JPH10184900A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform the accurate control by controlling a vehicle on the basis of the updated road information, by obtaining the necessary road information from the road information for guide, corresponding to a detected location of one's own vehicle, and updating the road information for control on the basis of the obtained road information for guide. SOLUTION: The forward road information corresponding to the location of one's own vehicle, is obtained from a data memory (S10), and then the vehicle information is obtained (S3). Then a zone judging routine is executed, and the road information for vehicle control, is updated on the basis of the obtained road information for guide (S50). Whether the zone, curve, and up shift forbidding controls are necessary or not, is judged on the basis of the road information for control, and a zone control routine (S70), a curve control routine (S90) and an up shift forbidding control routine (S100) are executed. The lowest upper limit value among the upper limit values of the gear change stage independently decided in the zone, curve, and up shift forbidding control routines, is selected, and the instruction of the upper limit of the gear change stage is output (S110).

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 a control device for performing a speed ratio control based on road information stored in a navigation system device.

[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. A control device that performs vehicle control according to road information related to the surroundings of a position has been proposed (Japanese Patent Publication No. 6-58141).

[0003]

However, the road information stored in the navigation system device is originally information for guiding a driver on a traveling route, and the characteristics of the road are variously changed. On the other hand, the road information of the navigation system device has only characteristics extracted in accordance with the conversion of the information into a decidal form. For example, the shape of the curve in the road information is not always accurately stored in the shape along the road. For this reason, if the road information of the navigation system device is used to control the vehicle, an error occurs in the determination of the actual road shape, and more precise control along the road shape becomes difficult.

[0004] From such a viewpoint, the present invention constructs road information used for vehicle control based on road information stored in a navigation system device, and performs more precise vehicle control in accordance with road conditions. It is an object of the present invention to provide a vehicle control device that can perform the control.

[0005]

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

(1) Road information storage means for storing road information for guidance, vehicle position detection means for detecting the position of the vehicle, and guidance for the road information storage means according to the detected vehicle position. Road information acquiring means for acquiring necessary road information from the road information of the present invention, information constructing means for reconstructing control road information based on the acquired guidance road information, and reconstructed control road information Control means for controlling the vehicle based on the vehicle.

(2) The information structuring means includes a predetermined section setting means for specifying a predetermined section based on the position of the own vehicle, and a road shape determining means for determining a road shape of the predetermined section. The vehicle control device according to the above (1), which performs vehicle control according to the shape.

[0008] (3) The road shape determining means obtains the latitude information and the longitude information relating to the specific point located in the predetermined section.
The vehicle control device according to (2), wherein a displacement angle at a specific point is calculated, and a road shape is specified based on an accumulation of the displacement angles.

(4) The road shape determining means calculates an altitude difference between the specific points from the altitude information on the specific points arranged in the predetermined section, and specifies the road shape based on the accumulation of the altitude differences. ) Or (3).

(5) The vehicle control device according to any one of (1) to (4), wherein the control unit is a speed ratio control unit that regulates a speed ratio within a predetermined range.

(6) Further, first determining means for determining the necessity of regulating the gear ratio according to the road shape of the predetermined section, and according to the road shape in the specific section further specified in the predetermined section. The second determining means for determining the necessity of restricting the gear ratio by the control means, and the gear ratio control means are provided with a predetermined range according to the determination by the first determining means and the second determining means. The vehicle control device according to any one of (1) to (5), further including a speed ratio control unit that controls a speed ratio.

(7) Further, there is provided driving operation detecting means for detecting a driver's operation, wherein the road shape determining means calculates a radius of curvature at a specific position in the traveling direction of the vehicle position. The gear ratio control means has an operation regulating means that regulates a gear ratio within a predetermined range according to a vehicle speed and a radius of curvature, and regulates a regulating operation of the control means according to the road shape. The vehicle control device according to any one of (1) to (5), including:

(8) The vehicle control device according to (7), wherein the regulation of the speed ratio control means is executed when a driving operation of the driver is detected.

[0014]

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 map data files, intersection data files, node data files, road data files, photographic data files, and information on various regions such as hotels, gas stations, and tourist spots in each region. 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, cant, surface condition, radius of curvature of the corner, intersections, T-junctions, number of lanes on the road, points where the number of lanes decreases, corner entrances, railroad crossings, highway exits Road information including road attributes such as a rampway, a tollgate on an expressway, a point where the width of a road becomes narrower, a downhill road, an uphill road, and a road type (national road, general road, highway, etc.) is stored.
Here, the traveling environment can be specified based on the road information such as the intersection data, the node data, and the road data, and includes a concept including a change in a road surface based on weather (rainy road, snowy road, and the like). It is. 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 detector 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 transmitting 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 the 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 user request, 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 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 10 as described above, the vehicle position detecting means is the current position detecting unit 1.
3 and the road information storage means is configured by the data storage unit 12. The node as a specific point in the traveling direction of the own vehicle position is subjected to the navigation processing based on the own vehicle position detected by the current position detecting unit 13, the running direction of the own vehicle, and the road information stored in the road information storage means. The part 11 determines. The predetermined section setting unit, the information configuration unit, and the road information acquisition unit are configured by the navigation processing unit 11. In addition, the distance calculating means includes the current position detecting unit 13.
, A data storage unit 12, and a navigation processing unit 11, and 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 a specific point can be calculated, for example, from the crossing angle (displacement angle) of the link crossing at the specific point.

The road shape determining means is constituted by the navigation processing unit 11. As illustrated in FIG. 4, the road shape determination unit determines the latitude information and the longitude information (Xn, Ln) of a plurality of nodes Nn located within a predetermined section (for example, 1 km).
Yn), the angle θ (displacement angle) at which the links intersect is determined, and the cumulative Σθn is calculated. By determining the accumulated Σθn, it is possible to more accurately determine that the actual road shape has been prompted.

The design speed of the curve is estimated based on this value, and the gear ratio control is performed according to the design speed. Further, the road shape determination means obtains an altitude difference between the nodes from the altitude information of the nodes, and calculates a cumulative Σ | Hn | of the altitudes. It can be seen that the greater the accumulation, the more drastic the gradient of the road is, for example, a mountain road.

The recommended traveling speed calculating means includes a data storage unit 12, a current position detecting unit 13, and a navigation processing unit 11. Each of the node radii 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.

The gear ratio control means, which is the control means, comprises the navigation processing unit 11 and the A / T ECU 40. The navigation processing unit 11 sets the range of the changeable gears, that is, the upper limit of the changeable gears, from the newly constructed road information (Σθn, Σ | Hn |). After confirming that the driver intends to decelerate, the navigation processing unit 11 outputs the upper limit value to the A / T ECU 40. The A / T ECU 40 compares the upper limit value of the shift speed determined by the navigation processing unit 11 with the shift speed determined based on the normal shift map, and changes the lower shift speed of the two to the actual shift speed. Set as a column.
The determination means for determining the intention of the driver to decelerate includes the vehicle state detection unit 30 and the navigation processing unit 11.

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. Each opening is detected.

The detected driving operation includes a brake ON / OFF signal, an accelerator opening signal, and a turn signal O.
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 detected by the throttle sensor is supplied to the electric control circuit unit 40. .

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) composed of a hydraulic circuit for engaging and disengaging each component 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 gear position is selected based on the throttle opening detected by the throttle opening sensor 35 and the vehicle speed from the vehicle speed sensor 31. It is configured to be performed 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 efficiency 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 selection section 20 is a 6-position type in which six shift positions of 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. .

In this embodiment, only when the shift lever is held at the shift position of the drive range, the gear position can be restricted by the navigation system 10. For example, A / TE
Even when the fourth speed is determined by the CU 40, if the upper limit is set to the third speed by the navigation processing unit 11, the drive signal is output only within the range from the first speed to the third speed. Then, a drive signal is output within the range to the hydraulic circuit of the mechanism section 41 for setting the gear ratio.

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. In the present embodiment, the range of changeable gears is a restricted range in which the upper limit is restricted.

Hereinafter, FIGS. 5, 6, 9, 12, and 1 will be described.
5, based on the flowchart shown in FIG.
The control operation of the navigation processing unit 11 will be described. FIG.
As shown in FIG. 5, the main routine indicating the control operation of the navigation processing unit 11 according to the present invention includes:
The routine includes a zone determination routine (step S50), a zone control routine (step S70), a curve control routine (step S90), and an upshift prohibition control routine (step S100). First, road information is obtained from the data storage unit 12 (step S10).
This road information is road information stored for route guidance, and is node data of a road in a predetermined section (for example, 1 km) ahead of the own vehicle position. That is, the coordinates information (latitude, longitude), altitude information, and the like of the nodes included in a predetermined section of the road 1 km ahead of the vehicle position.

Next, vehicle information is obtained (step S3).
0). The current vehicle speed V0 from the vehicle speed sensor 31, the accelerator opening α from the accelerator sensor 33, the turn-on operation of the turn signal from the turn signal sensor 34, the turn-on operation of the brake from the brake sensor 32, and the actual gear position and the current gear shift mode from the A / T 41, respectively. get. Thereafter, a zone determination routine is executed (step S50). This is to determine the design speed as the road characteristic of the road to be traveled from the accumulation of the displacement angle of the node in the predetermined section ahead of the own vehicle position and the accumulation of the altitude change. This design speed,
By reflecting the result in each control, it is possible to accurately determine a road. That is, the vehicle control road information is reconstructed from the guidance road information acquired in step S10, and more precise control is realized. In addition, a control section for performing zone control is set, and based on the control road information, it is determined whether or not it is necessary to perform the following zone control, curve control, and upshift prohibition control.

Next, a zone control routine is executed (step S70). The zone control routine determines the road shape of the entire control section based on the control road information constructed in the zone determination routine, and determines the optimal shift mode and the upper limit of the shift speed.

Next, a curve control routine is executed (step S90). A curve ahead is determined, and an upper limit of a gear that is considered to be optimal when passing through the curve is determined.
If it is determined from the result of the zone determination in step S30 that the design speed is clearly higher, the curve control routine may not be executed as described later. An upshift prohibition control routine is executed (step S10)
0). If the result of the zone determination in step S30 indicates that the design speed is clearly low and there is almost no running road at the fourth speed, the upper limit value of the changeable gear is set to the third speed, and the speed is increased to the fourth speed. Prohibit shifts.

Then, the upper limit of the gear position is determined, and the A / T
Output to ECU 40 (step S110). That is, the upper limit values of the shift speeds determined individually in the zone control routine (step S70), the curve control routine (step S90), and the upshift inhibition control routine (step S100) are compared, and the lowest upper limit value is selected. Then, the upper limit value is output to the A / T ECU 40. By selecting the lowest upper limit value, it is possible to always keep the actual gear position within the gear range defined by the control routines (steps S70, S90, S100).

Next, based on the flowchart shown in FIG. 6, a zone determination routine (step S50)
A zone control necessity determination routine (step S505) constituting the zone determination routine (step S50)
(FIG. 9) will be described.

In order to determine whether or not the road is a road having a continuous curve over a predetermined section set in advance from the guidance road information acquired in step S10, the displacement angle θ of the node position in the predetermined section is accumulated. Σ Calculate θn. Further, in order to determine whether or not the road has a continuous gradient over a predetermined section, the cumulative Σ | Hn | of the elevation change ΔH between the nodes is calculated (step S501).

From the obtained cumulative Σθn and cumulative Σ | Hn |, it is determined whether or not to execute the curve control according to the map shown in FIG. 7 (step S503). This map is made in consideration of the design speed of the road, and it is assumed that the larger the accumulation obtained in each step S501, the lower the design speed, and the control judgment suitable for the design speed is performed. By this step S503, the function of the curvature radius calculating means is exhibited.

That is, if each accumulation is smaller than a predetermined value from the map, it is determined that the section has a high design speed and that there is no curve having a radius of curvature R that requires curve control. Because it is possible, curve control is prohibited or suppressed. In the case of suppression, for example, it is possible to prohibit the normal third-speed determination and permit the control up to the third speed only in the second-speed determination. Then, the curve control permission flag is set to 0. By this step S503, the function of the operation restricting means is exhibited.

When each accumulation is larger than a predetermined value, it is determined that the section has a low design speed to some extent, and it is necessary to judge and control the state of the curvature radius R of each curve. And the curve control permission flag is set to 1
And

Next, a zone control necessity determination routine is executed (step S505). This step determines the necessity of zone control. From the obtained cumulative Σθn and cumulative Σ | Hn |, according to the map shown in FIG.
It is determined whether or not to prohibit the upshift to the high speed (step S507). This map is created in consideration of the design speed of the road, and it is assumed that the larger the respective accumulations, the lower the design speed, and the control judgment suitable for the design speed is performed. If each of the accumulations is greater than a predetermined value, the section has a significantly lower design speed and can be determined to be a road with a continuous curve,
Since it is determined that there is almost no case of traveling in the fourth speed, the upshift prohibition flag is set to 1 in order to prohibit the upshift to the fourth speed.

Next, based on the flowchart shown in FIG. 9, a zone control necessity determination routine (step S
505) will be described. From the displacement angle accumulation Σθn and the elevation change accumulation Σ | Hn | calculated in step S501 of the zone determination routine, it is determined based on the map of FIG. 10 whether or not the gear position regulation control according to the road shape is required as a primary determination. A determination is made (step S601). As a result, the function of the first determining means is executed.

Based on the result of the determination in step S601, it is determined whether or not the section does not require the gear position regulation control (step S60)
3). If the control is unnecessary (step S603:
Y), returning to the zone determination routine. When it is determined that the control is necessary (step S603: N), it is further determined whether or not the secondary determination is necessary based on the map of FIG. 10 (step S605). When it is determined that it is unnecessary (step S605: N), a predetermined section set in advance as a range for acquiring road information is set as a control section, and a zone control permission flag is set to 1 (step S6).
13). On the other hand, when it is determined that the secondary determination is necessary (step S605: Y), the predetermined section is divided into two, and the displacement angle accumulation Σθn and the elevation change accumulation Σ | Hn | Find (Step S60
7).

Then, for each specific section, it is determined from the map of FIG. 11 whether or not the gear position regulation control is necessary as a secondary determination (step S609). By this determination, it is determined which side of the divided first half and second half is where the change in the road shape is concentrated.
For example, in the map of FIG. 11, when the control is required in the first half and the control is unnecessary in the second half, changes in the road shape are concentrated in the first half. If the change in the road shape is uniform, the control may be determined to be unnecessary or unnecessary in the first half and the second half. Thereby, the function of the second determining means is executed. Based on the determination result of step S609, it is determined whether or not the section requires the gear position regulation control (step S611). If it is determined that the zone control is unnecessary (step S611: Y), the zone control permission flag is set to 0, and the process returns to the zone determination routine. If it is determined that it is necessary (step S611: N), one of the divided sections (the first half or the second half, or all the sections) determined in step S609 is set as a control section, and the zone control is performed. Set the permission flag to 1 (step S61)
3).

As described above, by performing the first judgment and the second judgment for judging the shape in a specific section within a predetermined section, a more accurate road shape can be grasped, and the driver can be grasped. The gear position control can further be performed in accordance with the intention of (1).

Next, a zone control routine, which is a speed ratio restricting means, will be described with reference to the flowchart shown in FIG. It is determined whether the zone control permission flag is 1 (step S701). If the flag is 0, the process returns to the main routine. It is determined whether the vehicle is located in the control section (step S613) set in the zone control necessity determination routine of the zone determination routine (step S703).

If it is out of the control section or if no control section has been set in the zone control necessity determination routine (step S703: N), the process returns to the main routine and zone control is not performed. If it is located within the control section (step S703: Y), the displacement angle accumulation Σθn and the elevation change accumulation Σ | Hn | calculated in the zone control necessity determination routine are read (step S70).
5).

Next, it is determined whether or not the shift map needs to be switched in accordance with the altitude change accumulation Σ | Hn | (step S707). That is, based on the map shown in FIG. 13, it is determined whether or not the accumulated elevation change Σ | Hn | is equal to or more than the reference value, and it is compared with the current shift map to determine whether the shift map needs to be switched. Judge.

When the cumulative elevation change Σ | Hn | is equal to or greater than the reference value and is currently in the shift map α, or when the cumulative elevation change Σ | Hn | is equal to or less than the reference value and is currently in the gear map β. If there is (see FIG. 13), the shift map is switched (step S709).

If it is determined in step S707 that the switching is not necessary (step S707: N), or after step S709, the restriction gear map shown in FIG. 14 is obtained from the cumulative displacement angle Σθn and the vehicle speed V. It is determined whether or not to regulate the gear position based on (step S71).
1) When the regulation is to be performed (step S71)
1: Y), the upper limit of the gear position is set (step S71).
3). If the gear position is not regulated (step S
711: N), and returns to the main routine. When regulating the shift speed, the integrated coefficient of the cumulative displacement angle Σθn and the cumulative elevation change Σ | Hn |
The vehicle speed is plotted on the horizontal axis, and steps S707 and S71 are performed.
The determination of 1 may be performed integrally.

Next, a curve control routine will be described with reference to the flowchart shown in FIG.
First, it is determined whether the curve flag prohibition flag is set to 1 (step S901). If the flag is set to 0 (step S901: N), it is determined in the zone determination routine (step S50) that the determination to inhibit the curve control has been made (step S503), and the curve control is performed. Without returning. If the flag is 1, the flow advances to step S903 to execute the subsequent steps for curve control.

In step S10, from the acquired data, that is, from nodes N1 to Nn (see FIG. 3) on the traveling route,
The distances L1 to Ln from the current position to each node and the node radii r1 to rn for each of the nodes N1 to Nn are calculated (step S903). Then, the node speeds V1 to Vn are calculated from the node radii r1 to rn for each of the nodes N1 to Nn, and the nodes N1 to Nn are calculated based on the current vehicle speed V0 obtained in step S30 and the own vehicle position obtained in step S10.
From the distances L1 to Ln to n, the necessity of the gear position regulation control is determined based on the regulation gear position map (FIG. 3) (step S905).

Hereinafter, a description will be given of a method of determination performed in step S905. Node speeds V1 to Vn of nodes N1 to Nn ahead of current vehicle speed V0
The deceleration for decelerating to each node is obtained for each node, and the necessity of control is determined for each node.

The regulating shift stage map shown in FIG. 3 sets recommended decelerations in consideration of the deceleration due to the change of the shift stage, safe deceleration, vehicle behavior, and the like. 4 is a map in which the most appropriate gear is set in accordance with the map. The gear position to be regulated is determined based on the map.
That is, the deceleration required to decelerate to each node speed V1 to Vn is displayed as deceleration curves m1 and m2,
The current vehicle speed V0, which is the speed at the current position, is compared with the deceleration curve, and if the current vehicle speed V0 is high, it is determined that control is necessary. The deceleration curves are set in correspondence with the gears considered to be desirable for each deceleration level, and two deceleration curves m1 and m2 are provided for each node point.

When the vehicle speed V0 is located above the deceleration curve m1 on the upper side of the figure, the upper limit of the shift speed is set to the second speed, and when the vehicle speed V0 is located between the deceleration curves m1 and m2. , The upper limit of the shift speed to the third speed, the node speed Vn (V
1) When the speed is not less than the deceleration curve m2, the upper limit of the shift speed is controlled to be set to the fourth speed, and when the speed is not more than the node speed Vn (V1), the speed limit control is performed. Is not performed, and the shift speed is determined based on the normal shift map. This gear stage is set from the viewpoint of what gear stage is more appropriate for decelerating to the node speed, and is applied after confirming the driver's will, as described later. It has such a configuration.

The deceleration curve is set for each node and each of the node speeds V1 and V2, and the necessity of the upper limit of the shift speed is determined. Then, among the determined nodes, the shift speed having the highest degree of regulation (the lower limit of the shift speed) is determined as the upper limit regulation value.

For example, in FIG. 3, if the current vehicle speed is V0, it is desirable to set the upper limit of the shift speed to the third speed in order to pass through the node N1 at the recommended speed, and to pass through the node N2 in order to pass through the node N2. The upper limit needs to be 2nd speed. In this case, the upper limit of the gear position is set to the second speed.

Next, it is determined whether or not the driver intends to decelerate. That is, whether the accelerator opening is close to 0,
Alternatively, it is determined whether or not the accelerator opening is sufficiently small and the accelerator opening change rate Δα is closed at a predetermined change rate δ or more (step S907).

When the accelerator opening α is close to 0, or when the accelerator opening is sufficiently small and the accelerator opening α
If the change rate Δα is closed at a predetermined change rate δ or more, it can be determined that the driver has the intention to decelerate, so the upper limit set in step S905 is set as the upper limit in the curve control ( Step S909).

On the other hand, if the accelerator opening α is not close to 0, or if the change rate Δα of the accelerator opening α is not closed at a predetermined change rate δ or more, the driver intends to decelerate. It is determined that this is not the case, and the upper limit is set to 4th speed, which means that the upper limit of the gear position is not restricted (step S911).

In the curve control routine described above, the driver's intention to decelerate is determined based on the accelerator opening α (step S907), but the throttle opening (ie, engine torque) input from the throttle sensor is determined. It is also possible to detect the driving operation based on the rate of change or the value of, and determine the intention of deceleration. Further, the driving operation may be detected based on the operation of the brake pedal, and the intention of deceleration may be determined. In this case, the intention of deceleration can be determined based on the change rate of the brake depression amount input from the brake sensor 32 and the brake ON operation. The intention of deceleration may be determined based on both the operation of the accelerator and the operation of the brake. In addition, a configuration may be adopted in which the driving operation is detected based on the turn signal switch, and the intention of deceleration is determined based on the detection of the turn signal ON operation.

Next, an upshift prohibition control routine will be described with reference to the flowchart shown in FIG. It is determined whether or not the upshift inhibition flag set in step S507 of the zone determination routine is 1 (step S101). If the flag is not 1,
Since upshifting is permitted, the process returns. When the flag is 1, upshifting is prohibited, and the following control is performed.

The actual gear position of the A / T 41 is obtained from the A / T ECU 40 (step S103), and it is determined whether the actual gear position is the third speed or lower (step S105). If the actual gear is lower than the third speed, the upper limit is set to the third speed so as not to shift up to the fourth speed (step S107).
If the gear is 4th, the process returns without doing anything.

Next, based on the flowchart of FIG.
The control operation of the A / T ECU 40 will be described. After the initialization (step S111), the vehicle speed V, the throttle opening, the shift mode signal, the shift position signal,
Input processing such as the upper limit value from the navigation processing unit 11 is performed (step S113). Thereafter, a shift process is performed (step S115). In this shift process, a shift mode and a shift position are determined based on the input information, a shift map is determined from the determined shift mode, and the vehicle speed V and the throttle opening are determined based on the shift map and the shift position. The gear is determined from the degree. Then, the upper limit value of the shift speed input from the navigation processing unit 11 is compared with the determined shift speed, and the lower shift speed is determined as a shift speed to be output as a drive signal. That is, for example, 4
Even when the speed is determined, if the upper limit command value is the third speed, the third speed is determined as the shift speed.

Then, in order to set the determined shift speed,
A drive signal is output to the hydraulic circuit of the A / T 41 (step S117). The gear stage in the A / T ECU 40 may be determined based on the accelerator opening and the vehicle speed, or the throttle opening and the vehicle speed, or the magnitude of the engine torque and the vehicle speed.

The control by the navigation processing unit 11 described above is entirely or partially performed by the A / T ECU 40.
Or an external control device connected to an external connection terminal provided in the navigation system device 10. Such a control device includes, for example, a memory card incorporating an integrated circuit. In the above embodiment, the speed ratio control of the stepped transmission has been described, but the present invention can also be used for the speed ratio control of a continuously variable transmission.

[0080]

As described above, according to the vehicle control apparatus of the present invention, the control road information is reconstructed from the guide road information, and the vehicle control is performed based on the control road information. As a result, the vehicle can be controlled more in line with the road conditions.

[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 regulation shift speed map for determining an upper limit value of a shift speed.

FIG. 4 is an explanatory diagram showing a displacement angle of a link.

FIG. 5 is a main flowchart showing a control operation of a navigation processing unit.

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

FIG. 7 is a map showing a data table for determining the necessity of curve control.

FIG. 8 is a map showing a data table for determining the necessity of upshift inhibition control.

FIG. 9 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 10 is a map showing a data table for determining the necessity of zone control.

FIG. 11 is a map showing a data table for determining the necessity of zone control.

FIG. 12 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 13 is a map showing a data table for determining a change of a shift map.

FIG. 14 is a regulation shift speed map for determining an upper limit value of a shift speed.

FIG. 15 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 16 is a flowchart illustrating a control operation of a navigation processing unit.

FIG. 17 is a flowchart showing a control operation of the A / T ECU.

[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 41 A / T

Claims (8)

[Claims] 1. A road information storage means for storing road information for guidance, a vehicle position detection means for detecting a position of a vehicle, and a guidance information of the road information storage means according to the detected vehicle position. Road information obtaining means for obtaining necessary road information from road information; information forming means for reconstructing control road information based on the obtained guide road information; and reconstructed control road information. Control means for performing vehicle control based on the vehicle control apparatus. 2. The information forming unit includes a predetermined section setting unit that specifies a predetermined section based on a position of the vehicle, and a road shape determination unit that determines a road shape of the predetermined section. The vehicle control device according to claim 1, wherein vehicle control is performed in accordance with: 3. The road shape determining means calculates a displacement angle at a specific point from latitude information and longitude information related to the specific point arranged in a predetermined section, and specifies a road shape based on the accumulated displacement angles. 3. The vehicle control device according to 2. 4. The road shape determining means calculates an altitude difference between specific points from altitude information on specific points arranged in a predetermined section, and specifies a road shape based on an accumulation of the altitude differences. 4. The vehicle control device according to 3. 5. The vehicle control device according to claim 1, wherein the control unit is a speed ratio control unit that regulates a speed ratio within a predetermined range. 6. Further, according to a road shape of a predetermined section,
First determining means for determining the necessity of regulating the speed ratio, and second determining means for determining the necessity of regulating the speed ratio according to the road shape in the specified section which is further specified in the predetermined section. The speed ratio control means includes the first determination means and the second
The vehicle control device according to any one of claims 1 to 5, further comprising a speed ratio regulating unit that regulates the speed ratio within a predetermined range in accordance with the determination by the determining unit. 7. The vehicle further comprising driving operation detecting means for detecting a driver's operation, wherein the road shape determining means calculates a radius of curvature at a specific position in the traveling direction of the vehicle position. The speed ratio control unit includes an operation restricting unit that regulates a speed ratio within a predetermined range according to a vehicle speed and a radius of curvature, and regulates a regulating operation of the control unit according to the road shape. The vehicle control device according to any one of claims 1 to 5, wherein: 8. The vehicle control device according to claim 7, wherein the control of the gear ratio control means is executed when a driving operation of the driver is detected.