WO2013027294A1

WO2013027294A1 - Vehicle control apparatus

Info

Publication number: WO2013027294A1
Application number: PCT/JP2011/069183
Authority: WO
Inventors: 佐藤　啓太; 英司福代
Original assignee: トヨタ自動車株式会社
Priority date: 2011-08-25
Filing date: 2011-08-25
Publication date: 2013-02-28

Abstract

When a manual shift mode is established temporarily, appropriate drive force or decelerating force in accordance with a difference in travel road is ensured. During a travel along a curve or a slope, the time before an automatic shift mode is returned from the temporary manual shift mode is extended compared with the time during a travel along a travel road other than the curve or slope such that a desired drive force or decelerating force can be more easily obtained during the travel along the curve or slope. Further, a desired drive force in response to an increase in the amount of pressing of the accelerator pedal at the exit of the curve (including the vicinity of the exit) or after passing the curve, for example, can be obtained more easily. During a travel along a straight and flat road, the automatic shift mode is returned quickly so that the vehicle can travel at a gear speed determined by the automatic shift mode.

Description

Vehicle control device

The present invention relates to a vehicle control device that temporarily shifts from an automatic shift mode to a manual shift mode when an artificial shift operation is performed while an automatic shift position is selected.

As a shift mode that is a shift control mode of the automatic transmission, for example, an automatic shift mode that shifts the automatic transmission according to a predetermined shift map, and an automatic transmission by a shift operation of a driver (user) regardless of such a shift map. A vehicle equipped with a manual shift mode capable of executing the following shifts is well known. Such a vehicle is provided with a shift position selection device such as a shift lever capable of selecting an automatic shift position for establishing the automatic shift mode and a manual shift position for establishing the manual shift mode. In addition to the shift position selection device, a shift operation device that is manually operated to shift the automatic transmission is provided. When the shift operation device is manually operated even in the automatic shift position, Vehicles that temporarily establish a manual shift mode are also well known. For example, this is the vehicle described in Patent Document 1. This Patent Document 1 discloses that after the temporary manual shift mode is established, the elapsed time from the start of the manual shift mode has reached a specified return time, or the manual shift mode is established. It is disclosed that the temporary manual shift mode is canceled and the automatic shift mode is automatically returned on condition that the continuous depression time of the accelerator pedal has reached a specified return time.

JP 2010-242944 A JP 2008-115964 A

By the way, when the downshift is performed by operating the shift operation device with the intention of increasing the driving force or the deceleration force at the automatic shift position, the return time is set regardless of the road (traveling road) that is running. If it is set uniformly, it may become difficult to generate a desired driving force or deceleration force after returning depending on the travel path, and drivability may be reduced. For example, when traveling down a straight road, if the downshift was performed by operating the speed change operation device in order to obtain a deceleration by approaching the vehicle ahead, the accelerator was turned on because the deceleration was not necessary. Sometimes, it is desired to quickly return to the automatic transmission mode and travel at the gear stage (shift stage) determined in the automatic transmission mode. On the other hand, for example, when a downshift is performed by operating the speed change operation device in order to obtain a deceleration at the time of entering a curve, the elapsed time after the start of the temporary manual speed change mode is set uniformly. If it is returned to the automatic transmission mode due to reaching the time and the upshift is performed, it becomes difficult to obtain the desired deceleration in the middle of the curve, and the deceleration performance deteriorates, or the desired acceleration accompanying the accelerator on at the exit of the curve It is difficult to generate the driving force, and the acceleration performance may be reduced. Also, for example, when a downshift is performed in the same way when entering a curve, the continuation time in which the low accelerator opening is continuously performed in the middle of the curve has reached a uniformly set return time. If the shift is restored to the automatic transmission mode and the upshift is performed, a desired driving force associated with an increase in the amount of accelerator depression at the exit of the curve is difficult to generate, and acceleration performance may be degraded. Thus, when the travel path is a curve, it is desirable to travel while maintaining the downshifted gear as much as possible. Further, such a situation is not limited to the difference between whether the travel path is a straight road or a curve, and the same is true even if the travel path is due to a difference between a flat road or a slope. For example, when traveling down an uphill road and downshifting is performed by operating the speed change operation device in order to obtain driving force, it is returned to the automatic speed change mode and upshifted as in curve travel. In addition, it is difficult to obtain a desired driving force in the middle of an uphill road, and there is a possibility that traveling performance may be deteriorated. Also, for example, when a downshift is performed by operating the shift operation device in order to obtain deceleration when traveling on a downhill road, the vehicle is returned to the automatic shift mode and upshifted in the same manner as in curve travel. Then, it is difficult to obtain a desired deceleration on the downhill road, and the deceleration performance may be deteriorated. The above-described problem is not known, and it has not yet been proposed to change the condition for automatically returning to the automatic shift mode when the vehicle is in the temporary manual shift mode depending on the difference in the travel path.

The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide an appropriate driving force according to the difference in travel path when the manual shift mode is temporarily established. An object of the present invention is to provide a vehicle control device capable of securing a deceleration force.

The gist of the first invention for achieving the above object is that (a) an automatic transmission position for establishing an automatic transmission mode for automatically shifting the automatic transmission and the automatic transmission is shifted by an artificial transmission operation. A shift position selection device that can select a manual shift position that establishes the manual shift mode to be established, and a shift operation device that is manually operated to shift the automatic transmission. When the gear shift operating device is operated manually, the manual gear shift mode is temporarily established, and the time when the manual gear shift mode is established or the accelerator is on continuously during the manual gear shift mode is established. The vehicle that cancels the manual shift mode and automatically returns to the automatic shift mode when the continuation time that has been achieved reaches the return time. (B) When the manual shift mode is temporarily established and the vehicle is traveling on a curve or traveling on a slope, the traveling path other than either the curve or the slope Compared to the case where the vehicle is traveling, the time until returning to the automatic transmission mode is lengthened.

In this way, when traveling on a curve or traveling on a slope, it takes longer to return from the temporary manual transmission mode to the automatic transmission mode than when traveling on a traveling road other than one of the curve and the slope. Therefore, for example, it becomes easy to obtain a desired driving force and deceleration force during traveling on a curve or traveling on a slope. In addition, for example, it becomes easy to obtain a desired driving force when the accelerator is turned on or the accelerator is stepped on after the curve exit or after passing the curve. Further, during traveling on a straight road and a flat road, the vehicle can quickly return to the automatic transmission mode and travel at the gear stage determined in the automatic transmission mode. Therefore, when the manual shift mode is temporarily established, it is possible to ensure an appropriate driving force or deceleration force corresponding to the difference in the travel path.

Here, the second invention is the vehicle control apparatus according to the first invention, wherein when the vehicle is traveling on a curve, the degree of the curve is larger, or when the vehicle is traveling on a slope, the road surface. The larger the gradient is, the longer the return time is. In this manner, the greater the degree of curve or the greater the road surface gradient, the easier it is to obtain greater driving force and deceleration force.

According to a third aspect of the present invention, in the vehicle control apparatus according to the first aspect of the present invention, during the curve traveling or the slope traveling, the return to the automatic transmission mode is waited for, so that the curve and the slope are Compared to the case where the vehicle is traveling on a road other than any one of the above, the time required to return to the automatic transmission mode is increased. In this way, it becomes easier to obtain a desired driving force and deceleration force, for example, while driving on a curve or traveling on a slope. Further, for example, it becomes easier to obtain a desired driving force in accordance with accelerator on or accelerator depression after a curve exit or after passing a curve.

According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, the steering angle of the steering wheel, the yaw angular velocity of the vehicle, and the road map of the navigation system It is to determine that the vehicle is traveling on the curve based on at least one of the information. In this way, it is appropriately determined that the vehicle is traveling on a curve, and a desired driving force and deceleration force can be easily obtained while the vehicle is traveling on a curve, or after a curve exit or passing through a curve.

According to a fifth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, at least one of the longitudinal acceleration of the vehicle and road map information of the navigation system. To determine that the vehicle is traveling on the slope. In this way, it is appropriately determined that the vehicle is traveling on a slope, and a desired driving force and deceleration force can be easily obtained while traveling on a slope.

It is a figure explaining the schematic structure of the power transmission path | route which comprises the vehicle to which this invention is applied, and is a figure explaining the principal part of the control system provided in the vehicle. It is a figure which shows an example of the power transmission operation apparatus provided with the shift lever which can select a multiple types of shift position. It is a figure which shows an example of the paddle switch provided separately from the shift lever in order to perform gear shifting operation. It is a functional block diagram explaining the principal part of the control function of an electronic controller. It is a figure which shows an example of the return time for curves according to the degree of the curve calculated | required and memorize | stored previously, or the return time for slopes according to the road surface gradient calculated | required and memorize | stored beforehand. 7 is a flowchart for explaining a control operation for securing an appropriate driving force or deceleration force according to a difference in a traveling path when a manual shift mode is temporarily established, that is, a main part of a control operation of the electronic control device. . It is a time chart at the time of performing the control action shown in the flow chart of Drawing 6, and is an example at the time of curve run. It is a time chart at the time of performing the control action shown in the flowchart of Drawing 6, and is an example at the time of straight road and flat road running.

In the present invention, preferably, the vehicle transmits, for example, power of a driving force source to driving wheels via a power transmission device such as the automatic transmission. Further, as the automatic transmission, for example, a known planetary gear type automatic transmission having a plurality of gear stages, or a plurality of pairs of transmission gears that are always meshed and are engaged with each other is driven by a hydraulic actuator. A known synchronously meshed parallel two-shaft automatic transmission, in which the gear stage is automatically switched by setting the power transmission state alternatively by the device, comprising two systems of input shafts, each having a clutch on the input shaft of each system Connections are so-called DCT (Dual Clutch Transmission), which is a type of synchronous mesh type parallel two-shaft automatic transmission that is connected to even and odd stages, respectively, and a transmission belt is wound around a pair of variable pulleys and there is no gear ratio A so-called belt-type continuously variable transmission that is continuously changed in stages, a pair of cones that are rotated around a common axis, and a plurality of rollers that can rotate about a rotation center that intersects the axis A so-called traction type continuously variable transmission in which the transmission ratio is variable by changing the crossing angle between the rotation center of the roller and the shaft center by being pinched between the pair of cones, or the power from the engine. A differential mechanism configured by, for example, a planetary gear device that distributes to one motor and an output shaft, and a second motor provided on the output shaft of the differential mechanism, and from the engine by the differential action of the differential mechanism The gear ratio is electrically changed by mechanically transmitting the main part of the power to the drive wheel side and electrically transmitting the remaining part of the power from the engine using the electric path from the first motor to the second motor. An automatic transmission that functions as an electric continuously variable transmission. Further, as the driving force source, for example, a gasoline engine such as an internal combustion engine that generates power by combustion of fuel or a diesel engine is preferably used, but other prime movers such as an electric motor are employed alone or in combination with the engine. You can also

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 24 constituting a vehicle 10 to which the present invention is applied, and also illustrates a main part of a control system provided in the vehicle 10. It is a figure to do. In FIG. 1, an automatic transmission 16 such as a known planetary gear type automatic transmission or a belt-type continuously variable transmission, for example, is an engine as a driving force source for traveling in a transmission case as a non-rotating member attached to a vehicle body. The 12 crankshafts are operatively connected via a torque converter 14. The power generated by the engine 12 is input to the automatic transmission 16 via the torque converter 14, and from the output shaft 18 of the automatic transmission 16 to a differential gear device (differential gear) 20 and a pair of axles (drive shaft) 22. Etc. are sequentially transmitted to the left and right drive wheels 24. Further, the vehicle 10 is provided with, for example, a navigation system 30 (hereinafter referred to as a navigation 30).

The navigation 30 includes a storage medium 32 such as a CD-ROM, DVD-ROM, or HDD (hard disk drive), and has a function of executing known navigation control using road map information Snavi stored in the storage medium 32. Have. The storage medium 32 includes, for example, start point coordinates and end point coordinates defined by nodes, and travel route information for each link as a plurality of sections connecting the nodes as a plurality of points specified by road map information Snavi. The average curvature and average gradient, road type such as general roads, expressways and one-way streets, and information on each node such as passing points on intersections and straight roads are stored. Note that the road map information Snavi such as the travel route information stored in the storage medium 32 is fixed information that cannot be normally rewritten, for example. However, media such as a CD-ROM or DVD-ROM may be replaced or update software may be used. It can be updated by rewriting the contents of the HDD.

In addition, the vehicle 10 of this embodiment includes an automatic transmission mode in which the automatic transmission 16 is shifted according to a known shift map as a predetermined relationship, and a manual transmission mode in which the automatic transmission 16 can be shifted by a user's shifting operation. The transmission mode of the automatic transmission 16 can be switched between Therefore, the vehicle 10 has an automatic shift position for setting the shift mode to the automatic shift mode (that is, establishing the automatic shift mode) and a manual shift mode for setting the shift mode (that is, establishing the manual shift mode). 2 is provided with a shift lever 50 as a shift position selection device capable of selecting a plurality of types of shift positions P _SH including a manual shift position for manual operation. Is disposed beside the driver's seat, for example.

In FIG. 2, the shift lever 50 is a parking position (P position) for setting the neutral state in which the power transmission path in the automatic transmission 16 is interrupted, that is, the neutral state, and locking the output shaft 18 of the automatic transmission 16. “P (parking)”, “R (reverse)” which is the reverse traveling position (R position) for reverse traveling, “N (neutral)” which is the neutral position (N position) for achieving the neutral state, automatic Automatic shift for executing automatic shift control for establishing a shift mode and switching the gear stage of the automatic transmission 16 to one of a plurality of gear stages (shift stages) set in the automatic transmission 16 according to a known shift map “D (drive)” which is an automatic traveling position (drive position, D position) for advance as a position, or A forward shift as a manual shift position for executing a manual shift control that establishes a dynamic shift mode and switches the gear stage of the automatic transmission 16 to one of the plurality of gear stages according to the shift operation of the shift lever 50. It is provided to be manually operated to “M (manual)” which is a manual travel position (manual position, M position). When the automatic transmission 16 is a continuously variable transmission, the automatic transmission control is executed within the change range of the gear ratio γ that can be changed by the automatic transmission 16 by establishing the automatic transmission mode at the D position. Let Further, at the M position, the manual transmission mode is established, and the shift control of the automatic transmission 16 is executed so that the gear ratio γ corresponding to the gear stage changed according to the shift operation of the shift lever 50 is obtained.

The M position is provided, for example, adjacent to the width direction of the vehicle 10 at the same position as the D position in the front-rear direction of the vehicle 10, and the automatic transmission 16 is operated by operating the shift lever 50 to the M position. Is changed to one of a plurality of gear stages set in the automatic transmission 16 according to the operation of the shift lever 50. Specifically, the M position is provided with an upshift position “+” and a downshift position “−” in the front-rear direction of the vehicle 10, and the shift lever 50 has their upshift position “+”. Alternatively, when the gear is operated to the downshift position “−”, the gear is switched to one of the above gear stages. Thereby, based on the user operation of the shift lever 50, it changes to a desired gear stage. The shift lever 50 is automatically returned from the upshift position “+” or the downshift position “−” to the M position by an urging means such as a spring.

Further, the vehicle 10 has a paddle switch 54 as a shift operation device capable of performing a shift operation equivalent to the shift operation by the shift lever 50 to the upshift position “+” or the downshift position “−” in the M position. Is provided. FIG. 3 is a view showing an example of a paddle switch 54 provided separately from the shift lever 50 for performing a speed change operation. In FIG. 3, a paddle switch 54 is mounted on a steering wheel 56, and an upshift switch 58 and a downshift switch 60 are provided. For example, the upshift switch 58 and the downshift switch 60 can be operated in the same manner as the shift operation by the shift lever 50 by operating to the driver side while holding the steering wheel 56. Specifically, when the upshift switch 58 or the downshift switch 60 is operated while the shift lever 50 is operated to the M position, the gear stage of the automatic transmission 16 is set to the automatic transmission 16. It is switched to one of a plurality of gear stages. Thus, in the manual shift mode, the gear is switched to a desired gear stage based on the user operation of the paddle switch 54. The paddle switch 54 is automatically returned to the initial position by a biasing means such as a spring.

In this embodiment, even when the D position is selected by the shift lever 50, it is possible to temporarily shift to the manual shift mode by a shift operation using the paddle switch 54. Specifically, when the upshift switch 58 or the downshift switch 60 is artificially operated at the D position, the manual transmission mode is temporarily established, and the automatic transmission according to the user operation of the paddle switch 54 Sixteen gear stages are switched.

Returning to FIG. 1, the vehicle 10 is provided with an electronic control device 100 including a control device related to the shift control of the automatic transmission 16, for example. The electronic control device 100 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. For example, the electronic control unit 100 executes output control of the engine 12, shift control of the automatic transmission 16, and the like, and is divided into engine control, hydraulic control (shift control), and the like as necessary. Configured. The electronic control unit 100 includes various sensors (for example,

rotational speed sensors

70, 72, 74, accelerator opening sensor 76, throttle valve opening sensor 78, air flow meter 80, shift position sensor 82, upshift switch 58, downshift switch 60, the longitudinal G sensor 84, lateral G sensor 86, a yaw rate sensor 88, a steering sensor 90, the navigation 30, etc.) detected various signals by (for example, engine rotational speed _{N E,} a turbine rotational speed _{N T} or transmission Transmission output rotational speed N _OUT corresponding to the input rotational speed N _IN , vehicle speed V, accelerator opening Acc, throttle valve opening θ _TH , intake air amount Q _AIR , shift position P _SH of shift lever 50, switch operation S _UP , switch operation _{S DN,} before and after acceleration G of the vehicle 10, car Lateral acceleration G of 10, the yaw angular velocity (yaw rate) R Y is a rotation angular velocity around the vertical axis of the vehicle _10, the steering angle theta _SW and the steering direction of the steering wheel 56, such as a road map information Snavi) are supplied. Further, from the electronic control unit 100, for example, an engine output control command signal S _{E for} controlling the output of the engine 12, a hydraulic pressure command signal S _P for operating a hydraulic control circuit 26 for controlling the hydraulic actuator of the automatic transmission 16 is provided. Etc. are output respectively.

FIG. 4 is a functional block diagram for explaining a main part of the control function by the electronic control unit 100. In FIG. 4, the engine output control means, that is, the engine output control unit 102 controls the opening / closing of the electronic throttle valve 74 by a throttle actuator for throttle control, for example, and controls the fuel injection amount by the fuel injection device for fuel injection amount control. control, and it outputs the engine output control command signal S _E for controlling the ignition device such as an igniter for ignition timing control.

The shift control means, that is, the shift control unit 104 executes shift control of the automatic transmission 16. Specifically, when the shift control unit 104 determines that the shift position P _SH is the D position, the shift control unit 104 establishes the automatic shift mode as the shift mode, for example, a known relationship (shift map, shift diagram). the actual hydraulic pressure controlling the hydraulic pressure command signal S _P to perform the automatic shift control of the automatic transmission 16 as the vehicle speed V and the gear stage is determined on the basis of the vehicle condition represented by the accelerator opening Acc (gear ratio) is obtained from Output to the circuit 26. Thereby, the shift of the automatic transmission 16 is automatically controlled in the automatic shift mode at the D position. Further, when the shift control unit 104 determines that the shift position P _SH is the M position, the shift control unit 104 establishes the manual shift mode as the shift mode, for example, without depending on the shift map, the shift lever 50 or the paddle switch and outputs a pressure command signal S _P to perform shift control of the automatic transmission 16 as shift speed corresponding to the speed change operation by the user (speed ratio) is obtained to the hydraulic control circuit 26 in 54. Thereby, in the manual shift mode at the M position, the gear is switched to a desired gear according to the user operation. If the shift control unit 104 determines that the paddle switch 54 has been operated when the shift position P _SH is the D position, the shift control unit 104 temporarily establishes the manual shift mode instead of the automatic shift mode as the shift mode. Te, and outputs a hydraulic pressure command signal S _P to perform shift control of the automatic transmission 16 as shift speed corresponding to the speed change operation by a user in a paddle switch 54 (gear ratio) is obtained to the hydraulic control circuit 26. As a result, in the temporary manual shift mode at the D position, the gear is switched to a desired gear according to the user operation.

Further, the shift control unit 104 determines whether or not an automatic return condition for automatically returning from the temporary manual shift mode to the automatic shift mode is satisfied while the temporary manual shift mode at the D position is established. Determine whether. If it is determined that the automatic return condition is satisfied, the shift control unit 104 releases the temporary manual shift mode and automatically returns to the D-position automatic shift mode. The automatic return condition is, for example, when the accelerator-on state continues for a predetermined return time Tret or more (that is, when the duration time during which the accelerator is continuously turned on reaches the predetermined return time Tret), or the vehicle It is established when 10 stops.

By the way, when the vehicle is traveling on a straight road at the D position, for example, when the downshift is performed by the downshift switch 60 together with the accelerator off, when the accelerator is subsequently turned on, the automatic transmission mode is quickly restored. It is desired that the vehicle travels at the gear stage (shift stage) determined in (1). On the other hand, for example, when a downshift is performed by the downshift switch 60 with the accelerator off at the time of entering the curve, the downshift is performed while driving on the curve, considering the acceleration performance accompanying the accelerator depressing after exiting the curve or passing the curve It is desirable to drive while maintaining the gear stage as much as possible. For example, when downshifting is performed by the downshift switch 60 in order to increase the driving force when traveling on an uphill road, considering the running performance on the uphill road, downshifting is performed during uphill road travel. It is desirable to travel while maintaining as much as possible the gear position. In addition, for example, when downshifting is performed by the downshift switch 60 in order to obtain deceleration when traveling on a downhill road, considering the deceleration performance in the middle of the downhill road, the downshift was performed while traveling on the downhill road. It is desirable to drive while maintaining the gear stage as much as possible. Therefore, if the return time Tret is uniformly set regardless of the travel path, it becomes difficult to generate a desired driving force or deceleration force after returning to the automatic transmission mode depending on the travel path. Drivability may be reduced.

Therefore, when the manual shift mode is temporarily established and the vehicle is traveling on a curve or traveling on a slope, the transmission control unit 104 can travel on a traveling path other than one of the curve and the slope (for example, a straight road). In addition, as compared with the case where the vehicle is traveling on a flat road, the time until the temporary manual shift mode is returned to the automatic shift mode is lengthened.

Specifically, the shift control unit 104 includes return time setting means for setting a return time Tret according to each travel path, that is, a return time setting unit 106.

The travel path determination means, that is, the travel path determination unit 108, for example, is traveling in a curve based on at least one of the steering angle θ _SW of the steering wheel 56, the yaw rate R _{Y of the} vehicle 10, and the road map information Snavi of the navigation 30. It is determined whether or not there is. For example, the travel path determination unit 108 determines whether or not the vehicle is traveling on a curve based on whether or not the steering angle θ _SW of the steering wheel 56 corresponding to the degree of the curve is greater than or equal to a predetermined steering angle. Alternatively, the travel path determination unit 108 calculates the degree of the curve (for example, the curvature) on the currently traveled travel path based on the steering angle θ _SW of the steering wheel 56, and whether or not the degree of the curve is greater than or equal to a predetermined degree. Whether or not the vehicle is running on a curve is determined based on whether the vehicle is traveling on a curve. Alternatively, the travel path determination unit 108 calculates the degree of curve (for example, curvature) on the travel path that is currently running based on the yaw rate _RY and the vehicle speed V of the vehicle 10, and the degree of the curve is greater than or equal to a predetermined degree. Whether or not the vehicle is traveling on a curve is determined based on whether or not the vehicle is traveling. Alternatively, the traveling road determination unit 108 detects the degree of the curve (for example, the curvature) on the traveling road that is currently running based on the road map information Snavi of the navigation 30, and determines whether or not the degree of the curve is greater than or equal to a predetermined degree. Based on the above, it is determined whether or not the vehicle is running on a curve. The predetermined steering angle and the predetermined degree are curves such that, for example, it is necessary to increase the time required to return from the temporary manual shift mode to the automatic shift mode, rather than during traveling on a straight road and a flat road. It is a curve judgment value obtained and set experimentally in advance for judgment.

Further, the traveling road determination unit 108 determines whether or not the vehicle is traveling on a hill based on, for example, at least one of the longitudinal acceleration G of the vehicle 10 and the road map information Snavi of the navigation 30. For example, the traveling road determination unit 108, and the engine torque T _E that is currently generated from previously obtained with stored relationship for obtaining the reference acceleration G _K should be generated (reference acceleration map) during running on a flat road A reference acceleration _GK is calculated based on the vehicle speed V. Then, the traveling road determination unit 108 calculates the road surface gradient on the currently traveling road based on the absolute value of the acceleration difference G ′ (= G _K −G) between the reference acceleration G _K and the actual longitudinal acceleration G. In addition, it is determined whether or not the vehicle is traveling on a slope based on whether or not the road surface gradient is equal to or greater than a predetermined gradient, and when the acceleration difference G ′ is a positive value, the slope is determined to be an uphill road. When the acceleration difference G ′ is a negative value, it is determined that the slope is a descending slope. Alternatively, the traveling road determination unit 108 detects a road surface gradient on the currently traveling road based on the road map information Snavi of the navigation 30, and is traveling on a slope based on whether the road surface gradient is equal to or greater than a predetermined gradient. And whether the slope is an uphill road or a downhill road is determined based on the traveling direction. The predetermined gradient is determined in advance to determine that the slope is a slope that requires a longer time to return from the temporary manual shift mode to the automatic shift mode than when traveling on a straight road and a flat road, for example. It is a slope judgment value obtained and set experimentally.

The return time setting unit 106, when the manual shift mode is temporarily established, determines that the travel time determination unit 108 determines that the vehicle is not traveling on a curve and that the vehicle is not traveling on a slope. Tret is set to a straight road return time TretS, which is a setting value for straight road travel and flat road travel. On the other hand, the return time setting unit 106 uses the return time Tret for the straight road when the travel path determination unit 108 determines that the vehicle is traveling on a curve when the manual shift mode is temporarily established. It is set to a curve return time TretC, which is a set value for curve travel that is longer than the return time TretS. In addition, when the manual shift mode is temporarily established, the return time setting unit 106 uses the return time Tret for the straight road when the travel path determination unit 108 determines that the vehicle is traveling on a slope. It is set to a slope return time TretH, which is a set value for running on a slope that is longer than the return time TretS. In this way, by setting the return time Tret, when the vehicle is traveling on a curve or traveling on a slope, the vehicle is traveling on a traveling road other than one of the curve and the slope (for example, a straight road and a flat road). As compared with the above, the time until the temporary manual shift mode is returned to the automatic shift mode is lengthened.

Further, as shown in FIG. 5, the return time setting unit 106 increases the curve return time TretC as the degree of the curve calculated (detected) by the travel path determination unit 108 (for example, the steering angle θ _SW , the curvature, etc.) increases. May be set longer. Further, as shown in FIG. 5, the return time setting unit 106 may set the slope return time TretH longer as the road surface gradient calculated (detected) by the traveling road determination unit 108 is larger.

FIG. 6 shows the control operation of the electronic control device 100, that is, the control operation for ensuring an appropriate driving force or deceleration force according to the difference in the travel path when the manual shift mode is temporarily established. This is a flowchart to be described, and is repeatedly executed with an extremely short cycle time of about several milliseconds to several tens of milliseconds, for example. 7 and 8 are time charts when the control operation shown in the flowchart of FIG. 6 is executed. FIG. 7 shows a case of running on a curve, and FIG. 8 shows a case of running on a straight road and a flat road.

In FIG. 6, first, in step (hereinafter, step is omitted) S10 corresponding to the shift control unit 104, it is determined whether or not the paddle switch 54 is operated when the shift position P _SH is the D position, for example. . If the determination in S10 is negative, this routine is terminated. If the determination is affirmative, in S20 corresponding to the travel path determination unit 108, for example, it is determined whether or not the vehicle is traveling on a curve. It is also determined whether the vehicle is traveling on a slope. If the determination at S10 is affirmative, the manual shift mode is temporarily established (time t1 in FIG. 7, time t1 in FIG. 8). If it is determined that the vehicle is traveling on a curve and the determination in S20 is affirmative, in S30 corresponding to the return time setting unit 106, the return time Tret is set to a curve return time TretC that is a set value for curve travel. (Time t3 in FIG. 7). Alternatively, when it is determined that the vehicle is traveling on a hill and the determination in S20 is affirmative, in S30 corresponding to the return time setting unit 106, the return time Tret is set to the hill road return time TretH, which is a setting value for running on a hill. Is set. On the other hand, when it is not determined that the vehicle is traveling on a curve and the determination in S20 is negative without determining that the vehicle is traveling on a slope, the return time Tret is determined to be a straight road in S40 corresponding to the return time setting unit 106. And a straight road return time TretS, which is a set value for running on a flat road (at time t1 in FIG. 8).

In FIG. 7, the curve return time TretC in which the return time Tret is made longer than the straight road return time TretS because the determination during the curve running is made when the manual shift mode is temporarily established. Therefore, unlike the case where the straight road return time TretS is set (broken line in FIG. 7), it is not possible to return to the automatic transmission mode when the accelerator is on during the curve. Even when the accelerator is stepped on from the vicinity of the curve exit, the gear stage downshifted by the shifting operation of the paddle switch 54 is maintained as it is, and an appropriate driving torque can be obtained at that gear stage. Further, in FIG. 8, when the manual shift mode is temporarily established, it is not determined whether the vehicle is traveling on a curve or on a slope, so that the return time Tret is relatively shortened. Since the time TretS is set, the automatic shift mode is quickly restored by turning on the accelerator. Although not shown in the figure, the paddle switch 54 can be compared with the case where the straight road return time TretS is set even during traveling on an uphill road when the manual shift mode is temporarily established. The gear stage downshifted by the shifting operation is easily maintained as it is, and an appropriate driving torque can be obtained at that gear stage. Although not shown in the figure, the paddle switch 54 is also compared to the case where the straight road return time TretS is set even during traveling on a downhill road when the manual shift mode is temporarily established. The gear stage downshifted by the shifting operation is easily maintained as it is, and an appropriate deceleration torque can be obtained at that gear stage.

As described above, according to the present embodiment, when traveling on a curve or traveling on a slope, it is possible to return from the temporary manual transmission mode to the automatic transmission mode than when traveling on a traveling path other than one of the curve and the slope. Therefore, it is easy to obtain a desired driving force and deceleration force during traveling on a curve or traveling on a slope. Further, for example, it becomes easy to obtain a desired driving force associated with an increase in accelerator depression after a curve exit (including the vicinity of the exit) or after passing the curve. Further, during traveling on a straight road and a flat road, the vehicle can quickly return to the automatic transmission mode and travel at the gear stage determined in the automatic transmission mode. Therefore, when the manual shift mode is temporarily established, it is possible to ensure an appropriate driving force or deceleration force corresponding to the difference in the travel path.

Further, according to the present embodiment, the return time Tret is lengthened as the degree of the curve increases when traveling on a curve, or as the road surface gradient increases when traveling on a slope, so the degree of curve is increased. A larger driving force or a deceleration force is more likely to be obtained as the vehicle speed increases or the road surface gradient increases.

Further, according to the present embodiment, whether or not the vehicle is running on a curve based on at least one of the steering angle θ _SW of the steering wheel 56, the yaw rate R _{Y of the} vehicle 10, and the road map information Snavi of the navigation 30. Therefore, it is appropriately determined that the vehicle is traveling on a curve, and a desired driving force and deceleration force can be easily obtained while traveling on a curve, after exiting a curve, or after passing a curve.

Further, according to the present embodiment, since it is determined whether or not the vehicle is traveling on a slope based on at least one of the longitudinal acceleration G of the vehicle 10 and the road map information Snavi of the navigation 30, the vehicle is traveling on a slope. It is appropriately determined that the desired driving force and deceleration force are easily obtained during traveling on the slope.

As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the above-described embodiment, the automatic return condition for canceling the temporary manual shift mode and automatically returning to the D-position automatic shift mode is that the accelerator is continuously turned on while the manual shift mode is established. However, the present invention is not limited to this. For example, the elapsed time after the manual shift mode is established may be the time when the return time Tret ′ is reached. The present invention is also applied to such a return time Tret ', and the same effects as those in the above-described embodiment can be obtained. In particular, it becomes easier to obtain a desired driving force associated with accelerator-on after a curve exit (including the vicinity of the exit) or after passing the curve.

Further, in the above-described embodiment, when the vehicle is traveling on a curve or on a slope, the curve return time TretC or the slope return time TretH that is longer than the straight road return time TretS is set. Compared with the case where the vehicle is traveling on a road other than one of the slope and the road (for example, a straight road and a flat road), the time until returning from the temporary manual shift mode to the automatic shift mode is increased. Not limited to. For example, during curve travel or slope travel, a return determination based on the return time Tret is not performed, but a return to the automatic transmission mode is waited to wait for a travel path other than a curve or a slope (for example, a straight line) Compared with a case where the vehicle is traveling on a road and a flat road, the time required to return from the temporary manual shift mode to the automatic shift mode may be made longer. In this way, it becomes easier to obtain a desired driving force and deceleration force more appropriately during traveling on a curve or traveling on a slope. In addition, it becomes easier to obtain a desired driving force as the accelerator is turned on or the accelerator is stepped on after the curve exit (including the vicinity of the exit) or after passing the curve.

Further, in the above-described embodiment, the return time Tret is set to the slope return time TretH, which is a set value for slope travel during slope travel. However, the present invention is not limited to this, for example, for uphill travel and downhill travel. The slope return time TretH set to a different value for each may be used.

Further, in the above-described embodiment, the manual shift mode is a gear-fixed mode in which the shift speed (speed ratio) is designated according to the operation of the shift lever 50 or the paddle switch 54. The shift range may be fixed so that a so-called manual range that restricts the use of a high speed (high vehicle speed side) shift stage (speed ratio) is set.

In the above-described embodiment, the steering wheel is used as a shift operation device that can perform a shift operation equivalent to the shift operation by the shift lever 50 to the upshift position “+” or the downshift position “−” in the M position. Although the paddle switch 54 mounted on 56 is illustrated, the present invention is not limited to this. For example, the speed change operation device may be a steering wheel spoke provided near the steering wheel pad or a steering switch provided on the steering wheel ring. In short, any operation device that is provided separately from the shift lever 50 and can perform a speed change operation may be used.

Further, in the above-described embodiment, the navigation 30, the yaw rate sensor 88, and the steering sensor 90 are provided in the vehicle 10. However, it is necessary to acquire a signal used when determining whether or not the vehicle is traveling on a curve. It only has to be equipped. That is, whether or not the vehicle is traveling on a curve may be determined based on at least one of the steering angle θ _SW of the steering wheel 56, the yaw rate R _{Y of the} vehicle 10, and the road map information Snavi of the navigation 30. For example, if it is determined whether or not the vehicle is traveling on a curve based on the steering angle θ _SW , the navigation 30 and the yaw rate sensor 88 may not be provided. The determination of whether or not the vehicle is traveling on a curve is not limited to the method described above, but may be made by any method.

Further, in the above-described embodiment, the navigation 30 and the front / rear G sensor 84 are provided in the vehicle 10, but those necessary for acquiring a signal used when determining whether or not the vehicle is traveling on a slope are provided. It only has to be done. In other words, whether or not the vehicle is traveling on a slope may be determined based on at least one of the longitudinal acceleration G of the vehicle 10 and the road map information Snavi of the navigation 30. If it is determined whether or not the vehicle is traveling, the navigation 30 may not be provided. Note that the determination of whether or not the vehicle is traveling on a slope is not limited to the above-described method, and may be made by some method.

It should be noted that what has been described above is only one embodiment, and the present invention can be carried out in various modifications and improvements based on the knowledge of those skilled in the art.

10: Vehicle 16: Automatic transmission 30: Navigation system 50: Shift lever (shift position selection device)
54: Paddle switch (shifting operation device)
56: Steering wheel 100: Electronic control device (control device)

Claims

Shift position selection device capable of selecting an automatic shift position for establishing an automatic shift mode for automatically shifting an automatic transmission and a manual shift position for establishing a manual shift mode for shifting the automatic transmission by an artificial shift operation And a shift operation device that is manually operated to shift the automatic transmission, and when the shift operation device is manually operated at the automatic shift position, the manual shift mode is temporarily If the elapsed time from the establishment of the manual transmission mode or the continuation time during which the accelerator is continuously turned on while the manual transmission mode is established reaches the return time, the manual transmission mode is set. A vehicle control device for releasing and automatically returning to the automatic transmission mode,
When the manual shift mode is temporarily established and the vehicle is traveling on a curve or traveling on a slope, it is compared with the case where the vehicle is traveling on a traveling road other than a curve or a slope. A vehicle control device characterized in that the time until returning to the automatic transmission mode is lengthened.
2. The vehicle according to claim 1, wherein when the vehicle is traveling on a curve, the return time is increased as the degree of the curve is increased, or when the vehicle is traveling on a slope, the road surface gradient is increased. Control device.
During the curve traveling or the slope traveling, the automatic shifting mode is changed to the automatic shifting mode by waiting for the return to the automatic shifting mode as compared with the case of traveling on a traveling path other than the curve or the slope. The vehicle control device according to claim 1, wherein the time until the vehicle is restored is lengthened.
4. The vehicle according to claim 1, wherein the vehicle is determined to be traveling based on at least one of a steering angle of a steering wheel, a yaw angular velocity of the vehicle, and road map information of a navigation system. The vehicle control device according to any one of the preceding claims.
4. The vehicle according to claim 1, wherein the vehicle is determined to be traveling on a slope based on at least one of the longitudinal acceleration of the vehicle and road map information of a navigation system. 5. Vehicle control device.