JP7077608B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device that suppresses shift shock during automatic driving as compared to manual driving.

Patent Document 1 proposes a vehicle control device that terminates the fuel cut earlier in automatic driving than in manual driving in order to suppress the occurrence of a shock during fuel cutting that the driver does not intend. There is.

Japanese Unexamined Patent Publication No. 2016-21185

However, in the technique described in Patent Document 1, there is no study on the problem that a busy feeling of shifting (frequent shifting) and a shock are likely to occur during automatic operation, and a means for solving the problem.

The present invention has been made in the background of the above circumstances, and an object thereof is to control a vehicle control device that makes it difficult for a busy feeling or a shock caused by a shift of an automatic transmission to occur during automatic driving. To provide the equipment.

The gist of the present invention is the automatic operation control of a vehicle provided with a power source and an automatic transmission and capable of selectively performing manual operation and automatic operation control, which is a control device and is not a fuel efficiency priority operation. When the acceleration / deceleration request is equal to or greater than the predetermined value, the shift line set on the shift map for controlling the shift ratio of the automatic transmission based on the vehicle speed and the accelerator opening is compared with that during the manual operation. The shift line of the automatic transmission is changed so that the hysteresis between the up shift line and the down shift line is expanded, and in the case of the fuel efficiency priority driving, the shift line of the automatic transmission is changed. Although not carried out , when the road surface unevenness is a flat road of a predetermined value or less during the automatic operation control, the shift line of the automatic transmission is changed so as to suppress the downshift of the automatic transmission .

According to the vehicle control device of the present invention, a shift map is used to control the gear ratio of the automatic transmission based on the vehicle speed and the accelerator opening during automatic operation control that is not fuel-oriented driving, as compared with manual operation. The shift line of the automatic transmission is changed so that the hysteresis between the up shift line and the down shift line among the shift lines set above is expanded , and in the case of the fuel efficiency priority driving, the automatic transmission is performed. Although the shift line of the transmission is not changed, when the road surface unevenness is a flat road of a predetermined value or less during the automatic operation control, the shift line of the automatic transmission is set so as to suppress the downshift of the automatic transmission. Will be changed . As a result, when the vehicle is under automatic driving control, which is not fuel-efficient driving , or when the road surface unevenness during automatic driving control is a flat road of a predetermined value or less, the busy feeling of shifting or the shifting shock is suppressed.

It is a schematic diagram explaining the drive device and the electronic control control part of the vehicle to which this invention is applied. It is a skeleton diagram illustrating the configuration of the drive device provided in the vehicle of FIG. 1. It is an engagement table explaining the combination of the friction engagement device which establishes the automatic transmission stage which constitutes a part of the drive device of FIG. It is a figure which shows the shift line diagram used for the shift control by the electronic control device of FIG. It is a shift line diagram explaining the change example of the shift line when it is predicted that the acceleration / deceleration request becomes more than a predetermined value in the control operation of the electronic control device of FIG. It is a shift line diagram explaining the change example of the shift line when it is predicted that the road surface unevenness becomes more than a predetermined amount in the control operation of the electronic control device of FIG. It is a shift line diagram explaining an example of changing a shift line in the control operation of the electronic control device of FIG. 1 when it is predicted that there is no traffic jam information and the road surface gradient is gentle. It is a flowchart explaining the main part in the control operation of the electronic control apparatus of FIG. 1, when it is predicted that the acceleration / deceleration request becomes more than a predetermined amount. It is a flowchart explaining the main part in the control operation of the electronic control device of FIG. 1, when it is predicted that the road surface unevenness becomes more than a predetermined amount. It is a flowchart explaining the main part in the control operation of the electronic control device of FIG. 1, when it is predicted that there is no traffic jam information and the road surface gradient is gentle. It is a skeleton diagram which shows the other configuration example of the automatic transmission provided in the vehicle of FIG. 11 is an engagement table illustrating a combination of friction engagement devices for establishing the automatic transmission stage of FIG. 11.

In one embodiment of the present invention, at least when automatic driving control that automatically accelerates and decelerates without any operation by the driver is selected, the shift line is changed by the travel planning route of automatic driving. When the shift line is changed by the travel plan route of the automatic operation, for example, the climbing slope estimated from big data (map information) is more than a predetermined value, and the winding road (curve with a radius of curvature of a predetermined value or less is continuous more than a predetermined value). The acceleration / deceleration request is larger than the predetermined value, such as the road surface), or the road surface where the vehicle speed change or the command driving force change of the past or present vehicle obtained from the big data fluctuates more than a predetermined value, for example, big data. The road surface unevenness estimated from (map information, construction information, personal opinion information) is a flat road surface below a predetermined value, and in that case, the shift line of the automatic transmission suppresses busy shift or shift shock. It will be changed to the side that does.

Further, in one embodiment of the present invention, the change of the shift line depending on the travel plan route of automatic driving means, for example, a road traffic information providing system by FM multiplex broadcasting or big data (travel data of another vehicle at the present time). It is estimated that there is no congestion information estimated from the above, the road surface slope is gentle, and steady driving at the target vehicle speed can be continued as it is. In that case, the hysteresis between the up line and the down line is reduced or The shift line of the automatic transmission is changed so that it can be eliminated.

Further, in one embodiment of the present invention, in the case of fuel economy priority driving, the shift line of the automatic transmission is not changed even when the automatic operation control is selected. The above fuel consumption priority driving means that when the fuel consumption of the fuel tank is less than a predetermined value and the driver indicates his / her intention by selecting and operating the fuel consumption or priority driving using the display panel or the portable terminal, the past driver. It is determined when it is estimated that fuel consumption is prioritized based on the driver's driving preference from the driver's history, or by a combination thereof.

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

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied. The vehicle 10 includes an engine 12 that functions as a power source, a drive wheel 14, an electric continuously variable transmission 16 and an automatic transmission 18 provided in a power transmission path between the engine 12 and the drive wheel 14. ing. The automatic transmission 18 is configured, for example, as shown in the outline diagram of FIG. The electric stepless transmission 16 includes a mechanical oil pump MOP that is directly rotationally driven by the engine 12, and a differential gear mechanism in which a rotating element is connected to the engine 12, the first electric motor MG1 and the second electric motor MG2. The automatic transmission 18 is provided with the direct torque from the engine 12 and the output torque of the second electric motor MG2.

As shown in FIG. 3, for example, the automatic transmission 18 advances by a plurality of stages (four stages in this embodiment) by selectively operating the hydraulic friction engaging devices C1, C2, B1, B2, and B3. A step and a reverse step of one step can be obtained.

Returning to FIG. 1, the hydraulic control circuit 20 includes a solenoid valve so as to operate according to a command from the electronic control device 22 using hydraulic oil supplied from the mechanical oil pump MOP and the electric oil pump EOP as a hydraulic source, and automatically. The engagement and disengagement of the hydraulic friction engagement devices C1, C2, B1, B2, and B3 in the transmission 18 are controlled by using the solenoid valve.

The electronic control device 22 includes, for example, a so-called microprocessor including a CPU, RAM, ROM, an input / output interface, and the like, and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. The output of the engine 12 is controlled by performing signal processing, and for example, an electric stepless step based on the actual vehicle speed V (km / h) and the accelerator opening Acc (%) from the pre-stored shift map shown in FIG. The gear ratios of the transmission 16 and the automatic transmission 18 are controlled, and various controls such as switching of the hydraulic pump are executed. For example, the electronic control device 22 calculates the required driving force of the driver based on the opening degree of the accelerator pedal (not shown), controls the output of the engine 12 and controls the output of the engine 12 so that the required driving force can be obtained with the minimum fuel consumption. An engine that controls the first electric motor MG1 and the second electric motor MG2 for driving in the electric stepless transmission 16 and the electromagnetic valve in the hydraulic control circuit 20, and uses the engine 12 and the first electric motor MG1 and the second electric motor MG2. Traveling or electric traveling using the second electric motor MG2 is selected according to FIG.

Further, when the automatic driving / manual driving selection switch 32 is operated by the driver to the automatic driving side, the electronic control device 22 is a part of the driver's driving operation necessary for driving the vehicle, for example, acceleration / deceleration operation. Partially automated driving control that automates (accelerator operation / brake operation) and fully automated driving that does not require driver's operation based on a preset destination-to-target travel plan will be implemented.

The electronic control device 22 exchanges road traffic information, infrastructure information, and the like that can be used for autonomous driving and the like between a server provided in a center (not shown) and another vehicle via a transmitter / receiver 24. Do it.

During the automatic operation control, the electronic control device 22 changes the shift line of the automatic transmission 18 so that the shift is less likely to be executed as compared with the manual operation, and suppresses the generation of a busy shift feeling and a shift shock. For example, the electronic control device 22 changes the shift line of the automatic transmission 18 as shown in FIG. 5 or 6 according to the acceleration / deceleration request or the road surface unevenness good determination related to the travel planning route of the automatic operation, and the feeling of busy shift. And suppress the occurrence of shift shock. Alternatively, the electronic control device 22 changes the shift line of the automatic transmission 18 as shown in FIG. 7 to maintain the fuel efficiency performance according to the steady running maintenance determination from the viewpoint of the running plan route of the automatic driving during the automatic driving control. ..

In FIGS. 5, 6 and 7, similarly to FIG. 4, among the normal shift lines during non-automatic (manual) operation, the shift up line is indicated by a thin line and the down shift line is indicated by a broken line. Further, the changed upshift line changed during automatic operation is shown by a thick line, and the changed downshift line is shown by a broken line.

FIG. 5 shows an example in which the up shift line is changed to the high vehicle speed side and the down shift line is changed to the high opening side of the accelerator opening when a large acceleration / deceleration request is predicted during automatic driving . There is. In FIG. 6, when it is estimated that the road surface is flat (clean) without unevenness during automatic driving , the vehicle does not shift from 2 to 1 down in the low vehicle speed region and travels in the second speed state. An example in which the shift line is changed is shown in. FIG. 7 shows an example in which the shift line is changed so that the hysteresis between the shift up line and the changed down shift line is reduced or eliminated when steady running is predicted during automatic driving. ing.

8, 9, and 10 are flowcharts for explaining the main parts of the shift line change control operation by the electronic control device 22, and when a large acceleration / deceleration request is predicted during the automatic operation , the automatic operation is performed. The control for changing the shift line diagram of the automatic transmission 18 is shown when it is estimated that the road surface has no unevenness and the road surface is flat, and when steady running is predicted during automatic operation . .. The controls shown in FIGS. 8, 9, and 10 are performed alone or in combination.

In the shift line change control of FIG. 8, it is determined in S1 whether or not manned automatic driving is being performed, in which at least the driving force or the vehicle speed is automatically increased or decreased regardless of the presence or absence of the driver and passengers. When the judgment of S1 is denied, the normal control which is the non-automatic (manual) operation of S5 is executed, but when the judgment of S1 is affirmed, S2 is executed. In S2, it is determined whether or not the fuel consumption is prioritized. If the judgment of S2 is affirmed, the normal control of S5 is executed, but if the judgment of S2 is denied, the acceleration / deceleration estimated by the road surface gradient, the winding road, the vehicle data of another vehicle, etc. in S3 is executed. Whether or not there is a request is determined. If the determination of S3 is denied, the normal control of S5 is executed, but if the determination of S3 is affirmed, the shift for controlling the shift of the automatic transmission 18 in S4, for example, as shown in FIG. The line is changed.

In the shift line change control of FIG. 9, as in FIG. 8, whether or not the vehicle is in manned automatic driving in which at least the driving force or the vehicle speed is automatically increased or decreased regardless of the presence or absence of the driver and passengers in S1. If the determination is denied, the normal control, which is the non-automatic operation of S5, is executed, but if the determination of S1 is affirmed, S2 is executed. In S2, it is determined whether or not the fuel consumption is prioritized. If the judgment of S2 is affirmed, the normal control of S5 is executed, but if the judgment of S2 is denied, the presence or absence of road surface unevenness estimated from map information, construction information, etc. is determined in S13. .. If the determination of S13 is denied, the normal control of S5 is executed, but if the determination of S13 is affirmed, the shift for controlling the shift of the automatic transmission 18 in S14, for example, as shown in FIG. The line is changed.

In the shift line change control of FIG. 10, as in FIG. 8, whether or not the vehicle is in manned automatic driving in which at least the driving force or the vehicle speed is automatically increased or decreased regardless of the presence or absence of the driver and passengers in S1. If the determination is denied, the normal control, which is the non-automatic operation of S5, is executed, but if the determination of S1 is affirmed, S23 is executed. In S23, it is determined whether or not steady running (constant speed running, constant load running) is continued based on the map information and the traffic jam information. If the determination of S23 is denied, the normal control of S5 is executed, but if the determination of S23 is affirmed, the shift for controlling the shift of the automatic transmission 18 in S24, for example, as shown in FIG. The line is changed.

FIG. 11 shows an example in which the vehicle 10 is a so-called one-motor hybrid vehicle. The vehicle 10 is provided in series with an 8-speed automatic transmission 50 having an engine 12, a disconnection clutch K0, an electric motor MG, and a torque converter TC with a clutch Bs that allows rotation of the stator, which functions as a power source. It is a one-motor hybrid vehicle. The automatic transmission 50 is configured, for example, as shown in the outline diagram of FIG. 11, for example, as shown in FIG. 12, the hydraulic friction engaging devices C1, C2, C3, C4, B1, B2 are selectively operated. By doing so, a plurality of forward stages (8 stages in this embodiment) and one reverse stage can be obtained.

Although the above-mentioned Examples 1 and 2 are hybrid vehicles having an engine and electric motors MG, MG1 and MG2 as drive sources, they may be electric vehicles having only electric motors as drive sources. In short, any vehicle may be used as long as the driving force control is accompanied by a shift of an automatic transmission.

10: Vehicle 12: Engine (power source)
16: Electric continuously variable transmission 18, 50: Automatic transmission 22: Electronic control device (control device)

Claims (1)

A control device for vehicles equipped with a power source and an automatic transmission and capable of selectively performing manual driving and automatic driving control.
When the acceleration / deceleration request is equal to or greater than the predetermined value during the automatic operation control that is not fuel-efficient driving, the shift map is used to control the gear ratio of the automatic transmission based on the vehicle speed and the accelerator opening as compared with the manual operation. The shift line of the automatic transmission is changed so that the hysteresis between the up shift line and the down shift line among the shift lines set above is expanded, and in the case of the fuel consumption priority driving, the automatic transmission is performed. Do not change the transmission line of the transmission , but
When the road surface unevenness is a flat road of a predetermined value or less during the automatic operation control, the shift line of the automatic transmission is changed so as to suppress the downshift of the automatic transmission.
A vehicle control device characterized by that.

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