JPH10227357A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular control device which can limit vehicular control based on map data when the map data is different from the actual type of road. SOLUTION: Transmission control is performed during running curved road based on the sensed present position and map data. In order for that, type of the road is sensed from the present position (S135). The sensed type of the road is compared to the road data on the map. When they are differentiated, that is, when answer in S137 is YES, transmission changeover is limited (S142, S145). In other words, the operation is performed when the car runs on the curved road differentiated from the map data. In the case that the road is repaired, the transmission stage of the running car is not controlled based on the former map data before repairment.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle control device, and more particularly to a vehicle control device for controlling a vehicle device such as an automatic transmission based on road data.

[0002]

2. Description of the Related Art For example, Japanese Patent Publication No. 6-58141 proposes a control device for an automatic transmission having a shift means for changing a control pattern of the automatic transmission according to road information about the current position of a vehicle. Have been. In this technique, a current position is detected by a position detecting device, a road condition at the current position is determined based on road data, and control of the automatic transmission is switched.

[0003]

Since roads are being rehabilitated on a daily basis, the shape of the road may change after the road data is created. For example, a winding road may be upgraded to a straight road. here,
If the automatic transmission is controlled on the basis of road data created in the past while traveling on such a straight road, the shift speed is switched in accordance with the winding road,
The driver will feel uncomfortable.

[0004] In order to solve the above-mentioned problems, an object of the present invention is to provide a vehicle control device capable of restricting vehicle control based on road data when road data and an actual road shape are different.

[0005]

According to a first aspect of the present invention, there is provided a vehicle control apparatus comprising: a current position detecting means for detecting a current position; a data holding means for holding road data; Control means for calculating a current position on the road based on the current position detected by the position detection means and the road data held in the data holding means, and controlling the vehicle based on the current position on the road; A road shape detecting means for detecting a road shape based on the current position detected by the current position detecting means, a road shape detected by the road shape detecting means, and a road shape on the road data; A limiting means for limiting or stopping vehicle control by the control means when the difference exceeds a predetermined reference.

According to a second aspect of the present invention, there is provided a vehicle control device comprising: a current position detecting means for detecting a current position; a data holding means for holding road data; a current position detected by the current position detecting means; Control means for calculating a current position on the road based on the road data held in the holding means and controlling the vehicle based on the current position on the road; and a road based on the current position detected by the current position detection means. The road angle determining means for determining whether the comparison between the angle change of the road data and the road angle change on the road data exceeds a predetermined reference, and the road angle determining means determine that the difference exceeds the reference. In such a case, a technical feature is provided that includes limiting means for limiting or stopping the vehicle control.

According to a third aspect of the present invention, there is provided a vehicle control device comprising: a current position detecting means for detecting a current position; a data holding means for holding road data; a current position detected by the current position detecting means; Control means for calculating a current position on the road based on the road data held in the holding means and controlling the vehicle based on the current position on the road; and a road based on the current position detected by the current position detection means. Accumulative value judging means for detecting whether or not a difference between the detected accumulative value and the accumulative value of the angle change amount based on the road data exceeds a predetermined reference; and If the accumulated value judging means judges that the difference exceeds a predetermined standard, the accumulating value judging means includes a limiting means for limiting or stopping the vehicle control by the control means. And butterflies.

According to a fourth aspect of the present invention, in the vehicle control apparatus according to any one of the first to third aspects, the current position detecting means outputs an output of a sensor for electrically detecting a specific physical quantity. It is a technical feature that the detection is performed based on.

[Action]

According to the first aspect of the present invention, the current position detecting means detects the current position, and the control means controls the vehicle based on the detected current position and the road data held in the data holding means. On the other hand, the road shape detecting means detects the road shape and compares the detected road shape with the road shape on the road data. When the two shapes are different, that is, when the road data and the actual road are different. The restricting means restricts or stops the vehicle control by the control means. Therefore, the vehicle is not controlled based on road data different from the actual road shape.

In the present invention, the current position detecting means detects the current position, and the control means controls the vehicle based on the detected current position and the road data held in the data holding means. On the other hand, the road angle detecting means detects a change in the angle of the road from the current position detected by the current position detecting means, and based on a comparison between the detected road angle and the road angle on the road data, the limiting means. Restricts or stops the vehicle control by the control means. Therefore, the vehicle is not controlled based on road data different from the actual road shape.

According to the third aspect of the present invention, the current position detecting means detects the current position, and the control means controls the vehicle based on the detected current position and the road data held in the data holding means. On the other hand, the road angle detecting means detects the cumulative value of the change in the angle of the road from the current position detected by the current position detecting means, and the cumulative value of the detected road angle,
The restricting means restricts or stops the vehicle control by the control means based on the comparison with the accumulated value of the road angle on the road data.
Therefore, the vehicle is not controlled based on road data different from the actual road shape.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. FIG. 1 shows a configuration of a vehicle control device according to this embodiment of the present invention. The vehicle control device includes a vehicle navigation device 10 and an automatic transmission.

The vehicle navigation apparatus 10 has a current position detecting section for detecting a current position, a road data holding section for holding road data, and a route search guide section for providing route search guidance from the current position to the destination. .

The current position detector of the navigation device 10 includes a GPS (global positioning sensor), a gyro sensor, and a vehicle speed sensor. Based on the output signals of these sensors, the current position of the vehicle is determined on the road data. Has been detected. The road data holding unit is C
The D-ROM 14 is mainly composed of storage means. The automatic transmission includes a gear train mainly composed of planetary gears and a mechanical unit (referred to as A / T in the figure) 60 comprising a hydraulic circuit for engaging and disengaging each component of the gear train to form a gear stage. , An electric control circuit (hereinafter referred to as A / T)
ECU 20). The navigation device 10 and the A / T ECU 20 are connected to each other via a communication line, and communication is appropriately performed.

The A / T ECU 20 is connected to an accelerator pedal sensor 70 and a brake pedal sensor 72, and receives an accelerator pedal depression signal (corresponding to the throttle opening) from the accelerator pedal sensor 70 and outputs the brake pedal. From the sensor 72, a brake signal indicating whether or not the brake is depressed is input. Further, a shift position signal corresponding to the shift position selected by the shift lever 74 is input from a shift position sensor (not shown) attached to the mechanism section 60,
A vehicle speed signal from a vehicle speed sensor (not shown) attached to the mechanism unit 60 is input. On the other hand, a drive signal is output from the A / T ECU 20 to an actuator (hydraulic solenoid) in the hydraulic circuit of the mechanism section 60, and based on this drive signal, the actuator operates to form a gear position and the like.

The A / T ECU 20 also has an EEPRO
M22 is controlled by the control program stored in the M22.
Based on the depression amount of the accelerator pedal detected by 0 and the vehicle speed from the vehicle speed sensor attached to the mechanism section 60, the operation is performed based on a memory table (shift map). This shift map determines the gear position unique to the automatic transmission.

In the present embodiment, by limiting the high speed side (upper limit) of the shift speed without changing the inherent 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 74 has a parking range,
It is a six-position type in which six shift positions, that is, a reverse range, a neutral range, a drive range, a second range, and a low range, can be selected.

In the shift position of the drive range,
The shift speed is selected between the first to fourth speeds, the shift speed is selected between the first and second speeds in the second range, and only the first speed is set in the low range.

In this embodiment, only when the shift lever 74 is held at the shift position of the drive range, the gear position can be regulated by the navigation device 10.

The engine control unit 30 controls the engine 50 by changing a fuel injection command and the like based on a signal of the throttle opening, the engine speed from the engine 50 and other information (cooling water temperature, sensor signal, etc.). .
Next, the structure of the road data recorded on the CD-ROM 14 will be described with reference to FIG.

FIG. 3 schematically shows the structure of road data. In the figure, the solid line R indicates the shape of the road. Here, the road is represented by node points (N1, N2,...) And line segments (hereinafter, links) connecting the node points. The node point is defined by at least coordinates (here, absolute coordinates such as latitude and longitude).

In this embodiment, the road shape is defined not only by node points and links, but also by altitude. The altitude data is held at each point in a matrix at intervals of 250 m in the left, right, up and down directions. For example, the altitude of the point indicated by 10-10 in the figure is 20 m, and the altitude of the point indicated by 10-11 in the figure A point has data such as an altitude of 22 m.

In the present embodiment, the road gradient is determined based on the positional relationship between the position of the node point and each elevation data surrounding the node point. In order to reduce the data amount, altitude points are held in a matrix, but it is also possible to have altitude data for each node point. Alternatively, a gradient value may be provided in advance for each road section, for example, for each link, and may be used.

Navigation device 10 and A / T ECU
The shift speed selection control by 20 will be described with reference to the flowcharts of FIGS. Here, FIG.
3 shows an upper limit setting routine as a part of a process executed by the navigation device 10. FIG. 5 shows A / TE
9 shows a shift speed output routine as a part of the process executed by the CU 20.

As shown in FIG. 4, the upper limit setting routine includes:
Optimal gear position determination processing routine (S10), gear position hold control routine (S20), corner control routine (S
40), a control correction process (S100), and an upper limit command value selection process routine (S150).

As shown in FIG. 5, the shift speed output routine determines which shift speed is the specific shift speed based on the shift map of the EEPROM 22 (S200).
A gear position upper limit command value (a command to select a gear position within any range) from the navigation device 10 is received (S210), and the gear position within the range is compared with the gear position selected by itself. The command is determined (S220), and a command signal is output to the A / T mechanism 60 to drive the shift actuator (S230).

The details of the optimum gear position determination process (S10) will be described with reference to the flowchart of FIG. First, the navigation device 10 calculates, for each node point on the road ahead, the curvature of the road in a predetermined section including the node point (S
12) Retrieve a recommended vehicle speed Vo according to the curvature of the road including the node point (S14). Here, there are various methods for calculating the curvature of the road including the specific node, and any method can be adopted. For example, the curvature can be obtained for two nodes adjacent to the node.

The navigation device 10 is provided with a recommended vehicle speed search map having the contents shown in FIG. 2, and by searching the map, a recommended vehicle speed Vo when passing through the point of the node is obtained. In this map, when the curvature of the road decreases, the recommended speed Vo decreases. On the contrary, when the curvature increases, the recommended speed Vo increases.

Next, after calculating the road gradient from the current position to the specific node point as described above (S16), a deceleration G3 and a deceleration G2 taking into account the value are set (S18). This deceleration G3 is a deceleration that is considered to be desirable when the deceleration (the degree of deceleration) is greater than this, and that the gear speed is preferably lower than or equal to the third speed. The deceleration G2 is no more deceleration (deceleration) Is large, it is a deceleration that is desirably 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.

Further, the concept of the deceleration is a concept taking into account the gradient of the road in this embodiment.
This is because the degree of deceleration is different between the case where the same distance is decelerated and the case where the vehicle is decelerated on an uphill or downhill on a flat ground. For example, if the driver intends to decelerate on an uphill road, sufficient deceleration can be naturally achieved without aggressive downshifting.

A plurality of decelerations G3 and G2 may be provided corresponding to the gradient of the road, or one G3 and G2 may be used for flat terrain.
It is also possible to have two data and correct them with the gradient data. Further, the G3 and G2 data may be corrected so as to correspond to the deceleration acceleration of the vehicle different for one person and four persons by calculating the weight of the vehicle. The weight of the vehicle can be calculated, for example, based on the acceleration when a specific output shaft torque is generated.

Next, the navigation device 10 calculates a section distance L from the current position to a specific node point (ie, a position passing at the recommended vehicle speed Vo) (S20). Then, based on the recommended vehicle speed Vo, the section distance L and the deceleration G
Then, the vehicle speed V4-3 is calculated from S3 (S22). This vehicle speed V
4-3 indicates what value the current vehicle speed is, assuming that the section distance L is decelerated by the deceleration G3.

Further, based on the recommended vehicle speed Vo, a vehicle speed V3-2 is calculated from the section distance L and the deceleration G2 (S2).
2). The vehicle speed V3-2 is obtained by changing the section distance L to the deceleration G
Assuming that the vehicle is decelerated at 2, the value indicates the current vehicle speed.

Next, the current vehicle speed Vnow is detected (S2).
4) It is determined whether the vehicle speed V4-3 is equal to or lower than the current vehicle speed Vnow (S26). The fact that the vehicle speed V4-3 is equal to or lower than the current vehicle speed Vnow means that when the vehicle speed is reduced from the current vehicle speed to the recommended vehicle speed at that time, the deceleration becomes larger than G3.

When the deceleration G3 is greater than this, the deceleration is smaller than G3 because it is considered that it is desirable that the gear stage be lower than the third speed. If it is a value,
In particular, it is considered that there is no need to regulate the shift speed.
If 4-3 is greater than the current vehicle speed Vnow (S26
No), it is determined not to perform the gear position regulation. That is, in the present embodiment, since the upper limit of the shift speed is mechanically the fourth speed, it is determined that the optimal shift speed is the fourth speed (S3).
4) Return.

On the other hand, if the vehicle speed V4-3 is lower than the current vehicle speed Vnow (S26: Yes), it is determined whether the vehicle speed V3-2 is equal to or lower than the current vehicle speed Vnow (S2).
8).

When the vehicle speed V4-3 is equal to or lower than the current vehicle speed Vnow and the vehicle speed V3-2 is higher than the current vehicle speed Vnow, the third speed is determined as the optimum gear position (S32), and the routine returns. That is, in this case, it is desirable that the shift speed is lower than or equal to third speed, but is not required to be lower than or equal to second speed.

When the vehicle speed V4-3 is equal to or lower than the current vehicle speed Vnow and the vehicle speed V3-2 is equal to or lower than the current vehicle speed Vnow, the second speed is determined as the optimum shift speed (S30), and the process returns. That is, in this case, it is desirable that the shift speed be equal to or lower than the second speed. As described above, the optimum gear position is obtained in this manner.

FIG. 7 shows a subroutine of the shift hold process based on the optimum shift speed. As shown in the figure, when the optimal gear is the fourth gear (S42), the maximum gear of the transmission is the fourth gear (the optimal gear and the maximum gear are the same), so there is a possibility of unnecessary shift-up. There is no upper limit, the upper limit fourth speed command is issued (S58), and the routine returns.

Next, the case where the optimal gear is 3rd speed (S44)
Determines the current gear position of the transmission (S46), and if it is the fourth speed, there is no possibility of unnecessary upshifting, so an upper limit fourth speed command is issued and the routine returns. If the current gear is 3rd speed, an upper limit 3rd speed command is issued (S4
8). As described above, this command is such that the upper limit of the shift speed selected by the shift map specific to the transmission (a control program that determines the shift schedule without depending on the navigation device) is equal to or less than the third speed. . If the current gear is 2nd speed, an upper limit 3rd speed command is issued.
Issuing the upper limit second speed command to prohibit upshifting is too low geared and troublesome, and since the optimal speed is 3rd speed, there is no problem in shifting up to the optimal speed at that time. Because.

Further, when the optimum gear is the second speed (S5
0) determines the current gear position of the transmission (S52), and outputs an upper limit command value so as not to shift up from the current gear position in the case of the second or third speed. (S54, S56).

The corner control processing (S80) will be described with reference to FIG. 8 showing a subroutine of the processing.
First, in step S82, the navigation device 10
Means that the optimal gear N determined in steps S30, S32 and S34 described above with reference to FIG.
It is determined whether the transmission is the first, third, or second speed (S8).
2).

When the fourth speed is selected as the optimal speed, the fourth speed as the upper limit of the speed is commanded (S9).
2), end the processing of the routine and return to the main routine.

On the other hand, when the third speed is selected, the process proceeds to step S84, in which the accelerator pedal is depressed from the depressed state to the off state, or the brake pedal is depressed from the non-depressed state. It is determined whether or not it has become. Here, a change in the driver's operation such as whether or not the accelerator pedal has been depressed from the depressed state to the off state is referred to as an event. Also,
The same applies to whether the brake pedal has been depressed from a non-depressed state.

As long as the operation of changing the accelerator pedal off or changing the brake pedal on does not occur (S
84 returns No), and returns without performing control. That is, in the present embodiment, an upper limit fourth speed command value which means that no control is performed is set (S92).

On the other hand, accelerator pedal off change, or
When the operation of turning on the brake pedal is performed (S84)
Is Yes, a command value with the third speed as the upper limit is set (S9).
0).

Here, when the second speed is selected as the optimum gear in step S82,
Proceeding to step S86, it is determined whether the brake pedal has been turned on. Then, as long as the brake pedal does not change from off to on (S86: No), a command value with the third speed as the upper limit is set (S90). That is, when the optimum gear is the second speed, a command value having an upper limit of the third speed is set without an accelerator off event.

On the other hand, if the brake pedal has been turned on from off (S86: Yes), the routine proceeds to step 88, where a command value with the second speed as the upper limit is set. The command values for the second speed and the third speed are not output to the A / T ECU 20 as they are, but are compared with command values set for other controls (gear position hold control processing) as described later. Then, the command value of the lowest gear position is determined in the upper limit setting routine of the navigation device 10.

FIG. 9 shows a flowchart of the control correction process (S100). In the control correction process, the current position is estimated based on the road shape on the road data and the GPS detected or the gyro and the vehicle speed. If the road shape based on the trajectory of the current position does not match, the automatic transmission This is a process for limiting or stopping the control. FIG. 12 (A)
Shows a case where a road has been repaired since the road data was created. On the road data D1 composed of nodes and links connecting the nodes, the road is meandering, but the actual road R1 is modified to a straight line as shown by a dotted line. In such a case, it is desirable to stop the control of the automatic transmission based on the road data.

On the other hand, FIG. 12B shows road data D2
And the actual road R2 or the actual road R3 are both curved. In this case, the road data D2
And the actual road R2 or R3 do not exactly coincide with each other, but it is desirable to perform the gear position control of the automatic transmission described above. Further, the recognition of the current location may be shifted. For example, a point P1 between the node N10 and the node N11 may be recognized as the current location while the vehicle is currently traveling near the node N9. In these cases, it is desirable to carry out the gear position control, but it is desirable to carry out a limited form of gear position control, for example, permitting upper limit regulation up to the third speed.

In step 111 shown in FIG. 9, first, navigation information is read. The navigation information includes road data (node, link, and road attribute data described above with reference to FIG. 3), vehicle speed, GPS
Signal (XY coordinates detected by the GPS receiver) and a gyro signal (angular velocity ω). Next, the current position after the elapse of the fixed time is predicted based on the vehicle speed and the angular speed by the gyro (S112). This process is similar to that of an existing navigation device for route guidance.

Subsequently, a fixed time is set using a timer in order to detect a change between the current position and the road data. In other words, in the recognition of the current position of the navigation, an error may occur due to a deviation at the time of map matching. And road data.

First, it is determined whether the link number has been updated (S113). That is, the angle is calculated on the road data only when the link changes. For example, FIG.
While traveling along the road data R shown in FIG.
Is updated to link L2-3 (S113 is Ye
s), it is determined whether the timer is operating (S11)
4). Here, when a new measurement is started,
Since the timer is not operating (No in S114), it is determined whether the timer end flag is on (Sl).
15 is No), the timer routine is started (S11).
6). Here, in the timer routine, the timer is started, and when the timer is operated for a predetermined time and the timer ends, the timer end flag is turned on. Here, since the timer has just been operated (the predetermined time has not elapsed), the determination in step S118 is No, and the process returns.

Here, the vehicle further travels along the link L2-3, and before the link number is updated (S113 becomes N
o) If the timer ends after a predetermined time has elapsed and the timer end flag is turned on, the determination in step S118 is Yes, and a data error determination routine (S
go to 119).

Similarly, if the vehicle further travels along the link L2-3 and the link number is updated to the link L3-4 (S113 is Yes), the predetermined time has not elapsed and the timer is operating. (Yes in S114), the timer end flag is turned on in S117 and stopped (S111).
7). After stopping the timer here, step Sl1
The determination at 8 is Yes, and the process proceeds to a data error determination routine described later. That is, when the link number is updated while the timer is operating, the timer is temporarily stopped and a data error determination routine described later is executed.

On the other hand, the data error determination routine (S11
In 9), when it is determined that it is appropriate to control the automatic transmission based on the measured value, the timer end flag is turned off as described later (S133). Accordingly, the determination in step 115 becomes No, and a new timer is started as described above, and the next measurement is started (S116).

Next, the processing in the data error determination routine will be described with reference to FIG. First, the angle change θroad of the road data, the angle change θGPS of the GPS, and the angle change θexpt estimated by the gyro from the start of the timer to the end of the timer are calculated (S).
130). FIG. 12B shows an example of the angle change θroad and the estimated angle change θexpt of the gyro in the road data.

Then, the angle change θroad of the road data is compared with the estimated angle change θexpt (S131). Here, the estimated angle change θexpt is the angle change θ of the road data.
If it is larger than road (No in S131), the process proceeds to step 132 and sends a control permission command.

Next, the routine proceeds to step 133, where the timer end flag is turned off to measure a new angle change, and the road data angle change θroad and the estimated angle change θexpt are compared again.

In this embodiment, the vehicle control is suppressed. Since the vehicle control is performed based on the road data described above, the estimated angle change is smaller than the angle change θroad of the road data to be determined by the control. If the minute θexpt shows a large change, the control is permitted for the purpose of continuing the conventional vehicle control.

Here, when the estimated angle change θexpt is smaller than the angle change θroad of the road data (S131: Yes), it is determined that there is a problem with the road data to be controlled, and the determination is made in more detail. To step 134.

In step 134, the ratio between the road data angle change θroad and the GPS angle change θGPS is equal to or greater than a predetermined value A (θroad / θGPS ≧ A), and the road data angle change θroad and the gyro angle When the ratio of the variation θexpt to the predetermined value A is greater than or equal to a predetermined value A (θroad / θexpt ≧ A) and the ratio of the GPS angle variation θGPS and the gyro angle variation θexpt is less than a predetermined value B (θGPS / θexpt <B) Determine if there is.

The ratio between the road data angle change θroad and the GPS angle change θGPS is equal to or greater than a predetermined value A (θroad / θGP).
S ≧ A) and the ratio between the angle change θroad of the road data and the angle change θexpt of the gyro is equal to or more than a predetermined value A (θroad
/ Θexpt ≧ A) and the ratio between the GPS angle change θGPS and the gyro angle change θexpt is less than a predetermined value B (θGP
If S / θexpt <B) is not satisfied (No in S134), it is impossible to predict that there is a problem in the road data, and therefore, step 13
Proceed to 2. On the other hand, (θroad / θGPS ≧ A) and (θroad
If road / θexpt ≧ A) and (θGPS / θexpt <B) (Yes in S134), the process proceeds to step 135, where data is examined in more detail.

In step 135, in order to compare the data more accurately, the accumulated value of the angle change of the road data when the vehicle travels the predetermined distance Xm roadθroad, the accumulated value of the angle change by the GPS ΣθGPS, and the gyro are used to calculate the angle change. Cumulative value Σ
Calculate θexpt.

In step 136, it is determined whether the distance L from the start of the timer or the reset of the distance start point to the own vehicle position is equal to or longer than a predetermined distance Xm. If it is shorter than the predetermined distance (No in S136), the process returns. On the other hand, when the distance is equal to or longer than the predetermined distance (Yes in S136),
Since the angle change has been sufficiently accumulated, step 137 is executed.
Proceed to.

In step 137, the cumulative value of the angle change ΣθGPS by GPS is smaller than the D% value of the cumulative value of the angle change 道路 θroad of the road data, and the cumulative value Σθexpt of the angle change by the gyro is It is determined whether or not the cumulative value of the angle change amount of the data is smaller than the value of D% of roadθroad.

Here, when any of them is larger than D% of the cumulative value Σθroad of the angle change amount of the road data (S137)
No), it is determined that there is little error between the road data and the actual road, and the process proceeds to step 138. This is because it cannot be concluded that the angle change between the road on the database and the road on which the vehicle is actually running is different in consideration of the measurement error. Cumulative value of angle change of this road data Σ
If it is larger than D% of θroad, in step 138 azimuth comparison is performed. That is, the direction of the road data at the current position is compared with the direction of the GPS. If the orientations are almost the same (S138: Yes), it is determined that the road data and the actual road match, and step 13 is executed.
The process proceeds to step S2, where a control permission command is issued, and a timer end flag is turned off to execute a new determination (S133).
Here, if the orientations do not match (No in S138), the process proceeds to step 146, and the determination is repeated again.

On the other hand, the cumulative value of the angle change amount due to the GPS Σ
θGPS is smaller than the value of D% of the angle change amount of the road data Σθroad, and the cumulative value of the angle change amount of the gyro Σθexpt is smaller than the value of D% of the cumulative value of the angle change amount of the road data Σθroad. Is also smaller (S137 is Ye
s), it is determined that there is a high possibility that the vehicle is traveling in a place different from the road data, and step 13 is performed to make a more detailed determination.
Go to 9.

In step 139, the cumulative value of the angle change に よ る θGPS by the GPS is smaller than the E% value of the cumulative value of the angle change Σθroad of the road data, and the cumulative value Σθexpt of the angle change by the gyro is It is determined whether the cumulative value of the angle change of the data is smaller than the value of E% of the roadθroad. Here, D> E, and the control level is determined based on whether or not E exceeds E, which is smaller than D.

Here, the cumulative value of the angle change by GPS {θGPS or the cumulative value of the angle change by gyro}
When θexpt is larger than the value of E% of the cumulative value of the angle change amount of the road data Σθroad (No in S139), there is a high possibility that the road data deviates from the road data on the database.
Judging that control based on road data cannot be recommended,
The process proceeds to step 143 to inhibit the deceleration control to the high speed.

In this step 143, it is determined whether or not the optimal (recommended) shift speed is the second speed. If the optimum gear is the second speed (S143: Yes), it is considered that the upper limit control is being performed, so the process proceeds to step 144, and the release control to the third speed is started. In this step 144, looking at the optimal gear position, if the gear is the second gear, this is prohibited, and an upper limit third gear command meaning cancellation to the third gear in the corner control is determined. On the other hand, when the optimum gear is not the second speed (S143: No), the process proceeds to step 145 to prevent the speed from being changed to the second speed in the corner control, and FIG.
, The deceleration control to the second speed in the upper limit command value selection processing described later is prohibited.

On the other hand, in the determination in step 139 described above, the cumulative value of the angle change に よ る θGPS due to the GPS and the cumulative value に よ る θexpt of the angle change due to the gyro are the E% of the cumulative value Σθroad of the angle change of the road data. (S139: Yes), it is highly probable that the vehicle deviates significantly from the road data on the database, and it is determined that control based on the road data cannot be recommended. move on.

At step 140, it is determined whether or not the optimal (recommended) shift speed is the third speed or lower. In the case of 3rd gear or less (S140
Is Yes), it is considered that the upper limit is imposed,
Proceeding to S141, the release control is started. That is, the actual gear position is determined, and the upper limit control is smoothly canceled so as not to cause a large change in the behavior of the vehicle (the gear position of the upper limit command is switched to a higher gear position). Specifically, the actual gear is 3
In the case of the first speed, the upper limit command is set to the fourth speed command, and when the actual speed is the second speed, the upper limit command is temporarily switched to the third speed and then switched to the fourth speed to smoothly release the upper limit regulation. .

On the other hand, if it is determined in step 140 that the optimal (recommended) shift speed is the fourth speed exceeding the third speed (S140: No), the process proceeds to step 142, and the deceleration control is prohibited. That is, execution of the above-described optimum gear position determination processing (S10 shown in FIG. 4) and corner control processing (S80 shown in FIG. 4) are prohibited according to various conditions, and the optimum gear position is fixed to the fourth speed. .

Upon completion of step 142 or step 145, the flow advances to step 146 to reset the distance start point. That is, based on the point at this point,
Reset to calculate the cumulative value ΣθGPS, the cumulative value Σθexpt and the cumulative value Σθroad.

FIG. 11 shows an upper limit command value selection process (step 1).
50). The navigation device 10 selects the lowest one of the upper limit command values determined in each of the gear position hold control processing routine (S40) and the corner processing routine (S80) (S152). That is,
For example, when the third speed is set as the upper limit command value in the shift stage hold control process routine (S40) and the second speed is set as the upper limit command value in the corner process routine (S80), the second speed is set as the upper limit command value. select. However, if the selection of the shift speed is restricted in the control correction process, the restriction is followed. Then, the upper limit command value selected in step 152 is commanded to A / TECU 20 (S154). The A / T ECU 20 receives this upper limit command value in step 210 described above.

In this embodiment, the downshift from the fourth speed directly to the second speed is prevented regardless of the optimum gear position. This is to enable smooth deceleration. The downshift to the second speed is performed based on the operation of depressing the brake pedal. This is to confirm a clearer intention of the driver to decelerate, considering that the second-speed engine brake is greater than the third-speed engine brake. Further, the reason why the downshift to the third speed is performed based on the accelerator off is that the driver's operation and the operation of the vehicle are manifestations of the driver's intention, and at that time the driver wants to accelerate at least. Also, because the vehicle behaves in response to downshifting due to the driver's own behavior, the driver does not feel uncomfortable and tends to follow the driver's intention.

In this embodiment, the navigation device 10
And the A / T ECU 20 control each other by communication. However, this control may be performed entirely by either device, or a new assignment may be made. For example, only the routine for determining the optimal gear position from the road data (the “optimal gear position determination processing routine” in the embodiment) is executed by the navigation device 10, and the range in which the gear position is selected by changing the accelerator pedal or the brake pedal is determined. A routine for outputting a command to execute (the “corner processing routine” in the embodiment) is A / TEC
It may be performed in U20. In this case, in the embodiment, the signals of the accelerator sensor and the brake sensor are A
Since it is input to the / T ECU 20, communication waste is reduced.

In the above-described embodiment, the case where the automatic transmission is controlled as the vehicle control based on the road data has been exemplified. However, the vehicle control device according to the present invention may be, for example, a traction control other than the automatic transmission. When the control or the suspension is controlled based on the road data, when the road data does not match the actual road, it can be suitably used to restrict the control based on the road data.

According to the present embodiment, when the control for switching the gear position of the automatic transmission to the low speed side while traveling on a curve is performed based on the detected current position and road data,
The road shape is detected from the detected current position, and the detected road shape is compared with the road shape on the road data. When the two shapes are different, that is, when the vehicle is not traveling on the curve of the road data shape, the speed change is performed. Limit switching of steps. For this reason, based on the road data based on the road shape before the rehabilitation, it is no longer necessary to control the shift speed after the rehabilitation of the road.

[0082]

As described above, according to the present invention, when controlling a vehicle based on the detected current position and road data,
The road shape is detected from the detected current position, and the detected road shape is compared with the road shape in the road data. When the two are different, control of the vehicle is restricted. Therefore, the vehicle is not controlled based on road data different from the actual road shape.

[Brief description of the drawings]

FIG. 1 is a block diagram of a vehicle control device that performs a shift speed control according to an embodiment of the present invention.

FIG. 2 is a graph showing a relationship between a recommended vehicle speed and a curvature of a curve.

FIG. 3 is an explanatory diagram showing the contents of road data according to the embodiment;

FIG. 4 is a flowchart illustrating an upper limit setting routine performed by the navigation device according to the embodiment.

FIG. 5 is a flowchart showing a gear position output routine by an A / T ECU.

FIG. 6 is a flowchart showing a subroutine of an optimal gear position determination process shown in FIG. 4;

FIG. 7 is a flowchart showing a subroutine of a shift hold process shown in FIG. 4;

FIG. 8 is a flowchart showing a subroutine of a corner process shown in FIG. 4;

9 is a flowchart showing a subroutine of a control correction process shown in FIG.

10 is a flowchart showing a data error determination routine shown in FIG.

11 is a flowchart showing a subroutine of an upper limit command value selection process shown in FIG.

12 (A), 12 (B), 12
FIGS. 12C and 12D are explanatory diagrams showing road data and actual road shapes.

[Explanation of symbols]

 Reference Signs List 10 navigation device 20 A / T ECU 30 E / G ECU 50 engine 60 automatic transmission 70 accelerator pedal 72 brake pedal 74 shift lever

Claims (4)

[Claims] A current position detecting means for detecting a current position; a data holding means for holding road data; a current position detected by the current position detecting means; and a road data held by the data holding means. Based on
A control unit that calculates a current position on the road and controls the vehicle based on the current position on the road; a road shape detection unit that detects a road shape based on the current position detected by the current position detection unit; Comparing the road shape detected by the road shape detecting means with the road shape on the road data, and limiting or stopping the vehicle control by the control means when the difference between the two exceeds a predetermined reference. And a vehicle control device comprising: 2. A current position detecting means for detecting a current position, a data holding means for holding road data, a current position detected by the current position detecting means, and a road data held in the data holding means. Based on
Control means for calculating the current position on the road and controlling the vehicle based on the current position on the road; changing the angle of the road from the current position detected by the current position detecting means and changing the road angle on the road data And a road angle determining means for determining whether or not the comparison exceeds a predetermined reference. If the difference is determined to exceed the reference, the vehicle control is limited or stopped. A vehicle control device comprising: a limiting unit. 3. A current position detecting means for detecting a current position, a data holding means for holding road data, a current position detected by the current position detecting means, and a road data held in the data holding means. Based on
Control means for calculating a current position on the road and controlling the vehicle based on the current position on the road; detecting a cumulative value of the angle change amount of the road from the current position detected by the current position detection means; A cumulative value determining unit that determines whether a difference between the detected cumulative value and the cumulative value of the angle change amount based on the road data exceeds a predetermined reference; and the difference is predetermined by the cumulative value determining unit. Limiting means for limiting or stopping the vehicle control by the control means when it is determined that the vehicle control exceeds a certain standard. 4. The vehicle control according to claim 1, wherein the current position detecting means detects a specific physical quantity based on an output of a sensor that electrically detects the physical quantity. apparatus.