JP2000142180A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform a control so as to regularly have an optimum change gear ratio and an optimum driving force by successively calculating the optimum driving force by a drive force arithmetic means on the basis of a successively calculated optimum change gear ratio to instruct it to a driving force operating means, and successively operating a driving force by the driving force operating means so as to have the optimum driving force. SOLUTION: An engine control part 5 has a driving force arithmetic means 5a consisting of a computer unit, which inputs a signal from the change gear ratio arithmetic means 10a of a navigation speed change control means 10 to perform a calculation so as to keep the present driving force in a change gear ratio set by an arithmetic means, and the result is outputted to an electronic throttle system and an ignition timing control system which are engine operating means 7. A continuously variable transmission control part 6 has a general traveling control means 6a for inputting the signal from an engine rotating speed sensor 2f, a vehicle speed sensor 3c and a mode selection part 11 and setting the change gear ratio so as to have the best fuel consumption characteristic or maximum power characteristic selected by the mode selection part.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device for transmitting power from a drive source to wheels via an automatic transmission, and more particularly to a road condition (particularly curves and corners) recognized by a navigation device. The present invention relates to a vehicle control device that controls the automatic transmission and the drive source so as to conform to the above.

The automatic transmission is preferably a belt-type or toroidal-type continuously variable transmission (hereinafter referred to as CVT) used together with a drive source such as an internal combustion engine or an electric motor. The automatic transmission may be an automatic transmission (AT), and further includes an electric control device that is used in a hybrid vehicle having an internal combustion engine and an electric motor or an electric vehicle having an electric motor and outputs a continuously variable transmission by controlling a motor generator.

[0003]

2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Application Laid-Open No. 9-109729, when a vehicle travels on a curved road, a navigation device detects the curved road ahead and controls the automatic transmission and the engine operating state. A driving force control device corresponding to the road information ahead of a vehicle to be driven has been devised. This calculates a target engine operation state for generating an engine brake required in a curved road ahead of the vehicle, detects a position of the vehicle approaching the curved front road, and detects the approach position of the vehicle to the curved road. Before the driver releases the accelerator pedal upon entry, the automatic transmission is controlled to shift so that the target engine operating state is achieved, and the change in the shift control involves a change in wheel driving force. The throttle opening is controlled so that it does not occur.

[0004] Thus, when the driver releases the accelerator pedal, the vehicle that matches the curved road condition is decelerated with good engine braking as requested, and the foot brake is heavily used during traveling on a curved road. Before the accelerator pedal is released, a change in the wheel driving force is not caused by the shift of the automatic transmission.

[0005]

As shown in FIG. 11, the above-mentioned road-based driving force control device calculates the radius of curvature r of a curved road through which the vehicle passes after a predetermined time (for example, 10 seconds). A target engine speed capable of generating the engine brake required by the radius of curvature and a target gear ratio for realizing the engine speed are calculated, and the target engine speed is obtained from the equi-horsepower curve of the engine performance diagram. The target throttle opening which maintains the current vehicle driving force in the number is calculated.

[0006] Then, at the front curved road detection point R, a point at which the driver is approaching the curved road by a fixed distance (or a fixed time) from the curved road start point P is depressed by an accelerator pedal for deceleration. At a point S (operating point change end point) slightly before the accelerator pedal releasing point T, the calculated target engine speed, target gear ratio, and target throttle opening are calculated. An operation point change start point Q for ending the change is obtained.

Therefore, in the control device, each control point R, Q, S is uniquely set for one curved road, and only when the accelerator pedal is released between the points S, P ,
Although it is possible to drive according to the calculated target value, the release point of the accelerator pedal varies depending on the driver,
For example, when the accelerator pedal is released between the operating point change start point Q and the end point S, the throttle opening becomes 0 in the process of changing to the target value, and sufficient engine braking cannot be exerted. Further, if the accelerator pedal is released before the driving point change start point Q, for example, while driving at a high speed, the control by the control device does not function at all, and sufficient engine braking cannot be expected, and You will use the brakes a lot.

Accordingly, the present invention provides a method of calculating the optimum gear ratio at a specific position in front of a vehicle every time the vehicle passes a specific position on a road, and based on the optimum gear ratio, the vehicle position which moves every moment. It is an object of the present invention to provide a vehicle control device that controls the vehicle so that the optimum gear ratio and the optimum driving force are always obtained in accordance with the change, thereby solving the above-mentioned problems.

[0009]

According to a first aspect of the present invention, there is provided a drive source operating means for operating a drive force of a drive source.
A transmission operating means (9) for operating a speed ratio (Ip) of an automatic transmission (20) interposed between the driving source and the driving wheels; A navigation device (3) that can be detected, wherein the road information is obtained by controlling a speed ratio of the automatic transmission and a driving force of the drive source based on information from the navigation device. The recommended vehicle speed (Vr) of the specific position on the road, which is set based on the road condition ahead of the vehicle in the vehicle traveling direction, the current vehicle speed (V ₀ ), and the distance (L1, L2 ...)
The required deceleration (d) up to the specific position is calculated from a predetermined value including at least the following, and the optimum speed ratio calculating means (10) calculates the optimum speed ratio (Ipx) to obtain the deceleration.
a) and driving force calculating means (5a) for calculating an optimum driving force at the optimum speed ratio so as to maintain the driving force currently generated by the driving source. The calculating means (10a) sequentially calculates the optimum gear ratio at a specific position ahead of the vehicle in the traveling direction of the vehicle every time the vehicle passes a specific position on the road information, and instructs the transmission operating means (9). The transmission operating means sequentially operates the automatic transmission (20) so as to have an optimum gear ratio, and the driving force calculating means (5a) operates based on the sequentially calculated optimum gear ratio command. A vehicle control device which sequentially calculates the optimum driving force and instructs the driving force operating means (7), and the driving force operating means sequentially operates the driving source so as to have the optimum driving force. It is in.

According to a second aspect of the present invention, the driving source includes:
An internal combustion engine, wherein the automatic transmission (20) is a continuously variable transmission, and the drive source operating means (7) disconnects a relationship with an accelerator pedal (48) operated by a driver, and The vehicle control device according to claim 1, further comprising an electronic throttle system (7a) for operating the throttle opening (θ) based on the command from (5).

According to a third aspect of the present invention, an optimum gear ratio (Ip) calculated by the optimum gear ratio calculating means (10a) is provided.
x) is compared with a gear ratio set in normal control. If the optimum gear ratio is large, control based on information from the navigation device is executed (S13; see FIG. 9). Or the vehicle control device according to 2.

According to a fourth aspect of the present invention, the specific position on the road based on the road information is a node (N1, N2...) Stored in the road data, and when the vehicle passes through the node, Calculating the optimum gear ratio for each node within a predetermined range ahead in the traveling direction, selecting the maximum optimum gear ratio among the calculated optimum gear ratios, and selecting the maximum gear ratio among the nodes;
4. The vehicle according to claim 1, wherein the driving force calculation means (5a) calculates an optimum driving force based on the maximum optimum gear ratio (S6; see FIG. 4). In the control unit.

[Operation] Based on the above configuration, the vehicle is moved to a predetermined specific position (for example, predetermined nodes N1 and N2) based on road information (particularly curve information) from the navigation device (3).
..), The optimum gear ratio (Ipx) that sequentially becomes the recommended vehicle speed at a specific position such as each node (N3, N4,...) In a predetermined range ahead of the vehicle traveling direction is sequentially calculated. When the optimum gear ratio (for example, the maximum gear ratio among the optimum gear ratios for each node) is larger than the gear ratio by the normal control, the present navigation gear shift control is executed.

The navigation transmission control is performed by operating the transmission operating means (9) so that the automatic transmission (20) such as a continuously variable transmission has the above-mentioned optimal transmission ratio (to maintain the optimal transmission ratio). Is performed sequentially for each time the vehicle passes through each specific position, and a drive source such as an electronic throttle system (7a) or the like is used so that the output (drive force) of the internal combustion engine is kept constant at the optimum gear ratio. The operation of the operation means is sequentially executed.

Accordingly, the automatic transmission (20) is set to an optimum speed ratio (Ipx) corresponding to a road condition such as a curve radius of curvature based on the road information, and thus the number of revolutions of a drive source such as an engine increases. , The drive source is controlled to always output a constant drive force irrespective of the change in the gear ratio,
Unless the driver performs a deceleration event such as accelerator off, the vehicle runs at a constant vehicle speed and a constant driving force (torque). When the driver releases the accelerator, for example, the electronic throttle system (7a) sets the throttle opening to fully closed (θ0) and sets the high drive source (engine) rotational speed (N
The vehicle is decelerated with a large braking force (FR) based on R).

Note that the reference numerals in parentheses are for comparison with the drawings, but do not affect the structure of the claims of the present application at all.

[0017]

According to the first aspect of the present invention, each time a vehicle passes a specific position, an optimum gear ratio based on road information such as a curve radius of curvature at a specific position ahead of the vehicle in the vehicle traveling direction is sequentially calculated. Since the transmission operating means is sequentially operated so as to attain the optimum gear ratio (waiting at the optimum gear ratio) and the drive source operating means is sequentially operated so as to keep the output of the drive source constant. , The gear ratio and the driving force can be sequentially and flexibly operated in accordance with the road conditions, regardless of the driver's event position such as accelerator off, and the driving state can always be accurately and reliably adjusted to the road conditions, As a result, when the driver does not intend to decelerate, such as when the accelerator is off, the vehicle can continue to travel at a constant vehicle speed and without a sense of discomfort due to a constant driving force (torque) regardless of the shift to the optimal gear ratio. And luck If there are users of the deceleration event, it is possible to decelerate the vehicle by immediately optimal gear ratio.

According to the second aspect of the present invention, by using the continuously variable transmission, the vehicle can be adapted to the road conditions ahead of the vehicle.
It is possible to respond to the optimum gear ratio calculated for each specific position through which the vehicle passes by a gear ratio that allows stepless operation, and by using an internal combustion engine and an electronic throttle system, the engine output can be optimized. It is possible to respond easily and accurately, and the above-described navigation shift control can be performed with high accuracy and relatively easily.

According to the third aspect of the present invention, by comparing the optimal gear ratio with the gear ratio of the normal control, when the vehicle traveling in the forward direction of the vehicle is a road condition requiring deceleration such as a curve, it is automatically determined. The navigation speed change control functions to enable safe and accurate driving of the vehicle at a speed ratio according to road conditions.

According to the fourth aspect of the present invention, the largest one of the optimum gear ratios calculated for each node within a predetermined range in the forward direction of the vehicle is selected.
Even when the road condition such as a curve ahead in the traveling direction is complicated, the optimal gear ratio for safety is automatically selected, and the vehicle can be driven safely and accurately.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the entire system of a vehicle shift control device to which the present invention is applied. The vehicle state detection means 2, the navigation device 3, an engine (drive source) control unit (ENG.ECU) 5, It has a step transmission control unit (CVT / ECU) 6, an engine (drive source) operating means 7 such as an electronic throttle system, a CVT operating means 9 such as a hydraulic circuit, and a navigation shift control means 10.

The vehicle state detecting means 2 is a means for detecting the running state of the vehicle and the intention of the driver. More specifically, an accelerator sensor for detecting the on / off state of the accelerator pedal and the amount of accelerator opening (stepping amount). 2a, brake sensor 2b for detecting operation and non-operation of a brake pedal, CVT
The vehicle speed sensor 2c detects the rotation speed of the output unit (secondary pulley), the throttle opening sensor 2d detects the throttle opening, the input rotation speed sensor 2e detects the rotation speed of the input unit (primary pulley) of the CVT, and the engine. A rotation speed sensor 2f, an oxygen concentration sensor 2g for detecting oxygen concentration in exhaust gas, and an intake air amount sensor 2h for detecting engine intake air amount
Etc.

The navigation device 3 has a known structure, and includes a GPS receiver, a geomagnetic sensor, a distance sensor, a gyro sensor and the like.
a, a road information storage unit 3b storing map information such as a CD-ROM and an MO, an input unit 3c including an operation button, a touch sensor panel or a voice input device, and a CRT or LC
It has a display unit 3d such as a panel, detects the current position of the vehicle, performs route search and guidance to the destination input by the driver, and further provides information on roads located in the traveling direction of the vehicle, For example, a curve, an intersection, a node or a curve radius of curvature in a predetermined section, a distance from a current position to an intersection, a curve section, and the like are detected.

The engine control unit 5 is composed of a computer unit.
And a driving force calculating means 5a for inputting a signal or the like from the speed ratio calculating means 10a and calculating so as to maintain the current driving force at the speed ratio set by the calculating means. The signal is output to the electronic throttle system, the ignition timing control system, and the like, which are the operating means 7.

The control unit 6 for the continuously variable transmission receives signals from the engine speed sensor 2f, the vehicle speed sensor 2c and the mode selection unit 11 and receives the best fuel consumption characteristic or maximum power characteristic selected by the mode selection unit. And a navigation information traveling control unit 6b for inputting a signal from the navigation transmission control unit 10 and setting a transmission ratio suitable for road conditions. And outputs signals from these control means to CVT operating means 9 such as a hydraulic actuator.

The navigation transmission control means 10 has a transmission ratio calculating means 10a for calculating an optimum transmission ratio suitable for the road condition ahead of the vehicle in the vehicle traveling direction obtained from the navigation device 3, which will be described later. The optimum transmission ratio is transmitted to the navigation information traveling control means 6b of the CVT control section 6 and the driving force calculation means 5a of the engine control section 5 together with the flag.

The navigation transmission control means 10 is generally stored in a control unit built in the navigation device 3, but is not limited to this, and may be stored in a CVT control unit. The control unit for ENG. E
The CU 5, the CVT / ECU 6, and the navigation device control unit 10 may be stored in an integrated control unit.

Next, along with FIG. 2, a belt type continuously variable transmission (C) as an example of a continuously variable transmission mechanism applicable to the present invention.
VT) will be described. CVT20 the lock-up clutch as a starting device C _L a torque converter 2
1, a dual-pinion planetary gear 22, which constitutes a forward / reverse rotation device, a belt-type continuously variable transmission 23, and a differential device 25, and these devices are housed in a separate integrated case.

The planetary gear 22 includes a sun gear 22
S, a ring gear 22R, and a carrier 22C supporting _two pinions 22P ₁ and 22P ₂ meshing with these gears, respectively. A sun gear 22S is connected to an input shaft 26 from the torque converter 21 and a carrier 22C.
C is connected to a planetary pulley 27 of the continuously variable transmission 23. The carrier 22C and the ring gear 22
R, a direct coupling clutch C is interposed, and a reverse rotation brake B is interposed between the ring gear 22R and the case 29.

The belt type continuously variable transmission 23 includes a primary pulley 27, a secondary pulley 30, and a belt (or chain) made of metal or the like wound around these pulleys.
31. The two pulleys are respectively composed of fixed sheaves 27a and 30a and movable sheaves 27b and 30b. A hydraulic servo 31 having double chambers 31a and 31b is provided on the back of the primary movable sheave 27b, and a hydraulic servo 33 having a pulley loading spring 32 and a single chamber 33a is provided on the back of the secondary movable sheave 30b. Are arranged.
To the hydraulic servos 31 and 33, a belt clamping pressure corresponding to the load torque is applied, and hydraulic pressure is supplied so as to achieve a predetermined gear ratio. The hydraulic pressure is appropriately adjusted by inputting a signal from the CVT / ECU 6 to a linear solenoid valve (corresponding to the CVT operation unit 9) in a hydraulic circuit (not shown), and is switched by a switching valve or the like.

Further, the secondary pulley 30 is connected to a ring gear 25a of the differential device 25 via a counter gear 35, and the rotation of the pulley is reduced and transmitted to the differential device 25. The differential device 25 transmits the rotation of the ring gear 25a to the left and right side gears 25 via a differential carrier 25b.
c, 25d in accordance with the load, and these side gears are connected to the drive axle via left and right axles 36l, 36r, respectively.

In FIG. 2, reference numeral 2f denotes a sensor which is disposed facing the torque converter housing 21a connected to the engine crankshaft 39 and detects the engine speed, and 2e denotes a primary fixed sheave 27.
a, an input speed sensor for detecting the rotational speed of the primary pulley 27; and 2c, a vehicle speed sensor for detecting the rotational speed of the secondary pulley 30, which is disposed facing the secondary fixed sheave 30a. Based on the signals from the primary and secondary rotation sensors 2e and 2c, the actual speed ratio of the belt-type continuously variable transmission 23 and thus of the continuously variable transmission 20 is detected.

The present invention is not limited to the belt-type continuously variable transmission. For example, the continuously variable transmission (I) which self-converges to a state where the output becomes zero as disclosed in Japanese Patent Laid-Open No. 8-261303 is disclosed.
VT), a toroidal type continuously variable transmission, a hydrostatic continuously variable transmission (HST), and the like, as well as an electric vehicle and an electric motor driven by an electric motor. Also, the present invention can be similarly applied to a device that can control the driving torque to wheels continuously, such as a driving force control device using the motor generator in a hybrid vehicle that uses an internal combustion engine as a driving source. Further, the present invention can be similarly applied to a vehicle equipped with a stepped automatic transmission (automatic transmission) by setting the gear position closest to the optimum gear ratio.

Next, an electronic throttle system as an example of the engine operating means 7 will be described with reference to FIG. The electronic throttle system 7a has a throttle valve 45 arranged in the engine intake section. The valve is interlocked with a throttle motor 47 via an electromagnetic clutch 46 and is connected to a throttle opening sensor 2d. Linked. On the other hand, the accelerator pedal 48 is connected to the throttle valve 45 via an accelerator cable 49.
The throttle lever 50 is connected to an accelerator sensor 2a that detects the amount of depression of the accelerator, and
It can be linked with the throttle valve 45 via the limp-for-running lever 51.

Accordingly, during normal driving control, the depression amount of the accelerator pedal 48 is detected by the accelerator sensor 2a, and the detected value is transmitted to the engine control unit 5. Then, the control unit calculates the throttle opening degree suitable for the driving condition, based on the accelerator opening signal, together with the signals from the fuel injection device, the intake air amount sensor 2h, and the oxygen concentration sensor 2g. The throttle valve 47 is operated by driving the throttle motor 47 and the electromagnetic clutch 46. When an abnormality occurs in the system, the evacuation travel lever 51 directly operates the throttle valve 45 by the accelerator pedal 48. It is needless to say that an electronic throttle system in which the throttle valve 45 is linked to the throttle motor 47 without using the electromagnetic clutch 46 may be used.

On the other hand, in the navigation shift control based on the road information according to the present invention, the engine control unit 5 cuts off the relationship with the accelerator opening signal from the accelerator sensor 2a.
A predetermined signal is output to the throttle motor 47 while monitoring the signal from the throttle opening sensor 2d so that the driving force is exclusively calculated by the driving force calculating means 5a (see FIG. 1).

Next, a shift control based on road information from the navigation device according to the present invention will be described with reference to FIGS. FIG. 4 is a flowchart for determining an optimum gear ratio for the gear change control (navigation gear change control), and proceeds from the current vehicle position calculated based on the road information storage unit (road data file) 3b of the navigation device 3. Road information in a predetermined direction, such as the radius of curvature of a curve, the distance from the current vehicle position to the curve and the corner entrance, the gradient of the road, and the like, are input (S1). The accelerator sensor 2a, the brake sensor 2b, and the vehicle speed sensor are also input. 2c, vehicle information from vehicle state detecting means 2 such as an engine speed sensor 2f, a throttle opening sensor 2d, an input speed sensor 2e, etc., for example, event information (deceleration operation information) of a driver of an accelerator pedal and a brake pedal, The vehicle speed, the CVT gear ratio, the engine speed, the engine output, etc. are calculated and input (S2).

Specifically, as shown in FIG. 5, road data is stored in the road information storage section 3b of the navigation device 3 as nodes and connecting lines between the nodes. That is, in FIG. 5, a solid line R indicates the shape of the road, where the road is represented by nodes N1, N2, N3,... N12 and links that are line segments connecting the nodes. Each node is defined by coordinates such as latitude and longitude, which are absolute coordinates. Further, the road shape is defined not only by the nodes and the links but also by the altitude. The altitude data is a predetermined interval between left, right, up and down (for example, 50 m)
Are held at each point in the matrix of the matrix, for example, data having an altitude of 24 m at the point 11-11 and an altitude of 28 m at the point 11-12 in the figure. Interpolated from the altitude of the line. Further, the link is further defined by road attribute data, road type data, and the like indicating what characteristics the road has. Here, the road attribute data includes the number of lanes on the road, the presence or absence of one-way traffic, the presence or absence of intersections,
The number of branches at the intersection, the distance, the width, the cant, the bank, etc., and the road type data are the types of roads, such as expressways, national roads, and general roads.

Then, an average curvature, a road gradient, an elevation change rate, a radius of curvature of a curve, and the like are obtained from the position of the node, the positional relationship between the nodes, and the positional relationship between the altitude data surrounding the node. That is, the radius of curvature of the road in the section from N1 to N3 is obtained from three node positions, for example, N1, N2, and N3, and the radius of curvature of the road in the section from N2 to N4 is obtained from N2, N3, and N4. , N
From N4 and N5, the radii of curvature of the roads in the sections N3 to N5 are obtained one after another, and together with the altitude data, the condition of the road is obtained accurately. In order to reduce the data amount, altitude points are held in a matrix. However, it is also possible to have altitude data for each node, and to have a gradient value in advance for each road section, for example, for each link. In this way, it is also possible to use this.

Also, a planned traveling route in which the vehicle will travel is set, and the planned traveling route is the set traveling route when the traveling route to the destination is set in advance in the navigation device. If the route is not set, for example, a route that is expected to pass when the vehicle travels naturally (for example, the same type as the type of road and the type of road attribute currently running) is assumed. Can be. The current position of the vehicle on the road is determined based on the signal from the current position detection unit 3a, and the road conditions such as the curve and the like in a predetermined range (for example, 1 km from the current position) ahead of the traveling direction including the current position are determined. The distance from the current position to each of the nodes (for example, each node) is obtained, and the speed ratio calculating means 10a of the navigation shift control means (FIG. 1)
Is input to Note that the road conditions are not limited to curves as shown in FIG. 5, but are similarly obtained at intersections and T-shaped roads, and the present invention can be applied.

Next, in step S3 (FIG. 4), a recommended vehicle speed Vr is calculated from the input road information and vehicle information. As shown in FIG. 6, a recommended vehicle speed data table (map) is prepared, and the recommended vehicle speed Vr is determined by a radius of curvature R of a curve (and a corner) obtained based on each node from the road information. The recommended vehicle speed is set to decrease as the radius of curvature decreases, and the recommended passing vehicle speed Vr for each node point is set. Note that the recommended speed Vr is determined by the curve (corner)
The speed at which a vehicle can pass stably while passing through.
Further, the recommended vehicle speed Vr is not limited to the one set for each node, and it is also possible to set a temporary node point (complementary point) for each fixed distance obtained by dividing the link at equal intervals. By setting the supplementary points, the shape (curve, corner) of the road can be determined in detail, so that it is possible to set a recommended vehicle speed (or driving force) that is more suitable for road conditions.

Then, in step S4 (FIG. 4), the required deceleration is calculated so as to attain the recommended vehicle speed Vr at each node. As shown in FIG. 7, the vehicle speed (current vehicle speed) Vo at the current position of the vehicle and the nodes N1, N2 within a predetermined range (for example, 200 m) in the traveling direction from the current position of the vehicle.
The recommended speeds Vr1, Vr2, Vr3 of N2, N3,.
And a predetermined map or a predetermined map so that the speed is smoothly reduced from the distances L1, L2, and L3 from the current position to the nodes N1, N2, and N3 to the points P1, P2, and P3 that are the recommended speeds at the nodes. The required deceleration (deceleration) is calculated by the equation. That is, each point P1, P from the current point Po
The gradient of the tangent line on the curve from P2 to P3 is determined, and the gradient becomes the required deceleration for satisfying the recommended speed of each node.

The above description has been made with respect to the three nodes N1, N
2 and N3, the radius of curvature at a predetermined node (for example, a node from N1, N2, N3 to N2) is sequentially input by adjacent nodes before and after, and all nodes N1 within a predetermined range from the current position are input. , N2... Nn, the recommended vehicle speeds Vr1, Vr2... Vrn are calculated, and the points P1 and P2 are calculated from the distances L1, L2.
... Pn is calculated, and the degree of deceleration for all nodes, that is, the deceleration d is calculated.

In the above description, flat terrain is described. For example, a plurality of maps corresponding to road gradients are prepared, or a map or formula for the flat terrain is corrected by gradient data, for example. It is preferable to calculate the deceleration d in consideration of the gradient. Furthermore, the vehicle weight of a single passenger and a four passenger can be calculated based on, for example, the acceleration when a specific output shaft torque is generated, and the deceleration d is corrected in consideration of the vehicle weight. Good.

Next, in step S5 (FIG. 4), the optimum speed ratio Ip of the CVT 20 based on the required deceleration d is calculated. Because the inertia force such as vehicle weight is known in advance,
From the vehicle characteristics to be controlled, as shown in FIG. 8, it is possible to prepare a map of the relationship between the vehicle speed and the deceleration using the speed ratio Ip of the CVT as a parameter. And the current vehicle speed Vo
And the required deceleration d for each node, the intersection Ip
x is obtained, and the intersection Ipx is interpolated from the speed ratio Ip as a parameter to obtain the speed ratio (pulley ratio). The optimum gear ratio I for satisfying the required deceleration is
px is not limited to the above map, but can also be obtained by formulating characteristics at several types of pulley ratios and complementing them by calculation. That is, in the present navigation shift control, since the control requires deceleration when entering a curve or the like, generally, the accelerator pedal is in an OFF state, and power is transmitted from the wheels toward the engine. In a negative driving force state (a so-called engine braking state), the engine functions as absorbing the wheel inertia torque,
The optimum speed ratio of the CVT is set from the required deceleration.
The map shown in FIG. 8 is desirably created in consideration of environmental factors such as running resistance.

The above-mentioned optimum speed ratio Ipx is obtained by calculating a driving force necessary for deceleration, that is, a deceleration torque, in order to match the recommended vehicle speed with the own vehicle speed at the target node for various drive systems. May be determined by That is, the driving force F required to decelerate the vehicle is calculated by F = md. Here, m is the vehicle mass, which can be corrected by the number of occupants as described above, and d is the deceleration (deceleration) calculated in step S4. Further, from the driving force F, a torque (deceleration torque) T required for deceleration is calculated based on an equation of F = KT. Here, K is a factor indicating vehicle characteristics, and is a value determined according to a tire diameter, a reduction ratio, and the like specific to the vehicle. Then, based on the deceleration torque, the optimum gear ratio is determined by, for example, a map or an equation in which the deceleration torque is used instead of the required deceleration in FIG. The deceleration torque is useful in an electric vehicle or a hybrid vehicle when direct driving force control is performed.

In the above embodiment, the calculation of the optimum gear ratio of the CVT has been described. However, the present invention can be applied to a multi-stage automatic transmission (so-called automatic transmission; AT).
The gear speed closest to the optimum gear ratio obtained in step is adopted as the optimum gear ratio. When the driving force is controlled by an electric motor or a motor generator, the electric motor or the motor generator is controlled so as to output the deceleration torque. In other words, the negative torque in the direction from the wheels to the drive source is the deceleration torque.In the case of an electric motor, regenerative braking is controlled to correspond to the deceleration torque.In the case of a hybrid vehicle, the deceleration torque is applied to the output of the internal combustion engine. It is conceivable to control the added torque so as to generate electric power by the motor generator.

Further, as described above, each time the vehicle passes through each node, the optimum gear ratio is calculated for each node in a predetermined range in front of the vehicle in the vehicle traveling direction. (S6; FIG. 4). Generally, as shown in FIG. 7, the node N1 closest to the current position of the vehicle often has the maximum optimum gear ratio in relation to the distance L1, but depending on the curvature of the curved road, the next node N2 or even the next node N2. Node N2
In some cases, the optimum gear ratio for the maximum may be maximum.

Then, steps S1 to S6 (FIG. 4)
Corresponds to the gear ratio calculating means 10a of the navigation gear shift control means 10 in FIG. 1, and the maximum of the optimum gear ratio Ipx calculated by the gear ratio calculating means (steps S5 and S5).
6; FIG. 4) together with a flag indicating that it has been selected by the navigation transmission control means 10a, and a control unit for a continuously variable transmission (CVT.
It is transmitted to the navigation information traveling control means 6b of the ECU 6 and the driving force calculating means 5a of the engine control unit (ENG / ECU) 5 (S7).

Next, along with FIGS. 9 and 10, the navigation information traveling control means 6b of the continuously variable transmission control unit (CVT ECU) 6 and the driving force calculating means of the engine control unit (ENG ECU) 5 will be described. The navigation shift control routine based on the transmitted signal in 5a will be described.

The current vehicle information based on each signal from the vehicle state detecting means 2 is input (S10). More specifically, a vehicle speed signal from the vehicle speed sensor 2c is input, a signal from the brake sensor 2b indicating whether or not the brake is turned on is input, and automatic detection is performed based on signals from the input rotation speed sensor 2e and the vehicle speed sensor 2c. The current speed ratio Ip of the continuously variable transmission 20 is calculated and inputted, and the engine speed sensor 2
f the current engine rotational speed N _E is input from, the further engine output obtained from a preset map based on the throttle opening θ is inputted from the engine speed N _E and the throttle opening sensor 2d, and an accelerator The sensor 2a inputs whether the accelerator opening and the accelerator pedal have been returned from the depressed state to the released state (nearby) or whether the accelerator is on. Further, the optimum gear ratio Ipx transmitted in step S7 (FIG. 4) is input together with the flag (S11).

The normal control is determined by the normal control determining means 6a (S12). At this time, the throttle opening sensor is mainly controlled according to a data table preset in the continuously variable transmission control unit (CVT / ECU) 6. The reference gear ratio is calculated based on the throttle opening θ from 2d and the vehicle speed V from the vehicle speed sensor 2c. Then, the above step S1
The optimal speed ratio Ipx obtained by the step S1 is compared with the reference speed ratio Ip obtained by the step S12 (S13). Reference gear ratio I
When p is larger than the optimal speed ratio Ipx (Ip>Ipx;
(NO in S13), the reference gear ratio based on the normal control determining means is output to the CVT operating means 9 as a gear ratio command (S14).

On the other hand, the optimum speed ratio Ipx is equal to the reference speed ratio Ip.
Greater than (Ipx>Ip; YES at S13), i.e. if the optimal gear ratio is in low speed (U / D) side of the reference gear ratio, first, the engine speed N _E and the throttle opening θ
The current engine output P _E is calculated from the obtained more engine torque T _E from the engine output P _E (S1
5). In addition, instead of the engine output P _E and the engine torque T _E , a speed ratio is calculated from the input output rotation speed of the torque converter (by the engine rotation speed sensor 2 f and the input rotation speed sensor 2 d) instead of the engine torque. It is also possible to determine a torque ratio on a map based on the speed ratio, and use the input torque obtained by multiplying the engine torque by the torque ratio as an output reference.

Then, based on the current engine output torque T _E , the engine speed N _E input in step S10, the optimum speed ratio Ipx input in step S11, and the current engine output calculated in step S14, the target engine The output (target driving force) is calculated, and the target optimal throttle opening is calculated (S16).

That is, even if the optimum gear ratio is selected, according to Japanese Patent Application No. 10-208424 (not disclosed at the time of the present application) proposed by the present applicant before the present application, the driver can perform the deceleration operation. The gear shift operation to the optimum gear ratio is performed. Therefore, even if the vehicle approaches a curve based on the road information and calculates the optimal gear ratio, unless the driver inputs event information indicating a deceleration operation such as accelerator off, the gear shift operation to the optimal gear ratio is performed. The continuously variable transmission is not driven during normal driving.
Since the speed ratio is set to a small state (low speed side) for the purpose of improving fuel efficiency and the like, when the accelerator is turned off, the continuously variable transmission shifts from the small (low speed side) speed ratio to the target speed. The gearshift operation is performed rapidly to a large (high-speed side) optimal gear ratio, which involves a gearshift shock and
In some cases, the speed change operation cannot be performed in time, resulting in heavy use of the foot brake.

[0056] As shown in FIG. 10, the engine output torque T _E is determined by the preset map from the throttle opening θ and the engine speed N _E. For example, when the engine speed is N _S and the throttle opening is θ3, the point S is obtained. And the accelerator off the S point, the throttle opening is fully closed (.theta.0), negative torque portion F _S of the engine output torque is contributing to the deceleration of the vehicle as an engine brake. When the same optimal throttle ratio Ipx is set at the same throttle opening degree θ3, the engine speed increases to NR due to the constant vehicle speed, so that the engine moves from the point S to the point R. When the accelerator is turned off (throttle opening θ0) at this time, the negative torque FR functioning as the engine brake increases, and the deceleration d of the target vehicle is obtained.

At this time, as described above, when the throttle opening shifts from the point S to the point Z while maintaining the throttle opening at the state of θ3 based on the driver's accelerator pedal depression amount (signal from the accelerator sensor 2a), the engine The output decreases by a predetermined amount,
As a result, although the driver intends to run at a constant vehicle speed V ₀ (constant driving force) by depressing the accelerator pedal constantly, the driving force (driving torque) becomes insufficient due to the decrease in the engine output. I feel uncomfortable like being pulled later.

Therefore, in step S15, the driving force calculating means 5a of the engine control means 5 outputs the equal horsepower curves C1 to C3 shown in FIG.
Then, the optimum throttle opening θ4 is determined so as to follow the line No. 2. Then, together with the speed ratio command (S17) for setting the continuously variable transmission to the optimum speed ratio Ipx, the throttle opening command (S17) so that the throttle opening becomes the optimum throttle opening θ4 (operating at point R in the drawing). S18) is output.

Thus, based on the speed ratio command to the navigation information control means 6b in step S17, the continuously variable transmission operating means 9 determines the optimum speed ratio Ip at which the continuously variable transmission has the target value.
x (actually in a standby state at the optimum gear ratio Ipx), and based on the throttle opening command to the engine operating means 7 in step S18, the engine operating means 7 such as a throttle motor is operated. Performs the actual operation so that the throttle 45 reaches the optimum throttle opening θ4 which is the target value. At this time, since the continuously variable transmission is operated in the deceleration direction and the engine speed increases, the vehicle speed V is kept constant at the vehicle speed V ₀ at the time of the navigation control judgment at each node, and the engine output is increased. Is kept constant, so the driving force (driving torque) of the vehicle
Is kept constant at the driving force at the time of the above navigation control determination. Therefore, when the driver operates the accelerator pedal to a constant pedaling amount (constant accelerator opening), the vehicle does not change at all and travels at a constant speed and a constant driving force according to the driver's intention. I do.

When the driver intends to decelerate by performing a predetermined deceleration operation (event information) such as accelerator-off, the engine control unit 5 causes the throttle motor 47 to fully close the throttle based on a signal from the accelerator sensor 2a. (Θ0), the throttle opening is fully closed immediately. As a result, when the engine speed NR is high, the throttle opening is fully closed (θ0), a large engine brake based on the negative torque FR in FIG. 10 is applied, and the vehicle corresponds to a curve radius of curvature based on road information. Decelerate to the vehicle speed. In this state, the driver can safely pass the curve (corner) by deceleration by the engine brake without operating the foot brake.

When the vehicle has a curve (corner) in front of the vehicle, the navigation speed change control is performed for each node N1, N2,... Nn through which the vehicle passes. The adjustment is sequentially performed based on the optimal speed ratio and the optimal throttle opening that are set respectively.
That is, in FIG. 5, when performing the above-described navigation control determination when the vehicle passes through the node N2, a predetermined range (for example, 2
00m), the navigation shift control is performed on each of the nodes N3, N4, N5, N6, N7,..., And at this time, the maximum optimal gear ratio and the optimal throttle opening associated therewith are selected from the nodes. Control and then the vehicle goes to node N3
When passing through the nodes N4, N5, N
, N7, N8,..., To select the maximum optimum gear ratio and the optimum throttle opening degree.

The engine operating means 7 is not limited to the electronic throttle system shown in FIG. 4, but may be used instead of or in addition to the electronic throttle system, such as an engine ignition timing control system, a partial cylinder fuel cut system, and a fuel injection system. Other driving force operation means such as a quantity control system may be used. In FIG. 10, the throttle opening degree and the constant horsepower curve, which are parameters, are obviously set as a map more finely than those shown in the figure, and the line between the curves is also set by complementation. Furthermore, in the above-described embodiment, the description has been made on the curved road.
The present invention can be similarly applied to roads that require steering of vehicles such as intersections, and as the road information from the navigation device, mainly the curve radius of curvature has been described. Of course, the gear ratio may be set in consideration of other road information such as the width.

[Brief description of the drawings]

FIG. 1 is a functional block diagram showing vehicle shift control according to the present invention.

FIG. 2 is a belt-type continuously variable transmission (CV) applicable to the present invention.
Front sectional view showing T).

FIG. 3 is a diagram showing an electronic throttle system as an engine operating means applicable to the present invention.

FIG. 4 is a flowchart showing a routine for determining an optimal gear ratio.

FIG. 5 is a diagram illustrating the contents of road data.

FIG. 6 is a diagram showing a map for obtaining a recommended vehicle speed.

FIG. 7 is a diagram for obtaining a required deceleration from a recommended vehicle speed.

FIG. 8 is a view showing a map for obtaining a speed ratio of a continuously variable transmission from a required deceleration.

FIG. 9 is a flowchart showing a navigation shift control routine according to the present invention.

FIG. 10 is a diagram showing engine performance characteristics using a throttle opening as a parameter.

FIG. 11 is a diagram showing a relationship between a curved road and a host vehicle according to a conventional technique.

[Explanation of symbols]

 2 Vehicle state detection means 3 Navigation device 5 Drive source (engine) control unit 5a Drive force calculation means 6 Continuously variable transmission control unit (CVT / ECU) 7 Drive source (engine) operation means 7a Electronic throttle system 20 Automatic transmission ( Continuously variable transmission) 10 navigation speed change control means (NAV1 · ECU) 10a speed ratio calculation means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme court ゛ (Reference) F02D 29/02 311 F02D 29/02 311E 3J052 311J 5H180 341 341 41/12 310 41/12 310 F16H 61/02 F16H 61/02 G08G 1/0969 G08G 1/0969 1/16 1/16 D // F16H 59:48 (72) Inventor Masao Kawai 10 Takane, Fujii-cho, Anjo-shi, Aichi Prefecture Inside Aisin AW Co., Ltd. F term (reference) 3D041 AA53 AA66 AA71 AB00 AC09 AC15 AC18 AC20 AC22 AD00 AD02 AD03 AD05 AD10 AD22 AD23 AD41 AD47 AD50 AD51 AE02 AE31 AE45 AF09 3D044 AA24 AB01 AC03 AC05 AC16 AC22 AC35 AC56 AC57 AC59 AD00 AD17 BA00 FA17 DA00 GA00 GA05 GA10 GA11 GA29 GA31 GA41 GA46 GA49 GA50 KA07 KA33 3G093 AA01 AA06 AA07 BA03 BA14 DA01 DA 06 DA09 DB05 DB16 DB18 DB21 EA02 EB03 FA10 3G301 HA00 JA00 JA04 NC02 PA01Z PA11Z PD02Z PF01A PF01Z PF03Z PF05Z PF07A PF07Z 3J052 AA04 BA14 CA21 EA04 EA06 GC46 GC72 GD04 HA11 FF01 FF01 AFFFFA CC

Claims (4)

[Claims] A drive source operating means for operating a driving force of a drive source; a transmission operating means for operating a speed ratio of an automatic transmission interposed between the drive source and the drive wheels; And a navigation device capable of detecting a current position of the vehicle. The vehicle control device controls a speed ratio of the automatic transmission and a driving force of the drive source based on information from the navigation device. , At least including a recommended vehicle speed of the specific position on the road set based on a road condition ahead of the vehicle in the vehicle traveling direction obtained from the road information, a current vehicle speed, and a distance from the vehicle current position to the specific position. An optimum speed ratio calculating means for calculating a required deceleration to the specific position based on a predetermined value, and calculating an optimum speed ratio for obtaining the deceleration; A driving force calculating means for calculating an optimum driving force to maintain the driving force of the vehicle, wherein the optimum gear ratio calculating means is configured such that each time the vehicle passes a specific position on the road information, Sequentially calculating the optimal gear ratio at a specific position ahead in the traveling direction and instructing the transmission operating means, and the transmission operating means sequentially operates the automatic transmission so as to have the optimal gear ratio; The driving force calculating means sequentially calculates the optimum driving force based on the sequentially calculated optimum gear ratio command and instructs the driving force operating means. A vehicle control device that is operated sequentially to be powerful. 2. The drive source is an internal combustion engine, the automatic transmission is a continuously variable transmission, and the drive source operating unit disconnects a relationship with an accelerator pedal operated by a driver, and controls a control unit. The vehicle control device according to claim 1, further comprising an electronic throttle system that operates a throttle opening degree based on a command from the vehicle. 3. The system according to claim 1, wherein the optimum gear ratio calculated by the optimum gear ratio calculating means is compared with a gear ratio set in normal control. The vehicle control device according to claim 1, wherein control based on the vehicle control is performed. 4. A specific position on a road based on the road information is a node stored in road data. When a vehicle passes through the node, the specific position on the road is determined with respect to each node in a predetermined range ahead of the vehicle traveling direction. Each of the optimum gear ratios is calculated, the maximum optimum gear ratio is selected and commanded to the transmission operating means, and the driving force calculating means calculates the optimum driving force based on the maximum optimum gear ratio. The vehicle control device according to any one of claims 1 to 3, wherein?