and temporarily changes the correction value while the brake pedal is being operated. Stop.

In a fourteenth aspect based on the tenth aspect, the correction stopping means includes a steering angle detecting means for detecting a steering operation, and while the steering angle is equal to or more than a predetermined value, the correction value is set to a predetermined value. Pause changes temporarily.

According to a fifteenth aspect, the driving condition detecting means 5 detects the driving condition of the vehicle based on the measured position information.
0 and control characteristic storage means 5 for storing a plurality of control maps
1 and a control characteristic selecting means 52 for selecting one of a plurality of control maps according to the driving situation, the vehicle control device smoothly controls from a current control map to the selected control map. Control characteristic connection means 53 for switching characteristics, display means 70 for displaying the selected control map, and selection of one of a plurality of control maps and the output of the control characteristic connection means 53 in accordance with the operation of the driver Manual switching means 71 and manual switching means 7
And a vehicle control means 54 for controlling the vehicle in accordance with the output of the vehicle.

[0021]

Therefore, according to the first aspect of the present invention, when the control map is switched in accordance with the driving situation detected from the position information of the vehicle, the control characteristics are smoothly changed from the current control map to the selected control map. Since the switching is performed, it is possible to prevent a sudden change in control characteristics and a decrease in drivability,
For example, when applied to shift control, switching to a shift map according to driving conditions can be performed smoothly, suppressing discomfort given to a driver, and driving performance of a vehicle that is selectively switched to use a plurality of control maps. Can be improved.

According to the second invention, when the control map is switched, the first control target value corresponding to the first control map is changed from the first control target value corresponding to the second control map to the second control target value corresponding to the second control map according to a predetermined parameter. Since a correction value is calculated by the correction value, and the vehicle is controlled by the correction value during the switching period, it is possible to suppress a sudden change in control characteristics and prevent a decrease in drivability.

According to a third aspect of the present invention, the control value is gradually changed from the first control target value to the second control target value in accordance with the elapsed time from the time when the control map is switched. It is possible to suppress the reduction in drivability by suppressing.

According to a fourth aspect of the present invention, the correction value is gradually changed from the first control target value to the second control target value in accordance with the traveling distance from the time when the control map is switched, so that a sudden change in control characteristics is suppressed. Thus, it is possible to prevent a decrease in drivability.

According to the fifth aspect of the present invention, the switching of the control map is performed gradually in accordance with an increase in the integrated value of the accelerator pedal depression amount. Therefore, the correction value is switched only when the driver depresses the accelerator pedal. Since the correction is continuously made toward the subsequent control map, it is possible to prevent a change in the control characteristics when the driver is not performing the accelerator operation, and to smoothly switch the control characteristics without giving the driver an uncomfortable feeling. Therefore, the drivability of the vehicle can be improved.

According to a sixth aspect of the present invention, the change of the shift map based on the map information is performed based on the inter-vehicle distance by changing the approach of the control map after the change to the target value in accordance with the detected inter-vehicle distance. This can be performed according to the surrounding traffic conditions, and the drivability can be further improved.

According to a seventh aspect of the present invention, the change of the shift map based on the map information is changed by changing the approach of the changed control map to the target value in accordance with the operation frequency of the accelerator and the brake. In addition, the driving can be performed according to the surrounding traffic conditions based on the frequency of the brake operation, and the drivability can be further improved.

In the eighth invention, a predetermined hysteresis is set for the first correction schedule in the direction in which the correction value increases and the second correction schedule in the direction in which the correction value decreases.
The correction value can be gradually changed in a direction that greatly affects the drivability.For example, when the correction value is applied to air-fuel ratio control, the target air-fuel ratio is gradually switched to the lean side where the drivability is reduced. On the other hand, the switching to the rich side, which has little influence on the drivability, can be quickly performed, and the switching of the control map can be smoothly performed while ensuring the drivability.

According to the tenth aspect of the present invention, the change of the correction value is temporarily stopped in accordance with the operation state. Switching of the control map can be performed.

According to an eleventh aspect of the present invention, the correction value is inhibited from being changed when the accelerator pedal is depressed beyond a predetermined value to prevent the driver from feeling uncomfortable, while the accelerator opening is equal to or less than the predetermined value. In, the control map can be switched by continuously changing the correction value, so that both drivability can be ensured and control characteristics can be switched.

According to a twelfth aspect, in the tenth aspect, when the inter-vehicle distance is less than a predetermined value, the change of the correction value is temporarily stopped, so that drivability can be maintained.
While acceleration and deceleration responsiveness and the like in a driving state in which the inter-vehicle distance is reduced can be ensured, when the inter-vehicle distance is equal to or greater than a predetermined value, the correction value can be changed to smoothly switch the control map.

According to the thirteenth aspect, since the change of the correction value is temporarily stopped while the brake pedal is being operated, the drivability before and after the brake operation is kept the same so that the driver does not feel uncomfortable. Switching of control characteristics can be performed.

According to the fourteenth aspect, since the change of the correction value is temporarily stopped while the steering angle is equal to or more than the predetermined value, drivability is maintained during turning to prevent the driver from feeling uncomfortable.
After the end of the turn, the control characteristics can be switched smoothly by changing the correction value again.

According to the fifteenth aspect, the change of the correction value is temporarily stopped while the vehicle speed is less than the predetermined value. This can prevent a person from feeling uncomfortable.

According to the sixteenth aspect, the driver can know that the control characteristics have been switched by directly displaying the control map selected from the driving situation based on the position to the driver. It is possible to prevent the driver from suddenly switching the control characteristics to reduce the drivability, and to switch between using the control map automatically selected or using the shift map selected by the driver, thereby towing the vehicle. Special running conditions such as can be performed smoothly

[0036]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows a navigation device 3 for measuring the position and traveling state of the vehicle based on time information from a satellite detected by the GPS receiver 9 and an engine 11 in response to the traveling state from the navigation device 3. The case where the present invention is applied to an engine controller 1 to be controlled is shown.

The navigation device 3 includes storage means such as a CD-ROM in which map information is recorded. The navigation device 3 measures the position of the own vehicle on the map based on the detection value of the GPS receiver 9, and also uses the map information to determine the position of the vehicle. The running condition of the vehicle is determined as AREA as shown in FIG. 5 and this AREA signal is sent to the engine controller 1. In addition, as a driving | running | working state, the case where it divides into four, a mountain road, an urban area, a general road, and a highway, is shown.

The engine controller 1 controls the engine speed Ne from the crank angle sensor 8, the throttle opening TVO from the throttle opening sensor 6, the amount of intake air from an air flow meter (not shown), and other detected operating conditions. While controlling fuel injection amount and ignition timing,
The basic target air-fuel ratio A / F is switched in accordance with the AREA signal from the navigation device 3 to perform fuel injection control.

Here, the target air-fuel ratio A /
F is set in advance as shown in FIG.
When the AREA signal is on a mountain road, the output air-fuel ratio (for example,
A / F = 12). Similarly, the stoichiometric air-fuel ratio (stoichiometric = 14.7 in the figure) is set for an urban area or a highway, and A / F = 20 is set for a general road to perform lean combustion.

Next, an example of the control performed by the engine controller 1 will be described in detail with reference to the flowcharts of FIGS. Note that these controls are executed every predetermined time.

First, in step 111, the AREA signal is read from the navigation device 3, and as shown in the map of FIG.
Set as EA.

In step 112, the previous traveling state AR
It is determined whether or not EAold and the current driving situation AREA are the same.
If the driving situation has changed, the routine proceeds to step 113.

Then, step 11 in which the running condition has changed
In step 3, the target air-fuel ratio A / F corresponding to the driving situation AREA is read from the map shown in FIG.
It is determined whether the previous target air-fuel ratio A / Fold and the read target air-fuel ratio A / F are the same, and if they are the same, the process proceeds to step 120. On the other hand, if the target air-fuel ratio A / F changes, Proceed to step 115.

In step 115, it is determined whether the value of the timer t for switching the target air-fuel ratio A / F has reached a predetermined connection end time Tend, and if the timer t has reached the connection end time Tend, the process proceeds to step 115. Go to step 116, otherwise go to step 122.

In step 116, since the timer t has reached the connection end time Tend and the previous connection processing has been completed, the current target air-fuel ratio A is determined according to the map shown in FIG.
The initial value of the timer t and the new value of the connection end time Tend are set from / F and the previous target air-fuel ratio A / Fold.

For example, when the traveling condition AREA changes from a general road to a mountain road, the previous value of the target air-fuel ratio A / Fold
Is lean and the current value A / F is rich, so that the initial value of the timer t = S0 and the connection end time Tend = Td.

At the same time, the target air-fuel ratio A / F is
The connection function f (t) for smoothly switching from old to the current value A / F is defined by the current value A / F of the target air-fuel ratio and the previous value A
The following is set according to the magnitude relationship of / Fold.

Connection function Fi when A / F> A / Fold Connection function Fd when A / F <A / Fold Here, connection functions Fi and Fd are, as shown in FIG. If the target air-fuel ratio A / F is increased by a linear function,
That is, the slope of the connection function Fi on the side where drivability deteriorates is set smaller than the slope of the connection function Fd on the side where the target air-fuel ratio A / F decreases.

After the initial value of the timer t, the connection end time Tend, and the connection function are set, the counting of the timer t is started.

Next, at step 117, the target air-fuel ratio A / F is determined based on the connection function set at step 116.
Is calculated as follows, and this correction target value M
Is set as the target air-fuel ratio to perform fuel injection control.

When the connection functions Fi and Fd are linear functions, M = A / Fold + (A / FA−Fold) × t / Tend.

Then, in step 118, the value of the previous value A / Fold of the target air-fuel ratio is updated to the current target air-fuel ratio A / F, and in step 119, the value of the previous value AREAo1d of the running condition is changed to the current running condition. The status is updated to AREA, and the process ends.

On the other hand, step 112 or step 11
In step 120, which is performed when there is no change in the traveling condition AREA or the target air-fuel ratio A / F in the determination of 4, the timer t
Is determined to have reached the connection end time Tend. If the timer t has reached the connection end time Tend, it is determined that the transition of the target air-fuel ratio has ended, and the routine proceeds to step 121, where the counting of the timer t ends. On the other hand, if not, the process proceeds to step 117 to execute step 1
The correction target value M is calculated in accordance with the timer t, the connection end time Tend, and the connection function f (t) set in step S16.

Also, in the determination of step 115, the timer t
In step 122, which proceeds when the target air-fuel ratio has not reached the connection end time Tend, before the transition of the target air-fuel ratio ends, the initial value and end of the timer t when the target air-fuel ratio A / F is switched to another control characteristic. Reset the value.

The process of step 122 is performed as a subroutine shown in the flowchart of FIG.
In step 151, it is determined whether or not the connection function being used is Fi.
If d, go to step 156.

In the case of the connection function Fi in which the target air-fuel ratio increases, in step 152, if the target air-fuel ratio A / F newly read from the map of FIG. 5 is lean, it is switched to lean during the transition from rich to stoichiometric. And proceeds to step 153, otherwise proceeds to step 154.
Proceed to.

At step 153 where the target air-fuel ratio is switched from lean to stoichiometric to lean, the value of the timer t is continued as it is based on the map of FIG. 6, and the value of the connection end time Tend is updated to Ti.

On the other hand, at step 154, the target air-fuel ratio A
/ F is updated to the rich side. In order to return the target air-fuel ratio to the stoichiometric or rich state again, the value of the timer t is changed using the inverse function of the connection function Fd as follows,
Hereinafter, Fd is used as the connection function.

T = Fd ^-1 (M) Then, in step 155, the connection end time Tend is set to S2 if the target air-fuel ratio A / F is stoichiometric, and to Td if the target air-fuel ratio A / F is rich, similarly to the above. I do. In step 156 when the connection function is determined to be Fd in step 151, if the target air-fuel ratio A / F newly read from FIG. 5 is rich, the target air-fuel ratio shifts from lean to stoichiometric. It is determined that the mode has been switched to rich during the process, and the process proceeds to step 157. Otherwise, the process proceeds to step 158.

In step 157, the value of the timer t is continued as it is, and the value of the connection end time Tend is updated to Td.

Step 158 is a case where the target air-fuel ratio A / F is updated to the lean side again, and the value of the timer t is updated using the inverse function of the connection function Fi as follows. Is used for Fi.

T = Fi ^-1 (M) In step 159, if the target air-fuel ratio A / F is stoichiometric based on the map of FIG.
end is set to S1, and if lean, Ti is set.

As described above, by the subroutine processing of steps 151 to 159, in step 122 of FIG. 2, during the change of the target air-fuel ratio map, the target air-fuel ratio A / F is further changed in accordance with the change of the traveling condition AREA. You can do it.

Next, the operation will be described.

For example, as shown in FIG. 20 shown in the conventional example, when the running condition AREA changes from a general road to a mountain road, the target air-fuel ratio A / F of the engine 11 is changed from lean to lean by the steps 112 and 113 described above. The target air-fuel ratio A / F is switched according to the elapsed time (timer t value) from the time when the target air-fuel ratio A / F is switched to the stoichiometric state
Can be continuously made to approach stoichiometric (A / F = 14.7) from lean (A / F = 20) from time S0 to time Td using the connection function Fd shown in FIG. Until the switching of the air-fuel ratio is completed, FIG.
As shown in (1), by continuously changing the target air-fuel ratio with the correction target value M, the control characteristic of the engine 11 can be changed according to the change in the driving situation detected by the navigation device 3 without giving the driver an uncomfortable feeling. The switching can be performed smoothly, and even if the target air-fuel ratio A / F is changed again before the time Td elapses, the connection function Fd or Fi is used in step 122 described above.
It is possible to continuously change to an arbitrary target air-fuel ratio.

In this way, when the target air-fuel ratio A / F is switched in response to the change in the driving situation AREA, the target air-fuel ratio A / Fold before the switch and the target air-fuel ratio after the switch are changed according to the elapsed time from the switch time. By gradually approaching to the A / F, the engine
The drivability can be prevented from deteriorating due to a sudden change in the control characteristics of the control function, and the slope of the connection function Fi for switching the target air-fuel ratio A / F to the lean side is set smaller than the slope of the connection function Fd for switching to the rich side. As a result, the target air-fuel ratio A / F is slowly switched to the lean side where the drivability is reduced, while the switching to the rich side with little influence on the drivability can be quickly performed. .

In the above-described embodiment, the case where the present invention is applied to the switching of the target air-fuel ratio A / F of the engine 11 has been shown. However, although not shown, the damping rate of the suspension, the switching of the 4WS steering amount, and the like are not shown. May be used for switching the control characteristics.

In addition, the cumulative travel distance may be used for the connection functions Fd and Fi instead of the elapsed time t from the switching of the target air-fuel ratio A / F. In this case, the target air-fuel ratio A
/ F is switched, the traveling state determined by the navigation device 3 is gradually increased from the target air-fuel ratio A / Fold before switching to the target air-fuel ratio A / F after switching according to the accumulated traveling distance from the switching point. ARE
The closer to the inside of A, the closer to the target air-fuel ratio after switching, so that the target air-fuel ratio more suitable for the driving situation can be set without lowering the drivability.

Further, in places where road characteristics are clearly changed, such as before and after a tollgate on an expressway, the connection functions Fi and Fd
May be large, and the driving situation AR such as road characteristics
Since the target air-fuel ratio switches quickly in a place where the EA is clearly changed, the target air-fuel ratio can be more appropriately switched to the road condition.

Although not shown, the slopes of the connection functions Fi and Fd may be changed according to the distance between the front vehicles and the frequency of operation of the accelerator and the brake per unit time. By quickly switching the air-fuel ratio to the rich side, and if it is long, to the lean side,
The engine control characteristics can be changed according to the driving situation. Similarly, when the operation frequency of the accelerator and the brake is high, the target air-fuel ratio A / F is quickly switched to the rich side, and when the operation frequency is low, the target air-fuel ratio A / F is quickly switched to the lean side. So you can
By switching to the target air-fuel ratio more suitable for driving operation, in addition to the driving situation AREA based on the map information, the engine control characteristics are smoothly switched according to driving conditions such as the surrounding traffic volume, and the driving performance is improved. You can do it.

Although the example in which the engine control controller 1 and the navigation device 3 are configured separately has been described, they may be configured integrally.

FIGS. 8 to 11 show a second embodiment, in which the automatic transmission 1 is changed according to the driving situation AREA based on the map information detected by the navigation device 3 of the first embodiment.
The shift map of the AT controller 2 that performs the shift control of 0 is switched.

The engine 1 via the torque converter 12
The automatic transmission 10 connected to the transmission 1 is, for example, a continuously variable transmission, and is controlled to a gear ratio commanded by the AT controller 2.

The AT controller 2 controls the throttle opening TVO from the throttle opening sensor 6, the vehicle speed VSP (= output shaft speed) from the vehicle speed sensor 15, and the input shaft of the automatic transmission 10 detected by the input shaft rotation sensor 7. A plurality of shift patterns PAT set in advance according to the driving state of the vehicle, such as the rotation speed Nt and a command from the shift switch 4 operated by the driver.
Is selected, and the automatic transmission 10 is driven such that the calculated target gear ratio (hereinafter, target input shaft rotation speed Nt) is achieved. Navigation device 3 similar to the embodiment
And the throttle opening TVO from the throttle opening sensor 6.

The shift map of the AT controller 2 includes, for example, an "economy pattern" of a shift schedule emphasizing fuel efficiency, a "power pattern" of a shift schedule emphasizing power performance, and a balance between fuel efficiency and power performance. Three shift maps of “normal pattern” are provided, and the values of the pattern PAT corresponding to these shift maps are “economy pattern” = 1, “normal pattern” = 2, and “power pattern” = 3 as shown in FIG. As described above, the shift pattern PAT indicating the type of the shift map is set in proportion to the magnitude of the relative gear ratio in the same operation state.

An example of the control performed by the AT controller 2 is shown in a flowchart of FIG. 9, and will be described in detail below with reference to this flowchart.

Steps 211 to 213 are the same as steps 111 to 113 shown in FIG. 2 of the first embodiment, when the driving situation AREA read from the navigation device 3 does not match the previous value AREAold.
As shown in FIG. 11, a shift pattern PAT is set in accordance with a preset traveling condition AREA. For example, if the traveling condition AREA is “mountain road”, a “power pattern” in which the transmission ratio is set to be relatively large is set. Shift pattern PAT
= 3, a normal "normal pattern" shift pattern PAT = 2 in an urban area, and an "economy pattern" shift with a relatively small speed ratio set in a "general road" or "highway". The pattern PAT = 1 is alternatively selected.

In step 214, the above-mentioned step 213 is executed.
It is determined whether or not the current value PAT of the shift pattern set in the above step is the same as the previous shift pattern PATold. If they are the same, the process proceeds to step 223. If the current value PAT changes from the previous value PATold, Is Step 215
Proceed to.

In step 215 when the shift pattern PAT has changed, a threshold value of a cumulative accelerator depression amount ΣΔTVO, which will be described later, is used as a value for determining that the shift from the previous shift pattern PATold to the current value PAT has been completed. When THmax is set as follows, and when the shift pattern PAT is switched from the previous value PATold to the current value PAT, a connection function for smoothly changing the gear ratio is defined by the current value PAT of the shift pattern and the previous value PAT.
Set as follows according to the magnitude relationship of old.

When PAT> PATold, THmax = THi
Use of connection function Fi When PAT <PATold, use THmax = THd Use of connection function Fd Note that connection functions Fi and Fd are preset by a predetermined ramp function or the like as shown in FIG. , The speed ratio corresponding to
The slope of the connection function Fi on the side that increases the target input shaft rotation speed Nt (= speed ratio, the same applies hereinafter) and affects drivability is set to be smaller than the slope of the connection function Fd on the side where the speed ratio decreases. .

After resetting the value of the cumulative accelerator depression amount ΣΔTVO to 0 in step 216,
In step 7, the gear ratio corresponding to the current operation state is read from the shifted gear shift pattern PAT, converted into the target input shaft rotation speed, and when Fi is set in the connection function, the target gear ratio corresponding to the shifted gear shift pattern PAT after shifting is read. When the input shaft rotation speed is set to Ma while the connection function is set to Fd,
Similarly, the target input shaft speed corresponding to the shift pattern PAT after the shift is set to Mb (see FIG. 10).

Then, in step 218, the connection function F
When i is used, the target input shaft rotation speed (corresponding to the gear ratio in FIG. 10) of the shift pattern PAT corresponding to the value of PATold is set to Mb, and when the connection function Fd is used, the target input of the shift pattern PAT corresponding to the value of PATold is used. The shaft rotation speed is read into Ma.

Then, in step 219, the total sum の ΔTVO of the accelerator pedal operation amount ΔTVO shown below is calculated from the time point when the shift pattern PAT is switched. Here, the accelerator pedal operation amount ΔTVO is obtained by reading the throttle opening TVO corresponding to the depression amount of the accelerator pedal from the throttle opening sensor and calculating the accelerator pedal operation amount ΔTVO as follows.

When TVO> TVOold ΔTVO = T
VO-TVOold where TVOold is the previous value.

Then, at step 220, the target input shaft speed of the shifting pattern PAT to be shifted and the previous value PAT
old target input shaft speed, that is, the current automatic transmission 1
From the target input shaft rotation number set to 0, a correction value Nm is calculated from the connection function Fi or Fd set above and the accumulated accelerator pedal operation amount ΣΔTVO as in the following equation.

Nm = Mb + (Mb−Ma) × ΣΔTVO / THmax Next, at step 221, the previous value PA of the shift pattern
While updating Told with the current value, in step 222, the value of the previous value AREAold of the traveling condition is updated to the current traveling condition AREA, and the process ends.

On the other hand, step 212 or step 21
4 the running condition AREA or the shift pattern PAT
In step 223, which proceeds when there is no change in the threshold value, the accumulated accelerator pedal operation amount ΣΔTVO is set to the threshold value THmax.
If it is larger, it is determined that the shift of the shift pattern PAT has been completed, and the process proceeds to step 222, while the threshold value THmax
If it is less than the threshold value, it is determined that the shift to the shift pattern PAT is in progress, and the process proceeds to step 217 to calculate the correction value Nm.

By performing the processing of steps 211 to 223 at predetermined time intervals, the same as in the first embodiment,
When the driving situation AREA based on the map information detected by the navigation device 3 changes, the shift map is switched according to the preset map of FIG. 11, but the target input shaft speed Nt (speed ratio) and the connection functions Fi and Fd are changed. The speed can be changed gently based on the total amount of depression of the accelerator pedal ΣΔTVO, preventing a sudden change in the engine speed Ne and the driving force, and without giving the driver a sense of incongruity, and changing the speed according to the traveling condition AREA. You can switch to the map.

Now, when entering a mountainous road from a general road, the driving situation AREA from the navigation device 3 changes, and the shift map is also switched from the "economy pattern" to the "power pattern".
Since AT changes from 1 to 3, the above step 214,
At 215, the connection function Fi is set, and the threshold value THmax is set to THi.

Then, in order to switch the shift map from the "economy pattern" to the "power pattern", the gear ratio of the "power pattern" is set to the target value Ma of the map A in FIG. Is set to the gear ratio of the "economy pattern".

Thus, the correction value N is continuously changed from the target value Mb to the target value Ma by the set connection function Fi.
m, that is, the target input shaft rotation speed Nt is changed, and the shift map is switched to the “power pattern”. Since the shift of the shift map is performed in accordance with an increase in the cumulative accelerator pedal operation amount ΣΔTVO, Only when the driver depresses the accelerator pedal, the target input shaft rotation speed is continuously corrected to the value Ma of the shift map after switching, so that the change of the gear ratio when the driver does not operate the accelerator is performed. Thus, the shift map can be switched without giving the driver an uncomfortable feeling, and the drivability of the vehicle can be improved.

In the second embodiment, the case where the shift map of the AT controller 2 is switched has been described. However, although not shown, the present invention may be applied to switching of an electronically controlled throttle control map.

Although the shift of the shift map is performed in accordance with an increase in the cumulative accelerator pedal operation amount ΣΔTVO, the shift processing may be performed in accordance with an increase in the number of operations of the accelerator pedal and the brake pedal.

FIG. 12 and FIG. 13 show a third embodiment.
The switching of the shift map of the second embodiment is such that when the accelerator pedal is fully closed, the correction value Nm is brought closer to the gear ratio of the shifted map after switching, and other configurations are arbitrary at the second time. Same as the form.

Hereinafter, an example of the control performed by the AT controller 2 will be described in detail with reference to the flowchart shown in FIG. 12 and the graph shown in FIG.

The flowchart of FIG. 12 is also executed at predetermined time intervals and the like in the same manner as in the above embodiment. Steps 311 to 314 are the same as steps 211 to 214 of the second embodiment shown in FIG.

In step 315, the timer t and the timer count value tm for calculating the correction value of the target input shaft rotation speed Nt are reset, and the value THend of the time t at which the shift map switching is completed is indicated by the shift map. The following is determined according to the magnitude relationship between the current value PAT of the shift pattern PAT and the previous value PATold.

When PAT> PATold Tend = Ti
Use of connection function Fi When PAT <PATold Tend = Td Connection function Fd
Use Then, in step 316, the throttle opening sensor 6
It is determined whether or not the accelerator is in a fully closed state (TVO = 0) based on the throttle opening TVO from the above. If the accelerator is fully closed, the routine proceeds to step 317, where the timer count value t
While the value of m is not updated and only the timer t is counted, if the accelerator is not fully closed, the process proceeds to step 324, where the timer t is not counted and the timer count value t is counted.
The value of m is updated to the value of the timer t.

Next, in steps 318 and 319, as in steps 217 and 218 in FIG.
When using the shift pattern P corresponding to the value of PATold
The target input shaft rotation speed of the AT (corresponding to the gear ratio in FIG. 10) is M
When the connection function Fd is used, the target input shaft speed of the shift pattern PAT corresponding to the value of PATold is read into Ma.

In step 320, the correction value Nm of the target input shaft rotation speed Nt is calculated by the following equation using the timer count value tm, and based on the correction value Nm, the automatic shift range 10 is calculated. Control the gear ratio.

Nm = Mb + (Mb−Ma) × tm / Tend After calculating the correction value Nm, steps 321 and 322 are performed in the same manner as steps 221 and 222 in FIG.
To change the previous values PATold and AREAold to the current values PAT and AR
In addition to updating with EA, in step 323, continuation of shift map shift processing is determined in the same manner as in step 223.

By executing the above steps 311 to 323 at predetermined time intervals or the like, as shown in FIG.
The value of the counter t counted when the accelerator pedal is fully closed is used as the timer count value tm when the accelerator pedal is depressed, the connection function Fi or Fd for switching the shift map, and the shift at the time of switching from the timer count value tm. It is possible to continuously switch to the gear ratio corresponding to the target gear shift map by calculating the correction value Nm as a ratio, and to keep the correction value Nm of the target input shaft rotation speed unchanged during the operation of the accelerator pedal. On the other hand, when the accelerator pedal is depressed, the correction value Nm of the target input shaft speed Nt can be gradually brought close to the value of the shift map after the switching, thereby suppressing a rapid change in the shift control characteristic. As a result, it is possible to ensure both drivability and smooth switching of the shift map.

FIG. 14 shows a fourth embodiment in which the shift map is switched in accordance with a signal from a brake switch 13 in place of the throttle opening sensor 6 of the third embodiment. , The other configuration is the third
This is the same as the embodiment.

That is, FIG. 1 shown in the third embodiment
In the flowchart of FIG. 2, if the input from the brake switch 13 is ON, step 316 is executed.
7 and if it is OFF, the process proceeds to the process of step 324. From the switching point of the shift pattern PAT, when the brake switch 13 is ON, the connection function F
The timer t of i or Fd is counted, and the timer count value t when the brake switch 13 is turned off
The correction value Nm calculated from the above connection function using m is set as the target input shaft rotation speed Nt.

Therefore, the ratio of the correction value Nm of the target input shaft rotation speed Nt is not changed during the brake operation, and the target input shaft rotation speed Nt is switched based on the correction value Nm from the time when the brake operation is completed. It is possible to gradually approach the speed ratio of the speed change pattern PAT.

FIGS. 15 and 16 show a fifth embodiment, in which the shift map is switched in accordance with a detection signal from an inter-vehicle distance sensor 14 in place of the brake switch 13 of the fourth embodiment. FIG. 16 is a flowchart showing an example of the control performed by the AT controller 2, and the other configuration is the same as that of the fourth embodiment.

The following is a description according to the flowchart of FIG.

Steps 511 to 515 are the same as steps 311 to 315 of the third embodiment.

In step 516, as shown in FIG. 11, the value PAT corresponding to the set shift map is compared with the value PATold of the shift map before switching. If the current value PAT is larger, it is determined that the shift map in which the target input shaft rotation speed Nt is higher has been switched in the same traveling state, and the process proceeds to step 517. If the current value PAT is smaller, the target in the same traveling state is determined. When it is determined that the shift map has been switched to the shift map in which the input shaft rotation speed Nt becomes low, step 5
Proceed to 18.

In step 517, it is determined whether or not the output L from the inter-vehicle distance sensor 14 is equal to or smaller than a fixed value Li. If the output L is equal to or smaller than the fixed value Li, the process proceeds to step 519. Proceed to.

In the same running state, when the speed is switched to the shift map PAT in which the target input shaft rotation speed becomes higher, when the inter-vehicle distance becomes equal to or less than the predetermined value Li, the speed becomes closer to the target input shaft rotation speed Nt of the changed shift map.

On the other hand, at step 518, it is determined whether or not the output L from the following distance sensor 14 is equal to or greater than a predetermined value Ld.
If the value is equal to or more than the fixed value Ld, the process proceeds to step 519; otherwise, the process proceeds to step 520.

Thus, when the shift map is switched to a shift map in which the target input shaft rotation speed becomes lower in the same running state, the target input shaft rotation speed Nt of the shift map after switching is changed when the inter-vehicle distance becomes a predetermined value Ld or more. Get closer.

Steps 519 to 525 are the same as steps 317 to 323 of the third embodiment.

Therefore, when the shift map is switched to the one in which the target input shaft speed Nt is increased in the same running state, when the inter-vehicle distance is equal to or greater than the constant value Li, as shown in FIG. On the other hand, if the shift map is switched to a shift map in which the target input shaft rotation speed Nt decreases in the same running state, the timer t of the connection function is counted when the inter-vehicle distance is equal to or less than the constant value Ld.

As a result, the target input shaft speed Nt increases in the driving state in which the inter-vehicle distance that requires acceleration / deceleration responsiveness is reduced, while the target state is increased in the driving state in which the inter-vehicle distance requiring smoothness is increased. The input shaft rotation speed Nt decreases.

In this way, by changing the manner of approaching the shift map after switching according to the following distance L to the target input shaft rotation speed Nt, in the driving state where the following distance that requires acceleration / deceleration responsiveness is reduced, the target state is reduced. While the input shaft rotation speed Nt increases and the acceleration / deceleration responsiveness can be ensured, the target input shaft rotation speed Nt decreases in the driving state where the inter-vehicle distance is widened, so that it is possible to perform smooth running, and the navigation device is provided. Switching of the shift map based on the map information of No. 3 can be performed in accordance with the surrounding traffic conditions detected by the inter-vehicle distance sensor 14, and the drivability can be further improved.

FIG. 17 is a flow chart showing the sixth embodiment, which is obtained by adding the detected vehicle speed VSP from the vehicle speed sensor 15 shown in FIG. 15 to the control of the fifth embodiment. This is the same as the fifth embodiment.

The flowchart of FIG. 17 is different from the fourth embodiment in that step 611 is inserted between steps 515 and 516, and the other controls are the same as above.

In step 611, if the vehicle speed VSP, which is the output of the vehicle speed sensor 15, is equal to or less than the fixed value Vs, the process proceeds to step 520, and the timer t of the connection function is not counted.

On the other hand, if the vehicle speed VSP is equal to or higher than the fixed value Vs, the process proceeds to step 516, and the shift map is switched by the correction value Nm, as in the fifth embodiment.

Therefore, when the vehicle speed VSP is equal to or lower than the fixed value Vs, the switching from the previous shift pattern PATold to the new shift pattern PAT is temporarily interrupted, so that the response to the accelerator operation to the vehicle speed VSP is good. When the vehicle speed is low, the change in the gear ratio (the change in the correction value Nm) is suppressed, and the target input shaft speed N for the same accelerator opening is suppressed.
It is possible to prevent the drivability from deteriorating due to the change in t, and to further improve the drivability when the shift map is switched.

Note that the output of the throttle opening sensor 6 may be used in place of the vehicle speed sensor 15 to temporarily stop the shift map switching when the accelerator opening is constant. Thus, the steering angle sensor 5
When the steering angle is equal to or larger than a predetermined value, the switching of the shift map may be temporarily interrupted, or
From the output of the brake switch, switching of the shift map may be temporarily interrupted during the brake operation,
The same operation and effect as described above can be obtained.

(Seventh Embodiment) FIG. 18 shows a seventh embodiment. In the second to sixth embodiments, a display device 16 for displaying a control map and a control characteristic switch 17 for switching a shift map are provided. The other configuration is the same as that of the above embodiment. The display device 16
The control characteristic changeover switch 17 is mounted on an instrument panel or the like in the driver's seat, and displays a shift pattern PAT that is a value according to the currently selected shift map.

The control characteristic changeover switch 17 can switch between control based on the shift pattern PAT selected by the driver and control based on the shift pattern PAT selected by the AT controller 2. Mounted around the instrument panel.

In the case of the mode using the shift pattern PAT in which the control characteristic changeover switch 17 is selected, the AT controller 2 automatically shifts according to the shift map selected based on the running situation AREA from the navigation device 3 as in the above embodiment. The automatic transmission 10 is controlled according to the shift map corresponding to the shift pattern PAT selected by the driver if not.

Therefore, by displaying the selected shift map directly to the driver, the driver can know that the control characteristics have been switched, so that the driver can switch the control characteristics unexpectedly and drive. By providing a switch for switching between the shift map selected by the AT controller 2 and the shift map selected by the driver, a special driving situation such as traction can be smoothly performed. It can be carried out.

[Brief description of the drawings]

FIG. 1 shows an embodiment of the present invention, and is a block diagram of a navigation device and an engine control device.

FIG. 2 is a flowchart showing an example of control similarly performed by an engine control controller.

FIG. 3 is a flowchart showing a subroutine for changing the target air-fuel ratio again while the map is being switched.

FIG. 4 is a graph showing how the air-fuel efficiency map is switched, showing the relationship between air-fuel efficiency and time.

FIG. 5 is also an air-fuel efficiency map corresponding to a driving situation.

FIG. 6 is a map for setting a timer when the air-fuel efficiency map is switched.

FIG. 7 is a graph showing how the air-fuel efficiency map is switched, showing the relationship between air-fuel efficiency and time.

FIG. 8 is a block diagram illustrating a navigation device and a shift control device according to a second embodiment.

FIG. 9 is a flowchart showing an example of control performed by the AT controller.

FIG. 10 is a graph showing the manner in which the shift map is switched, similarly showing the gear ratio and the cumulative accelerator pedal operation amount ΣΔTVO.
Shows the relationship.

FIG. 11 is a shift map and a shift pattern PAT map corresponding to a driving situation.

FIG. 12 is a flowchart illustrating an example of control performed by an AT controller according to the third embodiment.

FIG. 13 is a graph showing how the shift map is switched, showing the relationship between the gear ratio and time.

FIG. 14 shows a fourth embodiment, and is a block diagram of a navigation device and a shift control device.

FIG. 15 is a block diagram illustrating a navigation device and a shift control device according to a fifth embodiment.

FIG. 16 is a flowchart showing an example of control performed by the AT controller.

FIG. 17 is a flowchart illustrating an example of control performed by an AT controller according to the sixth embodiment.

FIG. 18 is a block diagram illustrating a navigation device and a shift control device according to a seventh embodiment.

FIG. 19 is a block diagram showing a conventional example, showing a navigation device and a shift control device.

FIG. 20 is a conceptual diagram showing a conventional example, showing an example of a traveling situation based on position information of a navigation device.

FIG. 21 shows a conventional example, and shows a relationship between an accelerator pedal opening degree and a throttle opening degree TVO in a control map of a throttle actuator, and (A) shows a first control map;
(B) shows the second control map.

FIG. 22 is a claim correspondence diagram corresponding to any one of the first to fifteenth inventions.

FIG. 23 is a claim correspondence diagram corresponding to the sixteenth invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine controller 2 AT controller 3 Navigation device 4 Shift switch 5 Steering angle sensor 6 Throttle opening sensor 7 Input shaft rotation sensor 8 Crank angle sensor 9 Receiving device 10 Automatic transmission 11 Engine 12 Torque converter 13 Brake switch 14 Distance sensor 15 Vehicle speed sensor 16 Display device 17 Control characteristic switch

Claims (16)

[Claims] 1. A driving condition detecting means for detecting a driving condition of a vehicle based on measured position information; a control characteristic storing device for storing a plurality of control maps; Control characteristic selecting means for selecting one of the following: a control characteristic connecting means for smoothly switching control characteristics from a current control map to the selected control map; and an output of the control characteristic connecting means. And a vehicle control means for controlling the vehicle in accordance with the control. 2. The control characteristic connection unit includes: a control characteristic change detection unit that detects that a control map has been switched; a parameter calculation unit that calculates a correction parameter; and a first control selected before the control map is switched. A first control target value corresponding to the map; and a correction value calculating means for calculating a correction value from the second control target value corresponding to the second control map selected after the switching according to the correction parameter. The control device for a vehicle according to claim 1, wherein: 3. The parameter calculating means includes an elapsed time calculating means for calculating an elapsed time from the time when the control map is switched, and the correction value calculating means calculates the correction value in accordance with an increase in the elapsed time. The vehicle control device according to claim 2, wherein the control target value is changed from the first control target value to the second control target value. 4. The parameter calculating means includes running distance calculating means for calculating a running distance from a time point when a control map is switched, and the correction value calculating means calculates the correction value in accordance with an increase in the running distance. The vehicle control device according to claim 2, wherein the control target value is changed from the first control target value to the second control target value. 5. The parameter calculation means includes a depression amount calculation means for calculating a depression amount of an accelerator pedal, and a depression amount accumulation means for integrating the depression amount after a control map is switched, wherein the correction value calculation is performed. The means sets the correction value to a first value according to the integrated value of the depression amount.
The vehicle control device according to claim 2, wherein the control target value is changed to a second control target value. 6. The inter-vehicle distance detecting means for measuring the inter-vehicle distance in front of the vehicle, and the correction value correcting means for correcting the correction value in accordance with the inter-vehicle distance detected value. The vehicle control device according to claim 2. 7. An accelerator opening sensor for detecting an operation of an accelerator pedal, a brake switch for detecting an operation of a brake pedal, and an operation frequency calculating means for calculating an operation frequency of an accelerator and a brake. 3. The vehicle control device according to claim 2, further comprising a correction value correction unit configured to correct the correction value according to at least one of the operation frequencies. 8. The correction value calculating means has a first correction schedule in a direction in which the correction value increases, and a second correction schedule in a direction in which the correction value decreases. 3. The control device for a vehicle according to claim 2, wherein a predetermined hysteresis is set in the second correction schedule. 9. The correction value calculation means includes a plurality of correction schedules, and includes a correction schedule selection means for selecting one of the correction schedules according to the driving situation. Item 3. The vehicle control device according to item 2. 10. The apparatus according to claim 1, wherein the correction value calculation means includes an operation state detection means for detecting an operation state, and a correction stop means for temporarily stopping the change of the correction value according to the operation state. The vehicle control device according to claim 2. 11. The correction stopping means includes an accelerator opening sensor for detecting an opening of an accelerator pedal, and temporarily stops changing the correction value when the opening exceeds a predetermined value. The control device for a vehicle according to claim 10, wherein: 12. The method according to claim 1, wherein the correction stopping means includes an inter-vehicle distance detecting means for measuring an inter-vehicle distance ahead, and temporarily stops changing the correction value when the inter-vehicle distance is less than a predetermined value. The vehicle control device according to claim 10. 13. The apparatus according to claim 10, wherein said correction stopping means includes a brake switch for detecting an operation of a brake pedal, and temporarily stops changing the correction value while the brake pedal is being operated. Vehicle control device. 14. The correction stopping means includes a steering angle detecting means for detecting a steering operation, and temporarily stops changing the correction value while the steering angle is equal to or more than a predetermined value. The vehicle control device according to claim 10. 15. The apparatus according to claim 10, wherein said correction stopping means includes a vehicle speed detecting means for detecting a vehicle speed, and temporarily stops changing the correction value while the vehicle speed is less than a predetermined value. The control device for a vehicle according to any one of the preceding claims. 16. A driving condition detecting means for detecting a driving condition of a vehicle based on the measured position information; a control characteristic storing device for storing a plurality of control maps; A control characteristic selecting means for selecting one of the following: a control characteristic connecting means for smoothly switching control characteristics from a current control map to the selected control map; and Display means for displaying; manual switching means for selecting one of a plurality of control maps and the output of the control characteristic connection means in accordance with an operation of a driver; and controlling the vehicle in accordance with the output of the manual switching means. A vehicle control device comprising a vehicle control means.