JPH10159965A - Vehicular controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To smoothly control the speed change of a vehicle while preventing unnecessary upshifts even upon continuous speed-change control ranges based on road information stored in a navigation system. SOLUTION: A forward curve control routine in S10 calculates recommended travel speed for use in passing nodes N1 to Nn on the basis of road information fed from a navigation processor part, and determines an optimum or topmost speed gear for use in passing the nodes at the recommended travel speed on the basis of the information of nodes ahead of the vehicle. A backward curve control routine in S30 sets a topmost speed gear based on the information of nodes behind the vehicle and the speed. The lower topmost speed gear out of the two topmost speed gears thus obtained is employed as the gear of a regulation value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device, and more particularly to control of a speed ratio of an automatic transmission including a stepped transmission and a continuously variable transmission.

[0002]

2. Description of the Related Art In recent years, a navigation system device for informing a driver of road information around a current position of a vehicle and guiding a traveling route to a destination of the vehicle is mounted on the vehicle. There has been proposed a control device for an automatic transmission including a changing means for changing a control pattern of the automatic transmission in accordance with road information about a position (Japanese Patent Publication No. 6-58141).

[0003]

However, in these conventional control devices, there are cases where the selection of the gear position that matches the driving feeling of the driver is not always performed. For example, in a driving operation when traveling on a curve, when entering a curve, deceleration is performed to a preferable vehicle speed,
Acceleration occurs when exiting a curve. Here, in the conventional shift speed control, a series of controls according to the entry and exit of the curve as described above is not performed, and when the accelerator is returned at the time of exiting the curve while accelerating, Upshifting is performed at that point. However,
When traveling on a road with a continuous curve, once the vehicle exits the curve, the vehicle immediately starts entering the next curve. To enter the curve, a speed different from the driver's operation feeling intended to decelerate is set.

[0004] From such a viewpoint, an object of the present invention is to provide a control device capable of controlling a gear ratio according to a driver's intention in response to a continuous change of a road shape.

[0005]

This and other objects are achieved by the present invention described below.

(1) A vehicle control device for controlling a gear position of an automatic transmission based on a traveling environment, comprising: vehicle position detecting means for detecting a position of the vehicle; Forward restricting means for determining a range in which the transmission gear ratio of the automatic transmission is controlled, rearward restricting means for changing the range of restriction by the front restricting means according to the traveling environment behind the own vehicle, and the front restricting means and the rear restricting. A vehicle control device comprising: a speed ratio determining unit that sets a smaller one of the upper limit speed ratios as an upper limit of the control range among the speed ratio control ranges determined by the means.

(2) Road information storing means for storing road information, own vehicle position detecting means for detecting own vehicle position, vehicle speed detecting means for detecting current vehicle speed, and automatic transmission for automatically selecting a gear ratio A device, a recommended traveling speed calculating means for calculating a recommended speed at a plurality of specific points in a predetermined section in the traveling direction of the own vehicle from the own vehicle position, and calculating a distance from the own vehicle position to the plurality of specific points. A restriction range setting means for setting, for each specific point, a restriction range of a gear ratio according to the recommended traveling speed and a distance to a specific point; and a first transmission for determining a restriction range of the gear ratio at which the restriction range is minimized. A specific point close to the vehicle position from the specific points for which the restriction of the speed ratio is set by the restriction range setting means within a predetermined section located rearward from the own vehicle position; Vehicle speed when passing point and current vehicle speed The second speed ratio restricting means that determines the range of the speed ratio required for acceleration according to the above, the control range determined by the first and second speed ratio restricting means, and the current speed ratio are compared. A speed ratio setting means for setting a minimum speed ratio as a speed ratio of the automatic transmission.

(3) The vehicle control device according to (2), wherein the specific point is a node representing a road shape.

(4) The vehicle control device according to any one of (1) to (3), wherein the automatic transmission is a multi-stage transmission.

(5) The vehicle control device according to any one of (1) to (3), wherein the automatic transmission is a continuously variable transmission.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One preferred embodiment of the present invention will be described below.
One will be described in detail with reference to the accompanying drawings. FIG. 1 is a block diagram showing the configuration of the vehicle control device of the present invention. The vehicle control device 1 of the present invention includes a navigation system device 10, an automatic transmission, an AT mode selection unit 20, and a vehicle state detection unit 30. The navigation system device 10 includes a navigation processing unit 11, a data storage unit 12, which is a road information storage unit, a current position detection unit 13, a communication unit 15, an input unit 16, a display unit 17,
And an audio output unit 19.

The navigation processing unit 11 performs various arithmetic processing such as navigation processing based on the input information, and outputs a result thereof to a central control unit (hereinafter referred to as “CP”).
U ”) 111. This CPU 111
The ROM 112 and the RAM 113 are connected via a bus line such as a data bus. The ROM 112 is a read-only memory in which various programs for searching for a route to a destination, traveling guidance on the route, determining a specific section, and the like are stored. RAM 113 is a CPU
Reference numeral 111 denotes a random access memory as a working memory for performing various arithmetic processing.

The data storage unit 12 stores a map data file, an intersection data file, a node data file, a road data file, a photograph data file, and information for each area such as a hotel, a gas station, and a tourist spot information in each area. It has other stored data files. In each of these files, while performing a route search, a guide map is displayed along the searched route, characteristic photographs and frame diagrams at the intersection and the route are displayed, the remaining distance to the intersection, the next intersection, The display unit 17 and the audio output unit 19 display the traveling direction of the
Various data to be output from are stored.

Of the information stored in these files, those used for route search in normal navigation are files storing intersection data, node data, and road data, respectively. These files include road width, slope, road surface condition, radius of curvature at corners, intersections, T-junctions, number of lanes on the road, points where the number of lanes decreases, corner entrances, railroad crossings, and highway exit rampways. , Road information such as a tollgate on an expressway, a point where the width of a road becomes narrower, a downhill road, an uphill road, and the like. Here, the driving environment is the intersection data, the node data,
It can be specified based on road information such as road data,
The concept also includes changes in the road surface based on the weather (rainy roads, snowy roads, etc.). These changes in the road surface can be detected by use of a wiper, a road surface sensor, or the like.

Each file is, for example, DVD, MO, C
Various storage devices such as a D-ROM, an optical disk, a magnetic tape, an IC card, and an optical card are used. Each file has a large storage capacity, for example, it is preferable to use a CD-ROM. However, for individual data such as other data files and data for each area, an IC card may be used.

The current position detecting unit 13 includes a GPS receiver 131, a geomagnetic sensor 132, a distance sensor 133, a steering sensor 134, a beacon sensor 135, and a gyro sensor 136. GPS receiver 13
Reference numeral 1 denotes a device that receives a radio wave emitted from an artificial satellite and measures the position of the own vehicle. The terrestrial magnetism sensor 132 detects terrestrial magnetism to determine the direction in which the vehicle is facing. As the distance sensor 133, for example, a sensor that detects and counts the number of rotations of a wheel, a sensor that detects acceleration and integrates twice, and other measuring devices are used. Steering sensor 134
For example, an optical rotation sensor or a rotation resistance volume attached to a rotating portion of a steering wheel is used, but an angle sensor attached to a wheel portion may be used. The beacon sensor 135 receives position information from a beacon arranged on the road. The gyro sensor 136 is configured by a gas rate gyro, a vibration gyro, or the like that detects the rotational angular velocity of the vehicle and integrates the angular velocity to determine the azimuth of the vehicle.

The GPS receiver 13 of the current position detector 13
1 and the beacon sensor 135 can independently measure the position, but in other cases, the distance sensor 133
, Or a combination of the azimuth detected by the geomagnetic sensor 132 and the gyro sensor 136, or the combination of the distance detected by the distance sensor 133 and the steering angle detected by the steering sensor 134. The absolute position (own vehicle position) is detected.

The communication unit 15 transmits and receives various data to and from an FM transmission device, a telephone line, and the like.
For example, various data such as road information such as traffic congestion and traffic accident information received from an information center or the like are received.

The input unit 16 is configured to correct a current position at the start of traveling and to input a destination. Examples of the configuration of the input unit 16 include a touch panel that is arranged on a screen of a display that configures the display unit 17 and that inputs information by touching keys and menus displayed on the screen, a keyboard, a mouse, and a bar. Examples include a code reader, a light-on, and a remote control device for remote operation.

The display unit 17 displays operation guides, operation menus, operation keys, displays a route to a guide point set in response to a request from the user, and displays various information such as a guide map along a traveling route. Display is performed. As the display unit 17,
A CRT display, a liquid crystal display, a plasma display, a hologram device that projects a hologram on a windshield, or the like can be used.

The voice input unit 18 is constituted by a microphone or the like, and inputs necessary information by voice. The voice output unit 19 includes a voice synthesizer and a speaker, and outputs guidance information of voice synthesized by the voice synthesizer. Note that, in addition to the voice synthesized by the voice synthesizer, various kinds of guidance information may be recorded on a tape and output from a speaker, or the synthesized voice of the voice synthesizer and the voice of the tape may be output. They may be combined.

The navigation system device configured as described above informs the driver of road information around the current location of the vehicle, and guides the traveling route to the destination of the vehicle. That is, when the destination is input from the input unit 16, the navigation processing unit 11 determines the travel route from the road information read from the data storage unit 12 to the destination based on the own vehicle position detected by the current position detection unit 13. The selected route is output to the display unit 17, and the driver is guided to the destination by the traveling route displayed on the display unit 17 and the voice output from the voice output unit 19. If the destination has not been input, road information around the own vehicle position is output to the display unit 17.

In the navigation system device 10 as described above, the vehicle position detecting means includes the current position detecting unit 1.
3 and the road information storage means is configured by the data storage unit 12. The specific point in the traveling direction of the own vehicle position is determined by the navigation processing unit 11 based on the own vehicle position detected by the current position detecting unit 13, the traveling direction of the own vehicle, and the road information stored in the road information storage unit. decide. Further, the distance calculation means includes a current position detection unit 13,
The data storage unit 12 and the navigation processing unit 11 calculate distances L1 to Ln from the current position to each node as shown in FIGS.

The node radius calculation means includes a data storage unit 12
And a navigation processing unit 11, as shown in FIG.
, The node radii r1 to rn are calculated for each of the nodes N1 to Nn. Here, a node is an element indicating a position shape of a road in a digital map, and digitized road information is constituted by a point (node) indicating a position on the road and a line (link) connecting the nodes. You.
In the present embodiment, a node is a specific point. The method of calculating the node radius at the specific point can be calculated, for example, from the crossing angle of the link crossing at the specific point.

The recommended traveling speed calculating means includes a data storage unit 12, a current position detecting unit 13, and a navigation processing unit 11, and has a node radius r1 to rn,
Vehicle speeds (node speeds) V1 to Vn (recommended traveling) recommended when passing through each node position according to a predetermined data table as shown in FIG. Speed) is calculated for each node.

Next, the planned traveling route is a route that has been set when the traveling route of the vehicle has already been set, and when the traveling route has not been set, for example, the vehicle travels straight. It can be a route that is expected. By providing such a traveling route detecting means for searching for the planned traveling route, the planned traveling route becomes clearer and the controllability is improved.

The AT mode selection section 20 is an operation section for selecting a shift position and a shift mode. The vehicle state detection unit 30 includes a vehicle speed sensor 31 as vehicle speed detection means, a brake sensor 32, an accelerator opening sensor 33, and a blinker sensor 34 as driving operation detection means, and further includes a throttle opening sensor 35. I have. Vehicle speed sensor 3
1 is the vehicle speed V, the brake sensor 32 is whether or not the brake is depressed (ON / OFF), the accelerator sensor 33 is the accelerator opening α, the turn signal sensor 34 is the ON / OFF of the turn signal switch, and the throttle sensor is the throttle. The opening degree θ is detected.

The detected driving operation includes a brake ON / OFF signal, an accelerator opening signal, and a blinker O signal.
Each is supplied to the navigation processing unit 11 as an N / OFF signal. The vehicle speed V detected by the vehicle speed sensor 31 is supplied to the navigation processing unit 11 and an electric control circuit unit 40 to be described later, and the throttle opening θ detected by the throttle sensor is supplied to the electric control circuit unit 40. You.

In the driving operation, the driver's deceleration operation can be detected by the brake ON signal. Also,
The driver's deceleration operation can be detected based on the change in the accelerator opening α. That is, when the accelerator opening is close to zero or when the accelerator opening decreases at a predetermined change rate or more, it can be detected as a driver's deceleration operation. Further, the intention of the driver to decelerate can be predicted by the turn signal of the turn signal, and the deceleration operation can be detected.

The automatic transmission is constituted by a gear train mainly composed of planetary gears and a mechanical portion (referred to as A / T in the figure) comprising a hydraulic circuit for engaging and disengaging components of the gear train to form a gear stage. And an electric control circuit unit (hereinafter, referred to as an A / T ECU) 4 for controlling the mechanism unit 41
0. The navigation system device 10 and the A / T ECU 40 are connected to each other via a communication line, and communication is appropriately performed.

The A / T ECU 40 is connected to a vehicle speed sensor 31 and a throttle opening sensor 35, and a vehicle speed signal is sent from the vehicle speed sensor 31 to the throttle opening sensor 35.
Receives a throttle opening signal. Further, a shift position signal corresponding to the shift position selected by the AT mode selection unit 20 is input from a shift position sensor (not shown) attached to the mechanism unit 41.

On the other hand, from the A / T ECU 40 to the mechanism 41
A drive signal is output to an actuator (hydraulic solenoid) in the hydraulic circuit described above, and based on the drive signal, the actuator operates to form a gear stage and the like. A / T
The ECU 40 is also controlled by a control program stored in the EEPROM 42. For example, the selection of the gear position is performed based on the throttle opening detected by the throttle opening sensor 35 and the vehicle speed from the vehicle speed sensor 31. , Based on a memory table (shift map). This shift map determines the shift speed unique to the automatic transmission.

The shift map is prepared according to each of the normal mode and the power mode, and is automatically changed based on a shift mode change command signal supplied from the navigation processing unit 11. Further, the shift mode can be changed via the AT mode selection unit 20 according to the driver's will.

Here, the normal mode is an economical driving pattern in which fuel economy and power performance are well-balanced, and is used for normal driving. The power mode is a pattern emphasizing power performance, and is used for driving in a mountainous area or the like. In the gear position map, a large region of the low speed gear is taken.

In the present embodiment, by limiting the high speed side (upper limit) of the shift speed without changing the unique shift map, control is performed such that the shift speed is shifted to the low speed side as a result. doing. Therefore, any shift map can be used as the unique shift map.

The shift lever provided in the AT mode selector 20 is a six-position type in which six shift positions, a parking range, a reverse range, a neutral range, a drive range, a second range, and a low range, can be selected. Is mechanically connected to a shift position sensor (not shown). In the shift range of the drive range, a shift speed is selected between the first and fourth speeds, in the second range, a shift speed is selected between the first and second speeds, and in the low range, only the first speed is set. . The present embodiment has a configuration in which the shift speed can be restricted by the navigation system device 10 only when the shift lever is held at the shift position of the drive range. For example, A / TE
If the upper limit is set to the third speed by the navigation processing unit 11 even if the fourth speed is determined by the CU 40,
The drive signal is output only in the range from the first speed to the third speed. Then, a drive signal is output to the actuator 42 for setting the gear ratio within the range.

An engine control unit (E in the figure)
/ G ECU 50) changes a fuel injection command or the like based on a signal of a throttle opening, an engine speed from an engine (E / G in the figure) 51 and other information (cooling water temperature, sensor signal, etc.). Then, the engine 51 is controlled.

As described above, the first and second speed ratio regulating means and the speed ratio determining means are constituted by the navigation processing section 11, and the speed ratio setting means is constituted by the navigation processing section 1.
1 and the A / T ECU 40. Also,
The front regulation means is constituted by a first gear ratio regulation means, and the rear regulation means is constituted by a second gear ratio regulation means. In the present embodiment, the range of changeable gears is a restricted range in which the upper limit is restricted.

Hereinafter, the navigation processing unit 11 and the A /
Gear Speed Selection Control by T ECU 40 FIGS.
This will be described in detail with reference to the flowchart shown in FIG. Here, FIG. 4 shows a curve control routine as a part of the processing executed by the navigation processing unit 11. FIG. 5 shows a shift speed output routine as a part of the process executed by the A / T ECU 40.

As shown in FIG. 4, the curve control routine is a forward curve control routine (step S1).
0), a rear curve control routine (step S30). Forward curve control routine (step S10)
Is to reduce the speed to smoothly go through the curve,
It is set from the viewpoint of how to set the upper limit of the shift speed. This forward curve control routine (step S1)
By 0), a function as a speed ratio limiting means is exhibited.

Rear curve control routine (step S3)
0) is set from the viewpoint of how to release the upper limit of the shift speed regulated by the forward curve control in order to escape the curve smoothly. The rear curve control routine (step S30) exerts a function as a shift range determining means. In the curve control routine, the gear position command values determined in the above two control routines are compared, and
The minimum value is selected as a command value, and a command signal is output to A / T ECU 40 (step S50). Step S50
Thereby, a function as a speed ratio determining means is exhibited.
By this selection, the front curve control routine (step S10) and the rear curve control routine (step S3) are always performed.
0) is always set within the range of the shift speed determined. According to this curve control routine,
Since the control based on the road condition ahead of the vehicle and the control based on the road condition behind the vehicle are simultaneously performed, the gear position control that matches the road condition is performed even when passing through a continuous curve. As a result, a driving feeling according to the driver's intention can be obtained.

As shown in FIG. 5, in the shift speed output routine, a specific shift speed is determined based on the shift map of the EEPROM 42 (step S601), and the navigation processing unit 11 is executed. The gear position upper limit command value (a command to select a gear position within any range) from the side is received (step S603), and the gear position is determined within the range by comparing with the gear position selected by itself (step S603). In step S605, a command signal is output to the mechanical unit of the A / T 41 to drive the shift actuator (step S607). By step S605, a function as a speed ratio setting means is exhibited.

Referring to the flowcharts shown in FIGS. 6 and 7, a forward curve control routine (step S1)
The contents of 0) will be described. First, the current position detection unit 1
From the own vehicle position input from 3 and the road data (including road type, road shape, coordinate data of each node, etc.) input from the data storage unit 12, the node existing 100 m ahead of the current position of the vehicle is determined. Search (Step S10)
1).

A node radius r at each node is calculated from nodes located before and after the node, a recommended vehicle speed at each node is calculated from the r based on a map set in advance, and a distance from the current position to each node is calculated. The section distance L is obtained. Based on the recommended vehicle speed, a reference vehicle speed is calculated from the preset deceleration G and section distance L (step S103).

Here, when the deceleration G is larger than this, the deceleration G for the third speed (m2 in FIG. 3), which is more desirably the third speed or less when the deceleration is greater, There is a deceleration for the second speed (m1 in FIG. 3) for which it is desirable that the speed is equal to or less than the second speed. This is because the lower the shift speed is, the more advantageous is the stability and braking of the vehicle during deceleration. These shift speeds can be set, for example, based on the map shown in FIG. Such a relationship between the deceleration G and the distance L is shown in deceleration acceleration curves m1 and m2 in FIG. The reference vehicle speed is
Assuming that the section distance L is decelerated at each deceleration,
The value indicates the current vehicle speed.

The reference vehicle speed with respect to the node point N1 is represented by a point where a perpendicular from the current position intersects the deceleration acceleration curves m1 and m2. That is, for example, in FIG. 3, the current vehicle speed V0 is smaller than the reference vehicle speed VB11,
It will be larger than 12. The deceleration acceleration curve m1 is 2
The deceleration for the third speed is shown, and m2 is the deceleration for the third speed. Therefore, at the current position shown in FIG. 3, the third gear is the optimal gear for passing through the node N1, and the second gear is the optimal gear for passing the node N2.

As described above, based on FIG. 3, the current vehicle speed V0 input from the vehicle speed sensor 31 is compared with the reference vehicle speed obtained in step S103 to determine whether control for deceleration is necessary. Is determined (step S105). For example, in the example shown in FIG. 3, when the current gear is the fourth speed, it is determined that control for deceleration is necessary.

Then, as a result of the determination in step S105,
A node determined to need control is recognized as a curve, and the flag is set to 1. If it is determined that the control is not necessary, the flag is set to 0 (step S107).

As a result of the determination in step S105, the shift speeds of the nodes (nodes with the flag set to 1) for which it is determined that the shift speed needs to be changed are compared. The optimum gear is determined (step S109). In the example of FIG. 3, since the node N1 is the third speed and the node N2 is the second speed, the lowest second speed is determined as the optimal speed.

When the downshift is performed to the optimum gear position determined in step S109, it is determined whether or not the current vehicle speed is a speed that does not cause overrev (step S11).
1). This determination is made based on the data table stored in the navigation processing unit 11. When it is determined that an overrev occurs, the optimum gear position, which is not controlled, is set to the fourth speed.

It is determined how fast the optimal gear is (step S113). If the optimal gear is the fourth speed, the upper limit fourth speed is set as the command value (step S123). If the optimal gear is 3rd speed, the process proceeds to step S115, and it is determined whether the previously output command value is 3rd speed or less (step S115). If the previous command value is the fourth speed, the process proceeds to step S116 to determine whether the current gear position of the A / T needs to be maintained. If the previous command value is lower than the third speed, the upper limit is already regulated. Therefore, regardless of the driver's operation (accelerator operation, brake ON / OFF), the regulated state is maintained. Decide quickly. That is, step S
Proceed to 135.

If the A / T ECU 40 outputs the fourth speed as compared with the gear position output by the A / T ECU 40, there is a possibility of downshifting. Proceed to S117 (step S1
16). If the A / T ECU 40 outputs the third speed or lower, the process proceeds to step S135 to maintain the shift speed, and the upper limit is determined to be the third speed.

It is determined whether or not the accelerator pedal has changed from on to off (hereinafter referred to as "accelerator event") (step S117). If there is an accelerator event, it is determined that the current shift stage is in the fourth speed, and that the driver has an intention to decelerate, the process proceeds to step S135, and the upper limit is determined to be the third speed. If there is no accelerator event, the vehicle may be running by inertia with the accelerator off, and the process proceeds to step S119 to further detect the driver's intention.

It is determined whether or not the brake pedal has changed from OFF to ON (hereinafter referred to as "brake event") (step S119). If there is a brake event, it is determined that the driver has further intention to decelerate, and the process proceeds to step S135 to determine the upper limit to be the third speed. If there is no event, step S12 is performed to determine whether the brake has been depressed or not.
Proceed to 1.

It is determined whether the brake is on and whether the vehicle speed is lower than the vehicle speed that does not affect the behavior of the vehicle even if the vehicle speed is shifted down from the fourth speed to the third speed while the brake is being depressed (step S121). .

If the brake is on and the effect on the behavior is small, the process proceeds to step S135, and the upper limit is determined to be the third speed. If the brake is not depressed or the vehicle speed is high, the process proceeds to step S123, and the upper limit is set to 4
Decide quickly.

On the other hand, when it is determined in step 113 that the optimum gear is the second speed, it is determined whether or not the previous command value is the upper limit second speed (step S125). Previous command value was 2
In the case of the speed, the process proceeds to step S137 to maintain the restricted state, and the upper limit is determined to be the second speed. If the previous command value is equal to or higher than the upper limit second speed, it is determined that the gear is downshifted to the second speed, and the process proceeds to step S126.

When the A / T ECU 40 outputs a speed other than the second speed or less compared with the gear position output from the A / T ECU 40, there is a possibility of downshifting, so that the intention of the driver is detected. The process proceeds to step S127. A /
If the T ECU 40 outputs the second speed or lower, the process proceeds to step S137 to maintain the shift speed, and the upper limit is set to 2
Determined to be fast.

It is determined whether a brake event has occurred (step S127). If there is a brake event, the intention to decelerate is detected, and the flow proceeds to step S137, and the upper limit is determined to be the second speed. If there is no brake event, the process proceeds to step S129 to determine whether the brake has been depressed or not.

It is determined whether the brake is on and whether the vehicle speed is lower than the vehicle speed which does not affect the behavior of the vehicle even if the vehicle speed is shifted down from the third speed to the second speed while stepping on the brake (step S129). . When the brake is turned on and the effect on the behavior is small, the process proceeds to step S137, and the upper limit is determined to be the second speed. If the brake is not depressed or the vehicle speed is high, the process proceeds to step S133.

In step S133, the previous command value is determined. If the previous command value is the third speed, the process proceeds to step S135 to maintain the third speed state, and the upper limit is determined to be the third speed. If the previous command value is the fourth speed, the process proceeds to step S123 to maintain the state of the fourth speed, and the upper limit is determined to be the fourth speed.

Next, referring to the flowchart shown in FIG. 8, the rearward curve control routine (step S30)
Will be described. Based on the input from the current position detection unit 13, the own vehicle position is detected, and among the nodes located on the road at a predetermined distance behind the own vehicle position, there are nodes whose flag is set to 1 in the forward curve control routine. It is determined whether or not to perform (step S301).

If there is a node whose flag is 1, the process proceeds to step S303. If there is no node whose flag is 1, the vehicle does not travel on a curve or travels a predetermined distance or more. Is determined to have escaped, and the process proceeds to step S315 to set the upper limit command value to 4th speed, which indicates that the control for regulating the gear position is not performed.

It is determined which speed was the actual gear at the time of passing through the node closest to the own vehicle position (the last node passed) among the nodes recognized as curves (nodes with a flag of 1). (Step S303). The actual gear position can be known by storing in advance how fast the gear position was when the vehicle passed the node that was recognized as a curve. In the case of the 4th speed, it is determined that there is no need to cancel, and step S3
Proceeding to 15, the upper limit for not performing any control is determined to be the fourth speed.

In the case of the third gear, the upper limit of the gear position is changed from the third gear to the fourth gear.
Step S305 to determine whether to release the speed restriction
Proceed to. In the case of the second speed, the process proceeds to step S309 to determine whether to change the upper limit of the shift speed from the second speed to the third speed.

It is determined whether or not the current vehicle speed V exceeds the release vehicle speed VK1 (step S305). Here, the release vehicle speed VK1 is a speed obtained by adding a changed vehicle speed (for example, 5 km / h), which is shifted up from the third speed to the fourth speed, to the vehicle speed at the time of passing the final node recognized as a curve.

If it has exceeded, it is determined that the vehicle is in the state of being sufficiently accelerated at the third speed, and the routine proceeds to step S315, where the upper limit command value indicating that the speed limit control is not to be performed is determined at the fourth speed. If not, the process proceeds to step S307 to determine whether it is still necessary to accelerate at the third speed or whether the speed has already been shifted to the fourth speed.

It is determined whether or not the previous upper limit command value is the fourth speed (step S307). If the previous time is the fourth speed, it is determined that the speed has been shifted to the fourth speed, and the process proceeds to step S315 to determine the upper limit to the fourth speed.

If the previous time is not the fourth speed, a state where acceleration is still required at the third speed (when the immediately preceding step is step S305) or a state where upshifting to the third speed is necessary (1)
It is determined that the immediately preceding step is step S311), and the upper limit is determined to be the third speed.

If it is determined in step S303 that the current speed is the second speed, it is determined whether the current vehicle speed V exceeds the release vehicle speed VK2 (step S309). Here, the released vehicle speed VK2 is the vehicle speed at the time of passing the final node recognized as a curve, the changed vehicle speed shifted up from the third speed to the fourth speed (for example, 5 km / h), and the second speed to the third speed. This is the total speed with the changed vehicle speed (for example, 5 km / h) to be shifted up. If it has exceeded, it is determined that the second or third speed has been sufficiently accelerated, and step S
Proceeding to 315, it means that the restriction control of the gear position is not performed.
The upper limit command value is determined to be 4th speed. If not,
The process advances to step S311 to determine whether to release the upper limit of the shift speed from the second speed to the third speed.

It is determined whether the current vehicle speed V exceeds the release vehicle speed VK3 (step S311). Here, the release vehicle speed VK3 is the sum of the vehicle speed at the time of passing the final node recognized as a curve and the changed vehicle speed (for example, 5 km / h) shifted up from the second speed to the third speed.

If it has exceeded, it is in a state of being sufficiently accelerated at the second speed, but the process proceeds to step S309 to determine whether or not the speed has already been shifted to the fourth speed. If not, step S313 is performed in order to determine whether it is still necessary to accelerate at the second speed or whether the speed has already been changed to another speed.
Proceed to.

The previous upper limit command value is determined (step S3).
13) If the previous upper limit command position is the third speed or higher, the state has already been changed to the third speed or higher, and the process proceeds to step S307 so as not to lower the gear position. Judge.

In the case of the fourth speed, in order to prevent the upper limit from being restricted below the fourth speed again, the process proceeds to step S315, and the upper limit is determined to be the fourth speed. In the case of the third speed, the upper limit is determined to be the third speed in order to prevent the upper limit from being restricted below the third speed again (step S317). If it is determined in step S313 that the previous command value is the second speed, it is determined that acceleration at the second speed is still necessary, and the upper limit is determined to be the second speed (step S319).

After execution of steps S315, S317, and S319, the gear position determined by the A / T ECU 40 and the upper limit command value determined in steps S315, S317, and S319 based on the gear position signal from the A / T ECU 40. Are compared (step S321).

If the upper limit command value is equal to or greater than the gear position determined by the A / T ECU 40, it is determined that the preparation for acceleration has already been prepared on the A / T ECU 40 side, and the restriction control is released. Then, the upper limit to be performed is determined to be the fourth speed (step S323), and the process returns. Command value is A
If the gear is smaller than the gear determined by the / T ECU 40, it is determined that the regulation needs to be continued, and the routine returns.

As a result of the above control operations, for example, when passing through a curve, when entering a curve, the upper limit of the shift speed is regulated for deceleration, and when exiting from a curve, the upper limit of the speed is adjusted according to the road conditions behind it. In addition, the upper limit of the shift speed is regulated so that the shift speed is suitable for acceleration. When the curve is continuous, the forward regulating means and the backward regulating means act simultaneously, so that the upper limit of the speed when entering the curve and the upper limit of the speed when exiting the curve are simultaneously performed. ,
By comparing both regulation values and selecting a gear with a lower regulation value,
Unnecessary change of the gear position (shift up) is suppressed, and smooth running according to the driver's intention can be performed.

The above-described curve control routine is not limited to being performed by the navigation processing unit 11, but may be executed by A / TE.
The configuration may be performed in the CU 40, or a configuration may be employed in which a part of these routines is responsible for a part of the routine.

In the embodiment described above, the driver's intention to decelerate is determined based on the accelerator opening α (step S1).
11) However, the driving operation can be detected based on the change rate or value of the throttle opening θ (that is, engine torque) input from the throttle sensor, and the intention of deceleration can be determined. In addition, a configuration may be adopted in which a driving operation is detected based on a turn signal sensor, and the intention of deceleration is determined by detecting a turn signal on operation. Alternatively, if at least two of the acceleration deceleration operation, the deceleration operation by depressing the brake, and the deceleration prediction by the turn signal ON operation are detected, it is determined that there is intention to decelerate. Is also good. In this case, it is possible to more surely confirm the intention of deceleration, and control can be performed more in line with the driver's intention.

The gear position in the A / T ECU 40 may be determined by the accelerator opening and the vehicle speed, or by the throttle opening and the vehicle speed, or by the magnitude of the engine torque and the vehicle speed. The automatic transmission may be a device having a continuously variable transmission. In this case, the gear ratio restricting means regulates not the gear but the range of the gear ratio, and the gear ratio is determined.

[0081]

As described above, according to the vehicle control apparatus of the present invention, it is possible to control the gear ratio according to the driver's intention in response to the continuous change of the road shape. In other words, the control of the gear ratio by the driving environment in front and the control of the gear ratio by the driving environment behind are determined at the same time, and control is performed in consideration of the driving environment before and after the vehicle as a whole. Even when the traveling environment changes continuously, the gear ratio is smoothly changed.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a vehicle control device of the present invention.

FIG. 2 is a schematic diagram showing an arrangement of nodes on a road.

FIG. 3 is a regulated shift speed map for determining an upper limit value of a shift speed.

FIG. 4 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 5 is a flowchart showing a control operation of the A / T ECU.

FIG. 6 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 7 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 8 is a flowchart illustrating a control operation of a navigation processing unit.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle control device 2 vehicle 10 navigation system device 11 navigation processing unit 12 data storage unit 13 current position detection unit 20 AT mode selection unit 30 vehicle state detection unit 40 A / T ECU

Claims (5)

[Claims] 1. A vehicle control device for controlling a gear position of an automatic transmission based on a traveling environment, comprising: vehicle position detecting means for detecting a position of the vehicle; Forward regulating means for determining a range that regulates the speed ratio of the automatic transmission; rear regulating means for changing a regulating range of the front regulating means according to a traveling environment behind the own vehicle; and the front regulating means and the rear regulating means. A speed ratio determining means for setting a smaller one of the upper limit speed ratios as an upper limit of the control range among the control range of the speed ratio determined by the vehicle control device. 2. Road information storage means for storing road information; own vehicle position detection means for detecting own vehicle position; vehicle speed detection means for detecting current vehicle speed; and automatic transmission device for automatically selecting a gear ratio. And a recommended traveling speed calculating means for calculating a recommended speed at a plurality of specific points in a predetermined section in the traveling direction of the own vehicle from the own vehicle position, and calculating a distance from the own vehicle position to the plurality of specific points, A regulation range setting means for setting a regulation range of a gear ratio according to the recommended traveling speed and a distance to a specific point for each specific point; a first gear ratio for determining a regulation range of a gear ratio at which the regulation range is minimized Regulating means, within a predetermined section located rearward from the vehicle position, detecting a specific point close to the vehicle position from among the specific points for which the restriction of the speed ratio is set by the restriction range setting means, Vehicle speed when passing and current vehicle speed A second gear ratio regulating means for determining a gear ratio range required for acceleration in accordance with the speed ratio, and a regulation range determined by the first and second gear ratio regulating means and a current gear ratio. A speed ratio setting means for setting the speed ratio of the automatic transmission as the speed ratio of the automatic transmission. 3. The vehicle control device according to claim 2, wherein the specific point is a node representing a road shape. 4. The vehicle control device according to claim 1, wherein the automatic transmission is a multi-stage transmission. 5. The vehicle control device according to claim 1, wherein the automatic transmission is a continuously variable transmission.