JP2008232391A - Automatic shift control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic shift control system for actualizing optimum shift control adaptable to actual travelling conditions. <P>SOLUTION: The automatic shift control system comprises a travel information transmitting/receiving part 22 for receiving travel information for a plurality of vehicles travelling through a travel position where an owned vehicle 10 travels, an object travel information extracting part 31 for extracting only the travel information for the vehicle stably travelling from the plurality of travel information, a position travel information calculating part 32 for calculating position travel information for a predetermined position in accordance with the extracted travel information, and a shift control correcting part 133 for correcting shift control which a shift control part 132 performs only in the travelling condition of the owned vehicle 10, in accordance with the position travel information for the travel position. Thus, the shift control of an automatic transmission 102 can be corrected in accordance with the travel information for the vehicle stably travelling to actualize optimum travel depending on site natural environment and road conditions, crowded conditions and actual travelling conditions. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an automatic shift control system that performs shift control of an automatic transmission of a host vehicle based on travel information transmitted from another vehicle.

  In general, in a vehicle equipped with a prime mover such as an engine and an automatic transmission, a gear stage suitable for the travel path is selected in order to improve drivability.

  Conventionally, as this type of automatic transmission control device, road surface inclination detecting means for detecting the inclination of the vehicle traveling road and outputting road surface inclination information related to the inclination, detecting the bending of the vehicle traveling road, A road surface curve detecting means for outputting curve information related to the curve, a shift of the automatic transmission is determined based on actual curve information and road surface inclination information from a shift map stored in advance, and the determined shift is performed. In this way, there is known one provided with a shift control means for switching the gear stage (see, for example, Patent Document 1).

  In the automatic transmission control apparatus described in Patent Document 1, a gear stage or a gear ratio in accordance with a road curve or a road surface inclination can be obtained.

  Conventionally, individual information of a preceding vehicle is wirelessly transmitted as a control signal from a computing device on the base station side to a specific succeeding vehicle, and the specific succeeding vehicle that receives the information transmits an accelerator based on the control signal. There is also known an automobile control method for automatically controlling acceleration or deceleration by a system or a brake system (see, for example, Patent Document 2).

In the automobile control method described in Patent Document 2, it is possible to maintain an appropriate inter-vehicle distance by individually transmitting information on the preceding automobile to the succeeding automobile.
JP 2002-122225 A JP 2002-222491 A

  However, in the conventional automatic transmission control device described in Patent Document 1 described above, since the gear stage is switched without taking into consideration the actual traveling conditions such as road congestion and road surface conditions, There was a problem that the optimum gear stage was not selected.

  Further, in the conventional automobile control method described in Patent Document 2 described above, although the inter-vehicle distance from the preceding vehicle can be kept constant, attention is not paid to a specific place where the vehicle travels. In addition, there is a problem that peculiarity by location is not taken into account, as well as running following the preceding vehicle, so if the preceding vehicle is running unstable such as frequently operating the accelerator and brake, There was also a problem that the host vehicle also had the same unstable driving and drivability deteriorated.

  The present invention has been made to solve such a problem, and extracts only information on a vehicle that has traveled stably from information on other vehicles that have traveled in a specific place where the host vehicle travels. Accordingly, it is an object of the present invention to provide an automatic shift control system that can perform optimal shift control suitable for an actual driving situation and can improve drivability by correcting shift control of the host vehicle.

  In order to achieve the above object, an automatic transmission control system according to the present invention includes (1) a server that receives, aggregates, and transmits traveling information of a plurality of vehicles, and transmits the traveling information of other vehicles from the server. And a shift control device that performs shift control of the automatic transmission of the host vehicle, wherein the server receives travel information of a plurality of vehicles that have traveled a predetermined position. Receiving means; target travel information extracting means for extracting only the travel information satisfying a preset condition for stable travel as target travel information from the plurality of travel information at the predetermined position; and the extracted target travel information Based on the position travel information calculation means for calculating the position travel information of the predetermined position, vehicle information reception means for receiving position information from the shift control device of the host vehicle, and the received position Position travel information transmitting means for transmitting the position travel information corresponding to the information to the shift control device of the host vehicle, wherein the shift control device of the host vehicle detects a travel position of the host vehicle. When the vehicle is traveling uphill and downhill, the detection means switches to a lower gear stage that makes the gear ratio larger than the current gear ratio based on the traveling state of the host vehicle, and the gear ratio is larger than the current gear ratio. Shift control means for prohibiting switching to a high gear position to reduce the shift and releasing the prohibition, vehicle information transmitting means for transmitting position information of the host vehicle to the server based on the detected travel position, and the position Position travel information receiving means for receiving the position travel information corresponding to the information from the server, and based on the received position travel information, the shift control of the automatic transmission performed by the shift control means. It is characterized in that and a shift control correcting means for correcting the.

  Here, the position information of the host vehicle is, for example, information on the current position of the host vehicle or a planned travel position estimated to be the host vehicle traveling.

  With this configuration, it is possible to correct the shift control of the automatic transmission controlled based on the traveling state of the host vehicle when traveling on the uphill / downhill of the host vehicle based on the traveling information of a plurality of vehicles that have traveled stably at predetermined positions. Therefore, it is possible to perform shift control according to the actual traveling situation. As a result, it is possible to realize the optimum traveling according to the congestion situation and the road surface condition, and as a result, it is possible to improve drivability.

  The automatic transmission control system according to the present invention is the automatic transmission control system according to the above (1), wherein (2) the transmission control correction means of the transmission control device of the host vehicle drives the host vehicle during uphill running. When the force is greater than the driving force obtained from the received position travel information, the shift control is corrected so as to release the prohibition of switching to the high gear.

  With this configuration, when shifting to a high gear position is prohibited in shifting control according to the traveling state of the host vehicle when traveling on an uphill, the other vehicle travels in a predetermined position with a driving force smaller than the driving force of the host vehicle without any problem. In this case, the prohibition of switching to the high gear stage is canceled, so that the switching to the high gear stage according to the actual driving situation can be performed, and comfortable driving can be performed.

  The automatic transmission control system according to the present invention is the automatic transmission control system according to (1) or (2), wherein (3) the transmission control correction means of the transmission control device of the host vehicle is configured to When the driving force of the host vehicle is smaller than the driving force obtained from the received position travel information, the shift control is corrected so as to prohibit switching to the high gear position.

  With this configuration, when the other vehicle travels at a predetermined position with a driving force larger than the driving force of the host vehicle, even if the shift control according to the traveling state of the host vehicle is permitted during the uphill traveling, the switching to the high gear stage is permitted. Since switching to the high gear stage is prohibited, switching to the high gear stage is prohibited in accordance with the actual driving situation, and comfortable driving can be performed.

  The automatic shift control system according to the present invention is the automatic shift control system according to any one of (1) to (3), wherein (4) the shift control correcting means of the shift control device of the host vehicle is traveling uphill. Sometimes, when the driving force of the host vehicle is smaller than the driving force obtained from the received position travel information, the shift control of the transmission is switched to a low gear stage in which the gear ratio is larger than the current gear ratio. The shift control is corrected.

  With this configuration, when the vehicle travels uphill, when the other vehicle travels at a predetermined position with a driving force larger than the driving force of the host vehicle, it switches to the low gear. It is possible to perform a comfortable driving by performing a shift control.

  The automatic shift control system according to the present invention is the automatic shift control system according to any one of (1) to (4), wherein (5) the shift control correcting means of the shift control device of the host vehicle is a descending slope. During traveling, when the vehicle speed of the host vehicle is slower than the vehicle speed obtained from the received position traveling information, the shift control is corrected so as to cancel the prohibition of switching to the high gear position.

  With this configuration, even when shifting to a high gear position is prohibited in shift control according to the traveling state of the host vehicle when traveling downhill, if another vehicle travels at a vehicle speed higher than the vehicle speed of the host vehicle, Since the prohibition of switching to the high gear stage is released, switching to the high gear stage according to the actual driving situation can be performed, and comfortable driving can be performed.

  In the automatic transmission control system according to any one of the above (1) to (5), the automatic transmission control system according to the present invention is characterized in that (6) the transmission control correction means of the transmission control device of the host vehicle When the vehicle travels on a hill, the shift control is corrected so that switching to the high gear position is prohibited when the vehicle speed of the host vehicle is faster than the vehicle speed obtained from the received position travel information.

  With this configuration, even if the shift control according to the traveling state of the host vehicle during downhill traveling allows switching to a higher gear, when another vehicle travels at a vehicle speed that is lower than the vehicle speed of the host vehicle, Since switching to the high gear stage is prohibited, switching to the high gear stage is prohibited in accordance with the actual driving situation, and comfortable driving can be performed.

  In the automatic shift control system according to any one of (1) to (6), (7) the shift control correcting means of the shift control device of the host vehicle includes When traveling on a hill, when the vehicle speed of the host vehicle is faster than the vehicle speed obtained from the received position travel information, the shift control of the transmission is switched to a low gear stage that makes the gear ratio larger than the current gear ratio. The shift control is corrected.

  With this configuration, when traveling downhill, when another vehicle travels at a predetermined position at a vehicle speed slower than the vehicle speed of the host vehicle, the vehicle shifts to a low gear, so that the vehicle shifts to a low gear according to the actual driving situation. This makes it possible to perform comfortable driving.

  In the automatic transmission control system according to any one of (1) to (7), (8) the transmission control correction means of the transmission control device of the host vehicle includes When the vehicle is traveling on a hill, when the deceleration force of the host vehicle is smaller than the deceleration force obtained from the received position travel information, the shift control of the transmission is switched to a low gear stage that makes the gear ratio larger than the current gear ratio. The shift control is corrected so as to be performed.

  With this configuration, when traveling downhill, when another vehicle travels at a predetermined position with a deceleration force greater than the deceleration force of the host vehicle, it switches to a low gear position, so a low speed change is made according to the actual driving situation. It is possible to perform comfortable driving by performing shift control to the gears.

  Moreover, in the automatic transmission control system according to any one of (1) to (8), (9) the target travel information extraction unit of the server includes the plurality of vehicles. Only the travel information of the vehicle that has passed through the predetermined position within a predetermined elapsed time is extracted from the travel information.

  Here, “within a predetermined elapsed time” means, for example, 10 minutes before the present, and a vehicle that has passed a predetermined position within the predetermined elapsed time means that the vehicle has passed through the predetermined position from 10 minutes before to the present. It is the vehicle that did.

  With this configuration, since only the travel information of the vehicle that has passed the predetermined position within the predetermined elapsed time is extracted, it is possible to obtain travel information that more reflects the current situation such as the congestion status of the predetermined position. Comfortable driving suitable for the driving situation can be performed.

  Furthermore, the shift control device for an automatic transmission according to the present invention receives (10) travel information of a plurality of vehicles, collects the travel information of other vehicles from a server that transmits the travel information to a predetermined vehicle, In a shift control device that performs shift control of an automatic transmission of a vehicle, a travel position detection unit that detects a travel position of the host vehicle, and when the host vehicle travels uphill and downhill, based on a travel state of the host vehicle. A shift control means for switching to a low gear stage that makes the gear ratio larger than the current gear ratio, prohibiting switching to a high gear stage that makes the gear ratio smaller than the current gear ratio, and releasing the prohibition; and Vehicle information transmission means for transmitting the position information of the host vehicle to the server based on the travel position, and the server satisfies a condition set in advance as stable travel at a position corresponding to the position information. Only the traveling information of the plurality of vehicles is extracted as the target traveling information, based on the position traveling information receiving means for receiving the position traveling information of the position calculated from the target traveling information, and the received position traveling information, Shift control correcting means for correcting the shift control of the automatic transmission performed by the shift control means.

  With this configuration, it is possible to correct the shift control of the automatic transmission controlled based on the traveling state of the host vehicle when traveling on the uphill / downhill of the host vehicle based on the traveling information of a plurality of vehicles that have traveled stably at predetermined positions. Therefore, it is possible to perform shift control according to the actual traveling situation. As a result, it is possible to realize the optimum traveling according to the congestion situation and the road surface condition, and as a result, it is possible to improve drivability.

  Further, the shift control device for an automatic transmission according to the present invention includes (11) a travel position detecting means for detecting a travel position of the host vehicle, and the travel state of the host vehicle when the host vehicle is traveling uphill and downhill. Based on the shift control means for switching to a low gear stage that makes the gear ratio larger than the current gear ratio, prohibiting switching to a high gear stage that makes the gear ratio smaller than the current gear ratio, and releasing the prohibition, Travel information receiving means for receiving travel information of a plurality of vehicles that have traveled at a predetermined position corresponding to the detected travel position, and travel information that satisfies a preset condition as stable travel from the plurality of travel information at the predetermined position Target travel information extraction means for extracting only the target travel information, position travel information calculation means for calculating position travel information of the predetermined position based on the extracted target travel information, and the position Based on the line information, it is characterized in that and a shift control correcting means for correcting the shift control of the automatic transmission performed by the shift control means.

  With this configuration, it is possible to correct the shift control of the automatic transmission controlled based on the traveling state of the host vehicle when traveling on the uphill / downhill of the host vehicle based on the traveling information of a plurality of vehicles that have traveled stably at predetermined positions. Therefore, it is possible to perform shift control according to the actual traveling situation. As a result, it is possible to realize the optimum traveling according to the congestion situation and the road surface condition, and as a result, it is possible to improve drivability.

  Further, in this case, since traveling information of other vehicles is totaled in the host vehicle, comfortable traveling can be realized without a server that collects traveling information of other vehicles.

  According to the present invention, the shift control of the automatic transmission controlled based on the traveling state of the host vehicle when the host vehicle is traveling on the uphill / downhill is corrected based on the traveling information of a plurality of vehicles that have traveled stably at predetermined positions. Therefore, it is possible to perform shift control according to the actual traveling situation. As a result, it is possible to realize the optimum traveling according to the congestion situation and the road surface condition, and as a result, it is possible to improve drivability.

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

  1 to 7 are diagrams showing an embodiment of an automatic transmission control system according to the present invention.

(System configuration)
As shown in FIGS. 1 and 2, the automatic transmission control system according to the present embodiment includes a server 21 of a base station 20 that transmits and receives various information to and from a plurality of vehicles 10, 11, 12, and 13, and an automatic operation of the host vehicle 10. And a host vehicle shift control device 100 that performs shift control of the transmission 102.

  Here, in the present embodiment, for convenience of explanation, it is assumed that the other vehicles 11, 12, 13 have the same configuration as the own vehicle 10. Note that the other vehicle is not limited to this, and any other configuration may be used as long as it can transmit at least traveling information.

  The travel information includes travel position information and information representing the travel state of the vehicle when traveling at the travel position. Details of the travel information will be described later. In the present embodiment, host vehicle shift control device 100 constitutes a shift control device according to the present invention. Further, the present embodiment is intended for traveling when the D range is selected in an automatic transmission (AT) vehicle. However, it is not limited to this.

  The server 21 of the base station 20 receives and aggregates the travel information of the other vehicles 11, 12, 13 that traveled at a predetermined travel position (hereinafter referred to as “predetermined position”) P, and the own vehicle shift control device of the own vehicle 10. Information collected at a predetermined position P is transmitted to 100. The own vehicle shift control device 100 of the own vehicle 10 receives the aggregated information at the predetermined position P where the own vehicle 10 travels from the server 21 of the base station 20, and performs the shift control of the automatic transmission 102 of the own vehicle 10. To do.

(Server configuration)
The server 21 of the base station 20 includes a travel information transmission / reception unit 22, a storage unit 23, a processing unit 24, and an input / output port (I / O) 25. Here, the traveling information transmitting / receiving unit 22 constitutes a traveling information receiving unit, a vehicle information receiving unit, and a position traveling information transmitting unit according to the present invention.

  The travel information transmission / reception unit 22 receives travel information and vehicle type information of each vehicle from other vehicles 11, 12, and 13 that have traveled a predetermined position P. The travel information transmitting / receiving unit 22 receives position information from the host vehicle shift control device 100 and transmits position travel information of a predetermined position P corresponding to the position information to the host vehicle shift control device 100 of the host vehicle 10. It is like that.

  Here, the position information is information indicating the traveling position of the vehicle. In the present embodiment, it is represented by a predetermined position P. The position travel information indicates information obtained by averaging target travel information (described later) of the other vehicles 11, 12, 13 at the predetermined position P. Further, the position travel information includes a driving force and a vehicle weight, which will be described later, when the predetermined position P is an uphill. When the predetermined position P is a downhill, the vehicle has deceleration force, vehicle weight, gradient information, and vehicle speed, which will be described later. The travel information may be information on a planned travel position where the host vehicle 10 is estimated to travel, as will be described later.

  The storage unit 23 includes a storage device such as a hard disk (Hard Disk) or an HDD (Hard Disk Drive) in which a disk and a reading device are integrated, and traveling information of a plurality of other vehicles with respect to a plurality of traveling positions; The gradient information corresponding to the travel position and the specification value of each vehicle type are stored.

  Here, the above specification values are used by the processing unit 24 to calculate the driving force or the deceleration force. The driving force is calculated by the processing unit 24 when the predetermined position P is uphill, and the deceleration force is calculated by the processing unit 24 when the predetermined position P is downhill.

  Therefore, in order to calculate the driving force and the deceleration force, the specification values for each vehicle type are engine torque characteristics, torque converter characteristics, gear ratio B by gear stage X, differential ratio C, tire diameter D, A deceleration force map. Details of the driving force and deceleration force and the calculation method will be described later. Although the details of the deceleration force map will be described later, the deceleration force map is a graph for obtaining the deceleration force G, which is generated by a value obtained experimentally in advance.

  The processing unit 24 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and includes a target travel information extraction unit 31 and a position travel information calculation unit 32. . Here, the target travel information extraction unit 31 constitutes a target travel information extraction unit according to the present invention, and the position travel information calculation unit 32 constitutes a position travel information calculation unit according to the present invention.

  Further, the processing unit 24 extracts target travel information satisfying a stable travel condition described later from a plurality of travel information stored at the predetermined position P stored in the storage unit 23, and the predetermined position P based on the extracted target travel information. The position travel information is calculated and the entire server 21 is controlled.

  The input / output port 25 connects the processing unit 24, the travel information transmission / reception unit 22, and the storage unit 23 to input / output various control signals and information.

(Configuration of own vehicle)
Further, the host vehicle 10 includes a host vehicle shift control device 100, a navigation device 101 that instructs a road route to a destination instructed by the driver, and an automatic transmission 102 that selectively configures a plurality of gear stages. An engine 103 that is an internal combustion engine, a torque converter 104 that transmits a driving force generated by a crankshaft (not shown) of the engine 103 to the automatic transmission 102, a hydraulic supply device 105 that switches a gear stage of the automatic transmission 102, An accelerator sensor 106 that detects the amount of operation of the accelerator pedal (throttle opening), a vehicle speed sensor 107 that detects the vehicle speed of the host vehicle 10, and a shift sensor 108 that detects the shift position of the shift lever operated by the driver (driver). And a brake pedal force sensor that detects the brake pedal force SW when the brake pedal is operated. And pitch 109, and includes an intake system 111 for introducing the air intake to the engine 103 from the outside of the vehicle, the exhaust system 112 for exhausting the exhaust gas discharged from the engine 103 to the vehicle outside.

  The own vehicle shift control device 100 is configured by an ECU (Electronic Control Unit), and includes a travel information transmitting / receiving unit 122, a processing unit 124, and an input / output port (I / O) 125. Here, the travel information transmission / reception unit 122 constitutes vehicle information transmission means and position travel information reception means according to the present invention.

  The travel information transmitting / receiving unit 122 transmits the vehicle type information of the host vehicle 10 and the position information corresponding to the predetermined position P where the host vehicle 10 travels to the server 21 of the base station 20 and is calculated from the server 21 of the base station 20. The position travel information is received. The travel information transmission / reception unit 122 transmits a travel information transmission request corresponding to the predetermined position P from the server 21, and transmits the travel information corresponding to the predetermined position P together with the vehicle type information of the host vehicle 10 to the server 21. It also has a function to do.

  The processing unit 124 includes a CPU, a ROM, a RAM, and the like, and includes a travel position detection unit 131, a transmission control unit 132, and a transmission control correction unit 133. The travel position detector 131 detects the travel position of the host vehicle 10 based on the position information input from the navigation device 101. The shift control unit 132 performs shift control of the automatic transmission 102 based on the traveling state of the host vehicle 10. The shift control correction unit 133 is configured to correct the shift control of the automatic transmission 102 based on the received position travel information. Here, the travel position detection unit 131 constitutes a travel position detection unit according to the present invention, the shift control unit 132 constitutes a shift control unit according to the present invention, and the shift control correction unit 133 The shift control correcting means according to the present invention is constituted.

  The processing unit 124 is also used as a storage unit for the vehicle type information of the host vehicle 10, the specification values of the host vehicle 10, the travel state of the host vehicle 10, the travel information of other vehicles at predetermined positions, and the like. Further, the gear stage controlled by the transmission control unit 132 and the transmission control correction unit 133 is also stored.

  When a gear change occurs by the shift control unit 132 or the shift control correction unit 133, a shift signal is sent to the hydraulic pressure supply device 105 via the input / output port 125, and the hydraulic pressure of the hydraulic pressure supply device 105 is changed. The gear stage of the automatic transmission 102 is switched.

  The input / output port 125 connects the processing unit 124, the travel information transmitting / receiving unit 122, and an external device of the host vehicle shift control device 100, and inputs / outputs various control signals and information.

  In addition, the own vehicle speed change control device 100 receives position information from the navigation device 101, engine speed Ne from the engine 103, turbine speed Nt from the torque converter 104, throttle opening tap from the accelerator sensor 106, and vehicle speed sensor 107. Vehicle speed V and actual vehicle weight M from a weight sensor (not shown).

(Configuration of other vehicles)
Further, the other vehicles 11, 12, 13 also have the same configuration as the host vehicle 10. Therefore, in the other vehicles 11, 12, and 13, the travel information transmission / reception unit 122 receives the travel information transmission request corresponding to the predetermined position P from the server 21, and the travel information corresponding to the predetermined position P to the server 21. The vehicle type information can be transmitted to the server 21. Here, the driving force F and the deceleration force G will be described.

(Driving force calculation method)
When the engine torque is Te, the torque ratio is A, the gear ratio of the automatic transmission is B, the differential ratio is C, and the tire diameter (drive wheel diameter) is D, the driving force F is a predetermined throttle opening tap. Subject to being greater than the threshold,
F = Te * A * B * C / πD
Can be expressed as

  The engine torque Te can be obtained from engine torque characteristics that change according to the value of the engine speed Ne. The torque ratio A can be obtained from a torque converter characteristic that changes according to the value of the ratio Nt / Ne between the engine speed Ne and the turbine speed Nt. The gear ratio B can be obtained from the gear stage X and the specification value of the automatic transmission. The differential ratio C can be obtained from the specification values.

  Accordingly, the server 21 receives the engine speed Ne, the turbine speed Nt, the gear stage X, the throttle opening degree tap, and the vehicle type information when traveling from the other vehicle 11 at the predetermined position P. Based on the specification value corresponding to the vehicle 11, the driving force F of the other vehicle 11 can be calculated.

  The server 21 may receive the engine torque Te, the torque ratio A, the gear ratio B, or the driving force F directly from the other vehicle 11 instead of calculating the driving force F by the processing unit 24.

  Furthermore, the server 21 calculates | requires the tire diameter D from a specification value. In addition, in order to obtain | require more exactly | strictly, you may make it receive not the tire diameter D of a specification value but the actual tire diameter D from the other vehicle 11. FIG. By doing so, it is possible to cope with a case where the size of the tire itself is changed or a difference in the length of the tire diameter D due to a difference in air pressure or the like. The tire diameter D generally has an inner diameter as a specification value, but may have an outer diameter as a specification value. Further, when the tire diameter D as the specification value is an inner diameter, the tire outer diameter may be calculated from the tire width, the flatness ratio, the wheel outer diameter, and the like.

(Calculation method of deceleration force)
Further, the deceleration force G is determined from a deceleration force map that can determine the vehicle deceleration force G from the vehicle speed V and the gear stage X. This deceleration force map is a graph showing the relationship between the vehicle speed V and the deceleration force G on the condition that there is a vehicle type and gradient information and the throttle opening degree tap is zero. That is, the deceleration force map is a graph that has a graph in which the deceleration force G changes according to the change in the vehicle speed V for each gear stage X, and the deceleration force G can be obtained from the speed V and the gear stage X. The gradient information is obtained from the position information of the travel information sent from the other vehicle 11.

  Therefore, the server 21 can calculate the deceleration force G of the other vehicle 11 if it receives the vehicle speed V, the gear stage X, and the throttle opening degree tap when traveling from the other vehicle 11 at the predetermined position P. . The server 21 may directly receive the deceleration force G from the other vehicle 11.

(System operation)
In such an automatic transmission control system, when the other vehicle 11 travels in the predetermined position P, the server 21 of the base station 20 requests the other vehicle 11 to transmit travel information. When the other vehicle 11 receives the request for transmission of the travel information at the predetermined position P from the server 21, the other vehicle 11 transmits the travel information when traveling at the predetermined position P and the vehicle type information of the other vehicle 11 to the server 21. .

  Note that the travel information is information that differs between uphill travel and downhill travel. That is, the traveling information at the time of climbing includes the positional information on the predetermined position P, the engine speed Ne when traveling at the predetermined position P, the turbine rotational speed Nt, the gear stage X, the throttle opening degree tap, and other vehicles. 11 actual weight M. Further, the traveling information during downhill is position information of the predetermined position P, vehicle speed V when traveling at the predetermined position P, gear stage X, throttle opening degree tap, and actual weight M of the other vehicle 11. .

  Further, as described above, the other vehicle 11 is calculated from the engine torque Te calculated from the engine speed Ne and the ratio Nt / Ne between the engine speed Ne and the turbine speed Nt, which is calculated from the specification values by the server 21. The required torque ratio A, the gear ratio B determined from the gear stage X, or the driving force F may be directly transmitted to the server 21 as traveling information when climbing. Further, as described above, the other vehicle 11 may directly transmit the deceleration force G calculated by using the specification value by the server 21 to the server 21 as traveling information during downhill.

  The actual weight M of the other vehicle 11 is an actual weight while traveling at the predetermined position P. For example, the actual weight M of the other vehicle 11 can be calculated based on detection of the number of passengers by an infrared sensor provided in the other vehicle 11, or Can be estimated by calculating the amount of suspension sinking when stopped.

  Further, the actual weight M of the other vehicle 11 is transmitted to the server 21 because the heavier the weight, the larger the driving force that is proportionally required. This is because even a different one can be handled as a driving force corresponding to the actual weight M of the host vehicle 10. For example, even if a vehicle having a vehicle weight of 1.0 [tons] travels comfortably with a driving force of 100 [kW], a vehicle having a vehicle weight of 2.0 [tons] is driven with a driving force of 100 [kW]. In order to run comfortably due to insufficient power, a driving force of 200 [kW] is required. Therefore, the driving force is corrected based on the vehicle weight.

  The travel information and the vehicle type information are used when the server 21 obtains driving force (during climbing) or deceleration (descent) during travel. Further, the vehicle speed may be obtained instead of the deceleration force. Based on the driving force, deceleration force, or vehicle speed of the other vehicle 11, it is used for correcting the shift control of the automatic transmission 102 of the host vehicle 10. When the vehicle speed V is used for the control of the host vehicle 10, the other vehicle 11 transmits the vehicle speed V when traveling at the predetermined position P obtained by the vehicle speed sensor 107 to the server 21.

  In addition, since it is also determined by the server 21 whether or not the other vehicle 11 has been running stably as described later, the other vehicle 11 has been detected by the brake pedal force switch 109 while traveling in the vicinity of the predetermined position P (within a predetermined time). Send the number of brake operations. For this reason, the server 21 excludes it from the above-described target travel information as “problem travel” when the number of times of the detected brake operation is equal to or greater than the predetermined number. It should be noted that the server 21 determines whether the travel is “problem-free” based on the number of accelerator operations detected by the accelerator sensor 106 as well as the number of times detected by the brake pedal force switch 109. May be.

  When the server 21 of the base station 20 receives the traveling information of the predetermined position P from the other vehicle 11, the traveling information received corresponding to each of the other vehicles 11, 12, and 13 is stored in the storage unit 23. At this time, if the server 21 determines that the traveling of the other vehicles 11, 12, 13 is not stable traveling (“problem traveling”), the server 21 does not store the received traveling information in the storage unit 23. May be. Therefore, if the traveling of the other vehicle 11 is “running without a problem”, the server 21 stores it in the storage unit 23.

  Here, “running without a problem” means running that satisfies a preset condition, and this is referred to as “stable running”. This condition is information that the number of times of brake detection is a predetermined number or less, and is preset and registered in the storage unit 23.

  The server 21 may store all of the travel information received from the other vehicles 11, 12, 13, but the driving force, deceleration force, or vehicle speed is received for each of the other vehicles 11, 12, 13 at the time of reception. The storage area is smaller when it is obtained and stored in the storage unit 23, and can be provided to the host vehicle 10 in a short time even when information is provided.

  In this case, the server 21 may store both the driving force, the deceleration force, and the vehicle speed, but when storing one of them, it is determined whether the driving force is stored or the deceleration force or the vehicle speed is stored. It is determined whether the predetermined position P of the information is uphill or downhill. Accordingly, the server 21 stores the driving force if the predetermined position P is an uphill, and stores the deceleration force or the vehicle speed if the predetermined position P is a downhill.

  The driving force F and the deceleration force G of the other vehicle 11 are obtained by the server 21 as described above. That is, the driving force F is determined from the engine speed Te, the torque ratio A, the engine speed Ne of the other vehicle 11, the turbine speed Nt, the gear stage X of the automatic transmission, and the specifications of the other vehicle 11. The gear ratio B and differential ratio C of the automatic transmission can be obtained, and the driving force F at the weight M can be calculated. The deceleration force G can be calculated from the vehicle speed V of the other vehicle 11, the gear stage X, and the deceleration force map of the other vehicle 11. Note that the same calculation can be made for the host vehicle 10 as well.

  On the other hand, in the host vehicle 10, the current travel position of the host vehicle 10 is detected by the navigation device 101, so that the host vehicle 10 is connected to the base from the travel information transmission / reception unit 122 of the host vehicle shift control device 100 when the predetermined position P passes. The position information indicating the predetermined position P, the transmission request for the travel position information corresponding to the predetermined position P, and the vehicle type information of the host vehicle 10 are transmitted to the server 21 of the station 20. At this time, instead of the current travel position, the travel planned position of the host vehicle 10 or the estimated estimated pass position may be transmitted as the position information.

  If the navigation device 101 is used by the driver, the planned travel position can be obtained from the planned route, and the estimated passing position can be estimated from the current travel position and the road of the map information.

  In the server 21 of the base station 20, the travel information transmitting / receiving unit 22 receives position information, a request for transmitting position travel information, and vehicle type information from the host vehicle 10. When the position travel information transmission request is received, the target travel information extraction unit 31 of the processing unit 24 extracts target travel information (hereinafter referred to as target travel information) from the travel information stored in the storage unit 23. This target travel information is information extracted from the travel information of a vehicle that satisfies a preset condition at the target position P based on the received position information, that is, “runs without problems”.

  Further, the target travel information extraction unit 31 extracts only the latest travel information as the target travel information. The latest traveling information is, for example, traveling information of a vehicle that has traveled a predetermined position P between 10 minutes ago and the present time.

  Next, the position travel information calculation unit 32 of the processing unit 24 calculates the position travel information from the plurality of target travel information of the predetermined position P extracted by the target travel information extraction unit 31. Here, the calculation method of this position travel information is demonstrated for every driving force, deceleration force, and vehicle speed.

  First, the driving force will be described. The position travel information calculation unit 32 of the processing unit 24 converts each of the plurality of pieces of target travel information at predetermined positions extracted by the target travel information extraction unit 31 into a drive force corresponding to the reference vehicle weight. Then, the converted driving force is averaged to obtain an average driving force. Therefore, the position travel information includes the reference vehicle weight and the average driving force. By this calculation, for example, the driving force with respect to the reference vehicle weight such that the driving force with respect to the reference vehicle weight of 1.0 [tons] is 100 [kW] is obtained. When the host vehicle 10 receives the position travel information, for example, when the driving force 70 [kW] of the host vehicle 10 with respect to the vehicle weight 0.8 [tons] of the host vehicle 10 is set, the reference vehicle weight 1. The driving force 100 [kW] with respect to 0 [ton] is converted into the driving force with respect to the vehicle weight 0.8 [ton] of the host vehicle 10, and the converted driving force 80 [kW] is calculated. Therefore, since the driving force of the host vehicle 10 is smaller than the driving force of the other vehicle, the processing unit 124 controls the automatic transmission 102 to shift down. As a result, the driving force of the host vehicle 10 is greater than the driving force of the other vehicles 11, 12, 13.

  Since the deceleration force is the same calculation method as the driving force, description thereof is omitted.

  Next, the vehicle speed will be described. The position travel information calculation unit 32 of the processing unit 24 calculates the average vehicle speed from the plurality of target travel information of the predetermined position P extracted by the target travel information extraction unit 31, and calculates the position travel information. Ask. Therefore, the average vehicle speed is included in the position travel information. When the vehicle speed of the host vehicle 10 is higher than the vehicle speeds of the other vehicles 11, 12, and 13, the processing unit 124 controls the automatic transmission 102 to shift down. As a result, the vehicle speed of the host vehicle 10 is equivalent to the vehicle speed of the other vehicles 11, 12, 13.

  In this way, by using the driving force and the deceleration force corresponding to the reference vehicle weight, it is possible to cope with the difference in weight between the host vehicle 10 and the other vehicles 11, 12, and 13.

  Then, the travel information transmission / reception unit 22 transmits the position travel information of the predetermined position P calculated by the processing unit 24 to the host vehicle 10.

  In the own vehicle shift control device 100 of the own vehicle 10, the traveling information transmission / reception unit 122 receives the position traveling information of the predetermined position P from the server 21. The position travel information is received in advance when the host vehicle 10 reaches the predetermined position P or before reaching the predetermined position P. When receiving in advance, you may make it receive the position driving | running | working information of several driving | running | working planned positions.

(Operation of own vehicle shift control device)
Next, FIG. 3 shows a flowchart of the shift control process of the automatic transmission of the host vehicle 10 and will be described.

  In the shift control process of the automatic transmission of the host vehicle 10, it is first determined whether or not the predetermined position P is flat (step S1). For this determination, the inclination of the host vehicle 10 detected by the gyroscope of the navigation device 101, inclination information based on map information, or the like can also be used.

  If it is determined that the road is flat, the shift control process of the automatic transmission is terminated. If it is determined that the road is not flat, the other vehicle information including the position travel information is read. (Step S2). That is, the other vehicle information includes road traffic information using VICS (Vehicle Information & Communication System) in addition to the position travel information of the predetermined position P received from the server 21 of the base station 20 described above. Contains.

  Next, it is determined whether or not the predetermined position P is an uphill (step S3). For this determination, the same information as that used in the flat land determination process (step S1) is used. If it is determined that it is an uphill by this uphill determination process, an uphill control process (step S4) is performed, and if it is determined that it is not an uphill, a downhill control process (step S5) is performed. Details of the uphill control processing and downhill control processing will be described later.

  When the uphill control process (step S4) or the downhill control process (step S5) is finished, the shift control process for the automatic transmission is finished.

  Further, the shift control process of the automatic transmission may be performed as a periodic interrupt process in the host vehicle 10. For example, by performing the shift control process of the automatic transmission so that an interruption occurs every 0.1 second, it is determined whether or not the vehicle is flat on every 0.1 second (step S1). If not, an uphill control process (step S4) or a downhill control process (step S5) is performed. Further, the interruption time may be changed according to the vehicle speed of the host vehicle 10. Thereby, for example, the shift control process of the automatic transmission can be performed at every fixed travel distance.

  Next, the climbing control process will be described with reference to a schematic explanatory diagram in FIG. 4 and a flowchart in FIG.

As shown in FIG. 4, when traveling on the same uphill, the driving force of the other vehicle A and the driving force of the other vehicle B at a predetermined position P are larger than the driving force of the own vehicle J, that is, a wheel and B car driving force respectively P _a, P B, _J wheel gear stages (gear stages) x, when the driving force when the J car gear x and P _Jx,
When P _A > P _Jx , P _B > P _Jx ,
Car J cannot easily climb uphill and cannot drive comfortably.

Therefore, J car receives other vehicle from the server (A car or vehicle B) is running information at a predetermined position P, and average value of P _A and P _B, so as to be more comfortable traveling, for example, gear Is shifted down by one stage (x-1). As a result, the driving force P _J of the J vehicle becomes larger than the average driving force (P _A + P _B ) / 2 of the A vehicle and the B vehicle, and the vehicle can travel comfortably on the uphill. The P _A , P _B , and P _Jx represent driving forces corresponding to the reference vehicle weight.

  Hereinafter, the climbing control process (step S4 in FIG. 3) will be described with reference to the flowchart in FIG.

  First, the own vehicle shift control device 100 performs an uphill control process as so-called AI (Artificial Intelligence) control according to the traveling state of the own vehicle (step S11). In this process, the automatic transmission 102 of the host vehicle 10 is not used based on the actual acceleration obtained from the vehicle speed sensor 107 of the host vehicle 10 and the reference acceleration stored in advance without using the position travel information received from the server 21. Shift control is performed. More specifically, the host vehicle shift control device 100 prohibits switching of a gear stage (shift stage), prohibiting an upshift (switching to a higher shift stage) that makes the gear ratio smaller than the current gear ratio, or prohibiting an upshift. The automatic transmission 102 of the host vehicle 10 is controlled so as to release the control.

  Next, the driving force of the own vehicle is compared with the received driving force of the other vehicle, and it is determined whether or not the driving force of the own vehicle is smaller than the driving force of the other vehicle (step S12).

  Here, the driving force of the host vehicle 10 is the same as the method of obtaining the driving force of the other vehicle 11, the engine speed Ne, the turbine speed Nt, the gear stage X, the throttle opening degree tap, and the host vehicle 10. And the specification values stored in advance in the processing unit 124.

That is, when the throttle opening degree tap is larger than a predetermined threshold value, the engine torque Te is obtained from the engine torque characteristic which is a specification value of the host vehicle 10 based on the value of the engine speed Ne, and the engine speed Ne is obtained from the torque converter characteristic. The torque ratio A is obtained from Nt / Ne which is the ratio of the turbine speed Nt, and the gear ratio B, differential ratio C, and tire diameter D are obtained from the gear values X of the automatic transmission 102 from the specification values. And the driving force F is expressed by the following formula:
F = Te * A * B * C / πD
By asking.

  The driving force of the other vehicle is an average driving force corresponding to the vehicle weight that is the position travel information received from the server 21, that is, an average driving force of the other vehicles 11, 12, 13 that traveled the predetermined position P. Here, if the driving force of the other vehicle is a reference vehicle weight of 1.0 [tons], a driving force of 100 [kW], and the vehicle weight of the host vehicle is 0.8 [tons], Since the driving force is equal at 80 [kW], the comparison is performed after correction based on the vehicle weight. That is, the driving force of the other vehicle is handled as 80 [kW].

  If the driving force of the host vehicle is not smaller than the driving force of the other vehicle, the prohibition of upshifting of the automatic transmission 102 performed by the climbing control process (step S11) according to the traveling state of the host vehicle is canceled (step S11). S13). However, if the driving force of the own vehicle becomes smaller than the driving force of the other vehicle after the upshift, the prohibition of the upshift is not performed. The method for obtaining the driving force after the upshift is the same as the method for obtaining the driving force.

  On the other hand, when the driving force of the own vehicle is smaller than the driving force of the other vehicle, the upshift of the automatic transmission 102 is prohibited (step S14). Next, based on the driving force of the other vehicle, the automatic transmission 102 is set to downshift to a low gear (step S15). Next, the set gear stage is instructed to the automatic transmission 102 (step S16), and the uphill control process is terminated.

  Next, the downhill control process will be described with reference to a schematic explanatory diagram in FIG. 6 and a flowchart in FIG.

As shown in FIG. 6, when traveling on the same downhill, when the vehicle speed of the A vehicle, which is another vehicle at the predetermined position P, and the vehicle speed of the B vehicle are greater than the vehicle speed of the J vehicle, which is the own vehicle, The vehicle speeds of the A vehicle and the B vehicle are V _A and V _B , the gear speed (shift speed) of the J car is x, and the vehicle speed at the gear speed x of the J car is V _Jx .
When V _A <V _Jx , V _B <V _Jx ,
Car J is too fast to drive downhill comfortably.

For this reason, the J vehicle receives, from the server, other vehicle (A vehicle and B vehicle), for example, the travel information at the predetermined position P, the average value of V _A and V _B , etc. Downshift by one stage (x-1). As a result, the vehicle speed V _J of the _J vehicle is smaller than or equal to the average vehicle speed (V _A + V _B ) / 2 of the A vehicle and the B vehicle, and can travel comfortably on the downhill.

  Hereinafter, the downhill control process (step S5 in FIG. 3) will be described with reference to the flowchart in FIG.

  First, the own vehicle shift control device 100 performs a downhill control process as a so-called AI control according to the traveling state of the own vehicle, similarly to the uphill control process (step S21). In this process, the automatic transmission 102 of the host vehicle 10 is not used based on the actual acceleration obtained from the vehicle speed sensor 107 of the host vehicle 10 and the reference acceleration stored in advance without using the position travel information received from the server 21. Shift control is performed. More specifically, the host vehicle shift control device 100 prohibits switching of a gear stage (shift stage), prohibiting an upshift (switching to a higher shift stage) that makes the gear ratio smaller than the current gear ratio, or prohibiting an upshift. The automatic transmission 102 of the host vehicle 10 is controlled so as to release the control.

  Next, the vehicle speed of the own vehicle is compared with the received vehicle speed of the other vehicle, and it is determined whether or not the vehicle speed of the own vehicle is faster than the vehicle speed of the other vehicle (step S22). Further, instead of the vehicle speed, the deceleration force of the own vehicle and the received deceleration force of the other vehicle can be compared to determine whether or not the deceleration force of the own vehicle is smaller than the deceleration force of the other vehicle.

  Here, the deceleration force of the own vehicle is similar to the method of obtaining the deceleration force of the other vehicle 11, the gradient information, the vehicle speed V, the gear stage X, the throttle opening degree tap, and the deceleration force map of the own vehicle 10. Sought from. That is, when the throttle opening degree tap is 0, it is obtained from the vehicle speed V and the gear stage X from the deceleration force map that is a specification value of the host vehicle 10 according to the gradient information.

  The deceleration force of the other vehicle is an average deceleration force corresponding to the vehicle weight that is the position travel information received from the server 21, that is, the average deceleration force of the other vehicles 11, 12, 13 that traveled the predetermined position P.

  When the vehicle speed of the own vehicle is not faster than the vehicle speed of the other vehicle, or when the deceleration force of the own vehicle is not smaller than the deceleration force of the other vehicle, the descending slope control process according to the traveling state of the own vehicle ( The prohibition of upshifting of the automatic transmission 102 performed in step S21) is canceled (step S23). However, if the vehicle speed of the own vehicle becomes higher than the vehicle speed of the other vehicle after shifting up, or if the deceleration force of the own vehicle becomes smaller than the deceleration force of the other vehicle, the shift up prohibition is prohibited. Do not cancel.

  On the other hand, when the vehicle speed of the own vehicle is higher than the vehicle speed of the other vehicle, or when the deceleration force of the own vehicle is smaller than the deceleration force of the other vehicle, the upshift of the automatic transmission 102 is prohibited (step S24). . Next, based on the vehicle speed of the other vehicle or the deceleration force of the other vehicle, the automatic transmission 102 is set to be shifted down to a low gear (step S25). Next, the set gear stage is instructed to the automatic transmission 102 (step S26), and the downhill control process is terminated.

  As described above, in the present embodiment, when the road on which the host vehicle 10 travels is climbing or descending, the shift control of the automatic transmission 102 is performed based on information detected only by the traveling state of the host vehicle 10. Next, only the travel information of the vehicle that has performed stable travel among a plurality of vehicles that traveled at the same position is extracted as target travel information, and the automatic transmission is controlled once based on this target travel information The shift control of 102 is corrected.

  Therefore, even if the shift control of the automatic transmission 102 performed in accordance with road gradient information or driver's operation is not optimal with the control values performed by the vehicle developer, it is possible to The correction is made accurately based on the vehicle information.

  As a result, the driver can obtain comfortable drivability without feeling uncomfortable due to the difference between the traveling by the shift control based on the control value performed by the developer and the traveling in the actual traveling state. In other words, the shift control of the automatic transmission 102 that is controlled based on the traveling state of only the host vehicle 10 when the host vehicle 10 travels at a predetermined position is used as a plurality of other vehicles 11, 12, 13 that have traveled stably at the predetermined position. Since the travel information can be corrected based on the travel information, the shift control according to the actual travel situation is possible. As a result, it is possible to realize the optimum traveling according to the congestion situation and the road surface condition, and as a result, it is possible to improve drivability.

  In addition, the other vehicles 11, 12, and 13 travel without any problem with a driving force smaller than the driving force of the host vehicle 10 even when the shift control based on the information of the host vehicle 10 is prohibited during the uphill travel, even when switching to the high shift stage is prohibited. In such a case, the prohibition of switching to the high gear stage is canceled, so that switching to the high gear stage according to the actual driving situation can be performed, and comfortable driving can be performed.

  In addition, the other vehicles 11, 12, and 13 are traveling with a driving force larger than the driving force of the host vehicle 10 even when the shift control according to the traveling state of the host vehicle 10 is permitted during the uphill traveling, even when switching to the high shift stage is permitted. In such a case, since switching to the high gear is prohibited, switching to the high gear is prohibited according to the actual driving situation, and comfortable driving can be performed.

  Further, when the other vehicle 11, 12 or 13 is traveling with a driving force larger than the driving force of the host vehicle 10 during the uphill traveling, the vehicle is switched to the low gear position, so that it depends on the actual traveling condition. It is possible to perform comfortable driving by performing shift control to a low gear.

  Further, when traveling downhill, the shift control based on the information of the host vehicle 10 prohibits switching to the high gear stage, but the other vehicles 11, 12, 13 are traveling at a vehicle speed higher than the vehicle speed of the host vehicle 10. In this case, the prohibition of switching to the high gear stage is canceled, so that the switching to the high gear stage according to the actual driving situation can be performed, and comfortable driving can be performed.

  Further, when traveling downhill, the other vehicle 11, 12, 13 is traveling at a vehicle speed slower than the vehicle speed of the own vehicle 10 even though the shift control based on the information of the own vehicle 10 permits switching to the high gear. Therefore, since switching to the high gear is prohibited, switching to the high gear is prohibited according to the actual driving situation, and comfortable driving can be performed.

  Further, when the other vehicles 11, 12, and 13 are traveling at a vehicle speed slower than the vehicle speed of the host vehicle 10 when traveling downhill, switching to a low gear is performed, so that the low vehicle speed is reduced according to the actual traveling condition. Shift control to the shift stage can be performed, and comfortable travel can be performed.

  Further, when the other vehicle 11, 12 or 13 is traveling with a deceleration force greater than the deceleration force of the host vehicle 10 when traveling downhill, the vehicle is switched to a low gear position, so that it corresponds to the actual traveling condition. Therefore, it is possible to perform a comfortable driving by performing a shift control to a low shift stage.

  In addition, since only the traveling information of the other vehicles 11, 12, 13 that have passed the predetermined position P within the predetermined elapsed time is extracted, the traveling information that more reflects the current situation such as the congestion situation of the specific position is obtained. It is possible to perform comfortable driving suitable for actual driving conditions.

  Moreover, the function of the server 21 in this Embodiment can be provided in the own vehicle 10, and the automatic transmission control system of this invention can also be implement | achieved only by the own vehicle 10. FIG.

  In this case, the travel information transmission / reception unit 122 leaves only the function of receiving travel information from other vehicles, and does not require the transmission / reception function performed between the host vehicle 10 and the server 21. Can be realized. Therefore, since the traveling information of the other vehicles 11, 12, 13 is collected in the own vehicle 10, a comfortable traveling can be realized without the server 21 that collects the traveling information of the other vehicles 11, 12, 13. it can.

  In the above-described embodiment, the driving force and the deceleration force are obtained from information such as the engine torque Te, the torque ratio A, and the gear ratio B of the automatic transmission, but the rolling resistance coefficient of the tire (driving wheel) In addition, the rolling resistance of the drive wheels, the air resistance of the vehicle, and the like can be taken into account using the projected area of the front surface of the vehicle. As a result, the driving force and the deceleration force can be obtained more accurately.

  In the above-described embodiment, the actual vehicle weight is used, but an empty vehicle weight, an average vehicle weight, or the like may be used. In this case, a sensor or the like for obtaining the actual vehicle weight is not required, and the driving force and the deceleration force can be easily calculated.

  Further, in the above-described embodiment, the specification value of the vehicle is stored in advance by the server 21, but the specification value of each vehicle may be transmitted to the server 21. In this case, since the server 21 does not have to store necessary specification values in advance, versatility is increased regardless of the types of specification values that can be stored in the server 21, and more information is collected. It is possible to deal with even new cars and models with limited sales.

  Furthermore, in the above-described embodiment, the predetermined position P is one specific point. However, the present invention is not limited to this, and the predetermined position P may be a position having a certain range. For example, by setting the predetermined position P from the beginning to the end of the hill, the optimum gear stage for climbing up or down the hill is selected. Further, by providing a plurality of predetermined positions P from the beginning to the end of the slope, the shift control of the automatic transmission can be finely corrected.

  As described above, the automatic transmission control system according to the present invention is capable of performing a shift control of an automatic transmission that is controlled based on the traveling state of the host vehicle when traveling on an uphill / downhill of the host vehicle in a stable manner at a predetermined position. Since the vehicle can be corrected based on the travel information of the vehicle, there is an effect that the shift control according to the actual travel situation becomes possible, and based on the travel information transmitted from the other vehicle, This is useful for an automatic shift control system that performs shift control of an automatic transmission.

1 is a schematic diagram showing an automatic transmission control system according to an embodiment of the present invention. 1 is a schematic block diagram showing an automatic transmission control system according to an embodiment of the present invention. It is a flowchart which shows the general | schematic process sequence of the shift control processing program of the automatic transmission in the automatic shift control system which concerns on one embodiment of this invention. It is a schematic explanatory drawing of the uphill control process in the automatic transmission control system which concerns on one embodiment of this invention. It is a flowchart which shows the uphill control process of the shift control processing program of the automatic transmission in the automatic shift control system which concerns on one embodiment of this invention. It is a schematic explanatory drawing of the downhill control process in the automatic transmission control system which concerns on one embodiment of this invention. It is a flowchart which shows the downhill control process of the shift control processing program of the automatic transmission in the automatic shift control system which concerns on one embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Own vehicle 11, 12, 13 Other vehicles 20 Base station 21 Server 22 Travel information transmission / reception part (Driving information receiving means, vehicle information receiving means, position travel information transmitting means)
23 Storage Unit 24 Processing Unit 25 Input / Output Port (I / O)
31 target travel information extraction unit (target travel information extraction means)
32 position travel information calculation unit (position travel information calculation means)
100 Self-vehicle shift control device (shift control device)
DESCRIPTION OF SYMBOLS 101 Navigation apparatus 102 Automatic transmission 103 Engine 104 Torque converter 105 Oil pressure supply apparatus 106 Acceleration sensor 107 Vehicle speed sensor 108 Shift sensor 109 Brake pedaling force switch 111 Intake system 112 Exhaust system 122 Travel information transmission / reception part (vehicle information transmission means, position travel information reception) means)
124 processing unit 125 I / O port (I / O)
131 Traveling position detector (traveling position detection means)
132 Shift control unit (shift control means)
133 Shift control correction unit (shift control correction means)

Claims (11)

A server that receives, aggregates, and transmits travel information of a plurality of vehicles, and a shift control device that receives travel information of other vehicles from the server and performs shift control of the automatic transmission of the host vehicle. In an automatic transmission control system comprising:
The server
Traveling information receiving means for receiving traveling information of a plurality of vehicles that have traveled in a predetermined position;
Target travel information extracting means for extracting, as target travel information, only travel information that satisfies conditions preset as stable travel from a plurality of travel information at the predetermined position;
Based on the extracted target travel information, position travel information calculation means for calculating the position travel information of the predetermined position;
Vehicle information receiving means for receiving position information from the shift control device of the host vehicle;
Position travel information transmitting means for transmitting the position travel information corresponding to the received position information to the shift control device of the host vehicle;
With
The shift control device for the host vehicle includes:
Traveling position detecting means for detecting the traveling position of the host vehicle;
When the host vehicle is traveling uphill or downhill, the vehicle is switched to a lower gear stage that makes the gear ratio larger than the current gear ratio, and the gear ratio that is smaller than the current gear ratio, based on the traveling state of the host vehicle. Shift control means for prohibiting switching to the shift stage and canceling the prohibition;
Vehicle information transmitting means for transmitting position information of the host vehicle to the server based on the detected traveling position;
Position travel information receiving means for receiving the position travel information corresponding to the position information from the server;
Shift control correcting means for correcting shift control of the automatic transmission performed by the shift control means based on the received position travel information;
An automatic transmission control system comprising:   The shift control correcting means of the shift control device of the host vehicle cancels the prohibition of switching to the high shift stage when the driving force of the host vehicle is greater than the driving force obtained from the received position travel information during uphill traveling. The automatic shift control system according to claim 1, wherein the shift control is corrected so that the shift control is performed.   The shift control correction means of the shift control device of the host vehicle prohibits switching to the high gear stage when the driving force of the host vehicle is smaller than the driving force obtained from the received position travel information during uphill traveling. The automatic shift control system according to claim 1 or 2, wherein the shift control is corrected.   The shift control correcting means of the shift control device of the host vehicle controls the shift control of the transmission when the driving force of the host vehicle is smaller than the drive force obtained from the received position travel information during uphill traveling. The automatic shift control system according to any one of claims 1 to 3, wherein the shift control is corrected so as to switch to a low shift stage that increases the gear ratio.   The shift control correcting means of the shift control device of the host vehicle cancels the prohibition of switching to the high shift stage when the vehicle speed of the host vehicle is slower than the vehicle speed obtained from the received position travel information during downhill travel. The automatic shift control system according to any one of claims 1 to 4, wherein the shift control is corrected.   The shift control correcting means of the shift control device of the host vehicle prohibits switching to the high shift stage when the vehicle speed of the host vehicle is higher than the vehicle speed obtained from the received position travel information during downhill travel. The automatic transmission control system according to any one of claims 1 to 5, wherein the transmission control is corrected.   The shift control correcting means of the shift control device of the host vehicle controls the shift control of the transmission from the current gear ratio when the vehicle speed of the host vehicle is faster than the vehicle speed obtained from the received position travel information during downhill travel. The automatic shift control system according to any one of claims 1 to 6, wherein the shift control is corrected so as to switch to a low shift stage that increases the gear ratio.   The shift control correcting means of the shift control device of the host vehicle changes the shift control of the transmission to the current shift when the deceleration force of the host vehicle is smaller than the deceleration force obtained from the received position travel information during downhill traveling. The automatic shift control system according to any one of claims 1 to 7, wherein the shift control is corrected so as to perform switching to a low shift stage in which the gear ratio is larger than the ratio.   The target travel information extracting means of the server extracts only the travel information of a vehicle that has passed through the predetermined position within a predetermined elapsed time from the travel information of the plurality of vehicles. The automatic transmission control system according to any one of claims 8 to 9. In a shift control device that receives travel information of a plurality of vehicles, aggregates, receives travel information of other vehicles from a server that transmits to a predetermined vehicle, and performs shift control of the automatic transmission of the own vehicle.
Traveling position detecting means for detecting the traveling position of the host vehicle;
When the vehicle is traveling uphill or downhill, the vehicle is switched to a lower gear stage that increases the gear ratio than the current gear ratio, and the gear ratio that is smaller than the current gear ratio is increased based on the traveling state of the host vehicle. Shift control means for prohibiting switching to the shift stage and canceling the prohibition;
Vehicle information transmitting means for transmitting position information of the host vehicle to the server based on the detected traveling position;
Only the travel information of the plurality of vehicles satisfying a preset condition as stable travel at a position corresponding to the position information is extracted as target travel information by the server, and the position of the position calculated from the target travel information is extracted. Position travel information receiving means for receiving position travel information;
Shift control correcting means for correcting shift control of the automatic transmission performed by the shift control means based on the received position travel information;
A shift control device for an automatic transmission, comprising: Traveling position detecting means for detecting the traveling position of the host vehicle;
When the vehicle is traveling uphill or downhill, the vehicle is switched to a lower gear stage that increases the gear ratio than the current gear ratio, and the gear ratio that is smaller than the current gear ratio is increased based on the traveling state of the host vehicle. Shift control means for prohibiting switching to the shift stage and canceling the prohibition;
Travel information receiving means for receiving travel information of a plurality of vehicles that have traveled a predetermined position corresponding to the detected travel position;
Target travel information extracting means for extracting, as target travel information, only travel information that satisfies conditions preset as stable travel from a plurality of travel information at the predetermined position;
Based on the extracted target travel information, position travel information calculation means for calculating the position travel information of the predetermined position;
Shift control correcting means for correcting shift control of the automatic transmission performed by the shift control means based on the position travel information;
A shift control device for an automatic transmission, comprising:

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