JP5018266B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device that performs downshift control of an automatic transmission based on a driver's intention to decelerate based on driving environment parameters.

  Based on driving environment parameters including corners, preceding vehicles, intersections, temporary stops, railroad crossings, toll booths, traffic lights, pedestrian crossings, pedestrian crossings, sights, road gradients, exit routes, A technique is known that applies deceleration to a vehicle when a driver's intention to decelerate (for example, accelerator off or brake on) is detected according to the necessity of deceleration.

  For example, downshift control of an automatic transmission is performed as control for imparting deceleration. When the driver's intention to accelerate (for example, accelerator on) is detected during the downshift control, the normal shift control (for example, the accelerator opening and the vehicle speed) is changed from the downshift control based on the driving environment parameter. Returning to the shift control in which the shift map in which the shift speed is determined is used.

  In the downshift control based on the driving environment parameter, a predetermined waiting time (return timer time) may be provided from the time when the driver's intention to accelerate (accelerator ON) is detected to the return to the normal shift control. In this case, when the return timer time has elapsed since the detection of the acceleration intention, the normal shift control is restored from the downshift control based on the travel environment parameter.

  For example, Japanese Patent Laid-Open No. 10-141491 (Patent Document 1) discloses a vehicle control device that assists deceleration by performing downshift control using a rampway that branches off from an expressway based on road information stored in a navigation system. Is disclosed.

  The vehicle control apparatus disclosed in Patent Document 1 stores road information storage means that stores road information, own vehicle position detection means that detects the own vehicle position on the road, and vehicle speed detection means that detects the vehicle speed. Based on the road information, a connection path detection means for detecting a connection path connecting roads having different attributes, a control section setting means for setting a control section based on the vehicle position and the detected connection path, and a speed ratio automatically. An automatic transmission device to be selected; a gear ratio regulating means for determining a range in which the gear ratio can be changed from a vehicle speed in the control section; a driving operation detection means for detecting a driving operation of a driver; Gear ratio setting means for setting the gear ratio to be selected to be within a determined range based on a predetermined driving operation. The gear ratio setting means sets the gear ratio to be within a determined upper limit range when the vehicle speed is within a predetermined range and an accelerator off operation and a brake on operation are detected.

  In the vehicle control device disclosed in Patent Document 1, when the accelerator is turned on, the deceleration control is returned to the normal control. If the vehicle has returned to a corner or downhill, the driver needs to decelerate again and is likely to turn off the accelerator. When the accelerator is turned off, the downshift is performed again, which results in a busy shift, which may cause driver discomfort.

  Further, for example, in Japanese Patent Application Laid-Open No. 8-28694 (Patent Document 2), it is possible to prevent the downhill control and the normal control from being switched more than necessary, and to truly return from the downhill control to the normal control. A control device for a vehicular automatic transmission on a downhill road that enables quick return when in a state is disclosed.

  The control apparatus for an automatic transmission for a vehicle on a downhill road in Patent Document 2 includes means for determining whether or not the vehicle is traveling on a downhill road, and means for detecting opening of an accelerator, and determines that the vehicle is traveling on a downhill road. Automatic downshift control for the vehicle on the downhill road that executes the downhill control to make the gear suitable for the downhill road when it is depressed, and cancels the downhill control after a delay time when it is detected that the accelerator is depressed. The control device of the machine includes means for detecting the accelerator opening, and delay time setting means for setting the delay time longer when the accelerator opening is smaller than a predetermined value. The vehicle automatic transmission control device on the downhill road further includes means for detecting the vehicle speed, and the predetermined value of the accelerator opening is set larger when the vehicle speed is high than when the vehicle speed is low. it can.

  In the control device for an automatic transmission for a vehicle on a downhill road of Patent Document 2 described above, the delay time (return timer time) is changed based on the size of the accelerator opening and the vehicle speed, but it is optimal only by the size of the accelerator opening. May not be able to set the correct return timing.

  For example, when follow-up control is being performed, it is assumed that the vehicle has caught up with the preceding vehicle immediately before entering the exit road from the high-speed main line, the accelerator is turned off, and downshift control is performed. If the accelerator is turned on after entering the exit road in a state where the downshift control is performed, the vehicle returns from the downshift control based on the travel environment parameter after the return timer time elapses. In this case, since the vehicle is traveling on the exit road, the driver is highly likely to turn off the accelerator again in order to obtain the deceleration. This indicates that there is a high possibility that the return from the downshift control based on the driving environment parameter is not performed at a timing that matches the driver's feeling.

JP-A-10-141491 JP-A-8-28694

  A vehicle driving force control device that performs deceleration control (including downshift control of an automatic transmission) based on the driver's intention to decelerate based on the driving environment parameter and returns from the deceleration control based on the driver's acceleration intention Therefore, it is desired to be able to return from the deceleration control based on the driving environment parameter at a timing that matches the driver's feeling.

  An object of the present invention is a vehicle driving force control device that performs deceleration control (including downshift control of an automatic transmission) based on a driver's intention to decelerate and returns from deceleration control based on the driver's acceleration intention. An object of the present invention is to provide a vehicular driving force control device capable of returning from deceleration control based on a travel environment parameter at a timing suitable for a driver's sense.

The vehicle driving force control device according to the present invention performs a downshift control based on a vehicle traveling environment and a vehicle traveling environment and a driver's intention to decelerate, and based on the driver's acceleration intention. the vehicle driving force control apparatus comprising: means, the performing the control to return from the downshift control after a preset recovery time, the acceleration intention of the driver is detected during the downshift control The vehicle traveling environment detected by the detecting means at the time of the road is a traveling environment in which the driver's intention to decelerate is likely to be detected after the driver's acceleration intention is detected, and a road having a preset condition Means for determining whether or not the driving environment is likely to require a larger driving force than when traveling, and the means for determining determines whether the detected driving environment of the vehicle is the driving environment. driver Driving environment in which the driver's intention to decelerate is likely to be detected after the acceleration intention has been detected, or driving that is more likely to require a greater driving force than when driving on a road under preset conditions Means for setting the return time to a longer time than when it is not determined that the return time is one of the highly likely driving environments .

  In the vehicle driving force control apparatus according to the present invention, the road having the preset condition is at least one of a flat road and a straight road.

In the vehicular driving force control apparatus according to the present invention, the determination means includes the type and characteristics of the vehicle traveling environment detected by the detection means when the driver's intention to accelerate is detected during the downshift control. Based on at least one of the values indicating the driving environment, the driving environment in which the driver's intention to decelerate is likely to be detected after the driver's acceleration intention is detected, and when the vehicle is traveling on a road under preset conditions. It is characterized by determining whether the driving environment is more likely to require a greater driving force .

  According to the vehicle driving force control device of the present invention, deceleration control (including downshift control of an automatic transmission) is performed based on the driver's intention to decelerate, and the vehicle returns from the deceleration control based on the driver's acceleration intention. In the vehicle driving force control device, it is possible to return from the deceleration control based on the travel environment parameter at a timing that matches the driver's feeling.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 and 2. The present embodiment is a vehicle driving force control device that performs downshift control of an automatic transmission based on a driver's intention to decelerate based on driving environment parameters and returns from downshift control based on the driver's intention to accelerate About.

  In this embodiment, downshift control is performed based on the exit road determination of the expressway and the positional relationship between the host vehicle and the preceding vehicle, and the return from the downshift control (upshift) is performed after the accelerator ON and the return timer time have elapsed. In this case, the return timer value is changed depending on the road shape (straight line, corner, road gradient), road type (combined path, exit path), and the like, thereby realizing a return timing that suits the driver's feeling.

  When the driver's intention to decelerate (accelerator OFF or the like) is detected, downshift control (deceleration control) of the automatic transmission is performed based on the travel environment parameter. The downshift control is performed based on, for example, whether or not the own vehicle is traveling on the exit road from the main road and the positional relationship between the own vehicle and the preceding vehicle. When the driver's acceleration intention (accelerator ON, etc.) is detected during the downshift control, when a predetermined time (recovery timer time) elapses after the acceleration intention is detected, Return from downshift control to normal control (upshift).

  Here, when the accelerator ON operation is performed during the downshift control, if the vehicle always returns from the downshift control with a constant return timer time, it may not match the driver's feeling. Depending on the driving environment, it may be desirable to continue downshift control for a longer time than usual without immediately returning from downshift control.

  For example, in the example where the downshift control is performed based on the positional relationship with the preceding vehicle immediately before entering the exit road from the main highway, and in the example of entering the exit road as it is, the vehicle is traveling on the exit road, so it slows down again There is a high possibility that the accelerator will turn off. Therefore, even if the accelerator is turned on, it is desirable not to immediately return from the downshift control, but to set the return timer time longer and prepare for the accelerator off again.

  Moreover, since the road shape (straight road or corner, road gradient, etc.) of the exit road is various, even if the accelerator is turned on during the exit road, the driver's intention to decelerate may be detected again. In some cases, the return timer time is preferably longer.

  In this embodiment, the return timer time is changed based on the road shape (straight line, corner, gradient, etc.), road type (combined path, exit path, etc.), etc. Is realized.

  More specifically, when the accelerator ON operation is performed during downshift control based on the driving environment parameter and the driver's intention to decelerate (step S4-Y in FIG. 1 described later), the driving environment at that time Based on the parameters, it is then determined whether or not the driver's intention to decelerate is likely to be detected again (steps S5 and S6 in FIG. 1). When the accelerator ON operation is performed, it is determined that there is a high possibility that the driver's intention to decelerate is detected again (steps S5-Y and S6-Y in FIG. 1). (Timer value) is corrected to be larger than normal (step S7 in FIG. 1), and it is difficult to return from the downshift control. As a result, when the driver's intention to decelerate is detected again, the high speed regulation state is easily maintained, unnecessary upshifts and downshifts are prevented, and drivability is improved.

  Driving environment parameters that are likely to detect the driver's deceleration intention again are corners, vehicles ahead, intersections, pauses, railroad crossings, tollgates, traffic lights, pedestrian crossings, pedestrians, outlook (bad), descending Slopes, exit routes, etc.

The configuration of the present embodiment is premised on having the following two configurations (1) and (2).
(1) Means for detecting driving environment parameters (corner, preceding vehicle, intersection, temporary stop, railroad crossing, toll booth, signal, pedestrian crossing, pedestrian crossing, line of sight, road gradient, exit road, etc.).
(2) Downshift control is performed based on the driving environment parameters and the driver's intention to decelerate (accelerator OFF, brake ON, etc.), and at the end of the return timer starting from the accelerator ON, the driving environment parameters and the driver's intention to decelerate Automatic transmission (AT, CVT, HV transmission, etc.) having means for performing return (upshift) control from downshift control based on the above.

  A case where it is determined that the driver's intention to decelerate is likely to be detected again and the return timer time is corrected to a larger value than usual will be exemplified below.

(Example 1)
In follow-up control, when downshift control is performed based on the positional relationship with the preceding vehicle and the driver's intention to decelerate, when the accelerator is on or when it is determined that the road ahead of the vehicle is an exit road The return timer time is changed to a larger value than usual.

(Example 2)
In high-speed exit control (control to determine exit approach of the expressway and downshift with the driver's intention to decelerate), it was determined that the front of the vehicle was a corner when the accelerator was turned on while downshift control was performed. In this case, the return timer time is changed to a larger value than usual.

  In the present embodiment, a control method for the above (Example 2) will be described.

  The configuration of the present embodiment will be described with reference to FIG.

  In FIG. 2, reference numeral 10 is a stepped automatic transmission, and 40 is an engine. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The inter-vehicle distance measuring unit 100 includes a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front part of the vehicle, and measures the inter-vehicle distance from the preceding vehicle. The camera 119 is mounted on the vehicle so as to capture at least one of the front and rear of the vehicle.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and the switching state of the pattern select switch 117. In addition, a signal from the navigation system device 95 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 122, 123, 90 described above, signals from the switch 117, and signals from the navigation system device 95. Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The control circuit 130 includes a road gradient measurement / estimation unit 118 that measures or estimates a road gradient. The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The ROM 133 stores a program in which the operation (control step) shown in the flowchart of FIG. 1 is described in advance, and stores a shift control operation (not shown). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The operation of this embodiment will be described with reference to FIGS.

  In step S1 of FIG. 1, it is determined by the control circuit 130 whether or not the vehicle is traveling on an exit road connecting to the IC, SA, PA, etc. from the main road of the highway. Based on the current position information input from the navigation system device 95 and the information input from the camera 119, the control circuit 130 determines whether or not the vehicle is traveling on the exit road. As a result of the determination, if it is determined that the vehicle is traveling on the exit road (step S1-Y), the process proceeds to step S2, and if not (step S1-N), the control flow returns. Is done.

  In step S2, the control circuit 130 determines whether or not the driver's intention to decelerate is detected. Based on the signal from the throttle opening sensor 114, it is determined whether or not the accelerator is in an OFF state (fully closed). In step S2, the driver's intention to decelerate may be detected by detecting brake ON instead of accelerator OFF. Alternatively, the driver's intention to decelerate may be detected based on the accelerator return operation (accelerator return speed).

  As a result of the determination in step S2, if it is determined that the driver's intention to decelerate has been detected (step S2-Y), the process proceeds to step S3. If not (step S2-N), the control flow is as follows. Returned.

  In step S <b> 3, the control circuit 130 restricts the high speed of the shift stage of the automatic transmission 10 and performs downshift control. The control circuit 130 sets a shift speed (target shift speed) to be selected. The target shift speed is set based on an appropriate deceleration for traveling on the exit road. For example, in the case where the target shift speed is the fourth speed, the fifth speed is regulated. In this case, if the shift speed set based on the shift speed map set in advance from the vehicle speed and the throttle opening is equal to or higher than the 5th speed shift speed, the downshift control is performed to the 4th speed shift speed. On the other hand, if the speed determined according to the speed map is equal to or lower than the fourth speed, the speed is not affected by the restriction of the fifth speed (high speed).

  In step S3, when the shift stage after the high speed stage restriction is determined, the CPU 131 of the control circuit 130 outputs a downshift command (shift command) to the shift stage to the solenoid valve driving units 138a to 138c. The In response to the downshift command, the solenoid valve driving units 138a to 138c energize or de-energize the solenoid valves 121a to 121c. As a result, the automatic transmission 10 performs a shift instructed by the downshift command. When step S3 is executed, the process proceeds to step S4.

  In step S4, the control circuit 130 determines whether or not an accelerator ON operation has been performed. In step S4, it is determined whether or not the driver's intention to accelerate is detected. As a result of the determination in step S4, when it is determined that the accelerator ON operation has been performed (step S4-Y), the process proceeds to step S5. If it is not determined that the accelerator ON operation has been performed (step S4-N), the determination in step S4 is repeated, and the high speed regulation is continued.

  In step S5, the control circuit 130 determines whether or not the current or front is a corner. In step S <b> 5, it is determined whether or not the driver's intention to decelerate is likely to be detected again along with cornering. The control circuit 130 performs the determination in step S5 based on the information input from the navigation system device 95. As a result of the determination, if it is determined that the current or front is a corner (step S5-Y), the process proceeds to step S7, and if not (step S5-N), the process proceeds to step S6.

  In step S6, the control circuit 130 determines whether the current or forward road is a downhill road. In step S6, it is determined whether or not there is a high possibility that the driver's intention to decelerate is detected again as the vehicle travels downhill. The control circuit 130 performs the determination in step S6 based on the information input from the navigation system device 95. The determination in step S6 may be performed based on information input from the road gradient measurement / estimation unit 118. Or determination of step S6 may be performed based on the calculated value of the acceleration of a vehicle.

  As a result of the determination in step S6, if it is determined that the current or forward road is a downhill road (step S6-Y), the process proceeds to step S7. If not (step S6-N), the process proceeds to step S8. .

  In step S7, the return timer value, which is the return time from when the driver's intention to accelerate (accelerator ON) is detected by the control circuit 130 until the end of the downshift control (return from the downshift control), is increased. Be changed. In step S7, the return timer value is set to a larger value than the values (ordinary values) when corners and downhill roads are not detected in front of the vehicle (steps S5-N, S6-N).

  The increment (correction degree) when the return timer value is changed to a large value is the distance to the corner, the length of the corner section, the length of the downhill section, etc. (value indicating the type of driving environment and its characteristics) Can be changed based on. When the return timer value is changed in step S7, the process proceeds to step S8.

  In step S8, the control circuit 130 starts a return timer that measures the elapsed time from the time when the driver's intention to accelerate is detected. The return timer ends when the elapsed time from the start reaches the return timer value. When step S8 is executed, the process proceeds to step S9.

  In step S9, the control circuit 130 determines whether or not the return timer has expired. If it is determined that the return timer has expired (step S9-Y), the process proceeds to step S10. If not (step S9-N), the determination in step S9 is repeated.

  In step S <b> 10, the upshift is performed by the control circuit 130. The control circuit 130 cancels the high speed restriction, and the shift control of the automatic transmission 10 returns to the normal shift control. When step S10 is executed, this control flow is returned.

  According to the present embodiment, the driver's intention to accelerate in a state where the downshift control (step S3) based on the driving environment parameter (step S1-Y) and the driver's intention to decelerate (step S2-Y) is performed. Is detected (step S4-Y), it is then determined whether or not there is a high possibility that the driver's intention to decelerate is detected again (steps S5 and S6). When it is determined that the driver's intention to decelerate is likely to be detected again (steps S5-Y, S6-Y), the return is made compared to the case where the driver does not (steps S5-N, S6-N). The timer value is set to a large value (step S7). As a result, the high speed regulation state is easily maintained until the driver's intention to decelerate is detected again. As a result, unnecessary upshifts and downshifts are suppressed, and drivability is improved.

(First modification of the first embodiment)
A first modification of the first embodiment will be described.

  In the first embodiment (FIG. 1), when the driver's intention to decelerate is detected (step S2-Y), downshift control is performed in the automatic transmission 10 as a means for increasing the deceleration ( In step S3), instead, downshift control can be performed in an automatic transmission (CVT, HV transmission, MMT (manual transmission with automatic transmission mode)).

(Second modification of the first embodiment)
A second modification of the first embodiment will be described.

  In the first embodiment, two parameters of the corner and the downhill road are used as driving environment parameters for determining whether or not the driver's intention to decelerate is likely to be detected again after the accelerator is turned on. It was. The driving environment parameters used for the above determination are not limited to this, and the preceding vehicle, intersection, temporary stop, railroad crossing, toll gate, signal, pedestrian crossing, crossing pedestrian, line of sight, road gradient, exit road, etc. shall be used. Can do.

  Moreover, the driving environment parameter used for the determination may be used alone or in combination with a plurality of parameters.

(Third Modification of First Embodiment)
A third modification of the first embodiment will be described.

  In the first embodiment (FIG. 1), the return timer value is changed to a large value when there is a corner at the present or forward (step S5-Y) or when there is a downhill road (step S6-Y). (Step S7). Here, when the return timer value is changed to a large value, the appropriate value for the increase may differ depending on the type of travel environment parameter. In this modification, the increment of the return timer value is set based on the type of travel environment parameter.

  FIG. 3 is a flowchart showing the operation of this modification. If it is determined in step S50 that there is a corner at the present or forward (step S50-Y), the process proceeds to step S70, and if not (step S50-N), the process proceeds to step S60.

  In step S70, the return timer value is changed to a large value by the control circuit 130. The return timer value is set to a predetermined return timer value when a corner is present or ahead. When step S70 is executed, the process proceeds to step S80.

  If it is determined in step S60 that there is a downhill road at present or ahead (step S60-Y), the process proceeds to step S75, and if not (step S60-N), the process proceeds to step S80.

  In step S75, the return timer value is changed to a large value by the control circuit 130. The return timer value is set to a predetermined return timer value when there is a downhill road at the present or ahead. When step S75 is executed, the process proceeds to step S80. Other operations can be the same as those in the first embodiment.

  According to this modification, the return timer value is set to an appropriate length according to the type of travel environment parameter. Thereby, it is possible to return from the downshift control at a timing suitable for the driver's feeling. In the example of FIG. 3, the return timer value in step S75 can be larger than the return timer value in step S70. For example, the return timer value in step S70 can be 3 seconds, and the return timer value in step S75 can be 10 seconds.

(Second Embodiment)
A second embodiment will be described with reference to FIG. In the second embodiment, only differences from the first embodiment will be described.

  In the first embodiment, when the accelerator is ON, the condition that the return timer value is changed to a large value is that the driver's intention to decelerate (accelerator OFF) is likely to be detected again based on the driving environment parameter. It was to be judged. In this embodiment, instead of this, when it is determined that a driving force larger than that on flat / straight road driving is required after the accelerator is turned on based on the driving environment parameter, the return timer value is increased. Be changed. As a result, the high-speed stage regulation state is easily maintained, and unnecessary upshifts and downshifts are prevented. At the same time, by using the low-speed gear, the driving force is increased and the drivability is improved.

  Scenes where it is determined that a driving force larger than that on flat / straight road driving is required based on the driving environment parameters are a joint path, a climbing road, a corner exit, and the like. A case where it is determined that a driving force larger than that on flat / straight road traveling is required and the return timer value is corrected to a larger value than usual will be exemplified below.

(Example 1)
In the follow-up control, when the downshift control is performed based on the positional relationship with the preceding vehicle and the driver's intention to decelerate, the return timer value is determined when it is determined that the vehicle is traveling along the combined path when the accelerator is on It is changed to a larger value than usual.

(Example 2)
In high-speed exit control (control to determine exit road entry on the highway and downshift with the driver's intention to decelerate), it is determined that the front of the vehicle is an uphill road when the accelerator is turned on while downshift control is performed. In this case, the return timer value is changed to a larger value than usual.

  In the present embodiment, a control method for the above (Example 2) will be described. The configuration of the present embodiment is premised on that in addition to the first embodiment, a unit for detecting the combined flow path is provided.

  FIG. 4 is a flowchart showing the operation of the present embodiment. In the following, the description will mainly focus on differences from the operation of FIG.

  Similar to steps S1 to S4 in the first embodiment (FIG. 1), it is determined whether or not the vehicle is traveling on the exit road, and it is determined that the vehicle is traveling on the exit road (step S101-Y). Next, it is determined whether or not the driver's intention to decelerate is detected (step S102). As a result of the determination in step S102, if it is determined that the driver's intention to decelerate is detected (step S102-Y), downshift control (high-speed stage regulation) is performed (step S103). Next, it is determined whether or not an accelerator ON operation has been performed. If it is determined that an accelerator ON operation has been performed (step S104-Y), the process proceeds to step S105.

  In step S105, the control circuit 130 determines whether or not the vehicle position is a corner exit. In step S105, it is determined whether a larger driving force is required than when traveling on a flat / straight road. At the corner exit, it is determined that a larger driving force is required than when traveling on a flat / straight road. The control circuit 130 performs the determination in step S105 based on information input from the navigation system device 95. As a result of the determination, if it is determined that the position of the vehicle is a corner exit (step S105-Y), the process proceeds to step S107, and if not (step S105-N), the process proceeds to step S106.

  In step S106, the control circuit 130 determines whether or not the front is an uphill road. In step S106, as in step S105, it is determined whether a larger driving force is required than when traveling on a flat / straight road. When there is an uphill road ahead, it is determined that a larger driving force is required than when traveling on a flat / straight road.

  In step S106, instead of the above, it can be determined whether the road gradient ahead of the vehicle is greater than the current gradient. The control circuit 130 performs the determination in step S106 based on the information input from the navigation system device 95. As a result of the determination, if it is determined that the road ahead is an uphill road (step S106-Y), the process proceeds to step S107, and if not (step S106-N), the process proceeds to step S108.

  In step S107, when the control circuit 130 determines that the return timer value is that the vehicle position is not a corner exit (step S105-N) or that the front is not an uphill road (step S106-N). Compared to a larger value. The increment (correction degree) when the return timer value is changed to a large value can be changed based on the corner R, the length of the corner section, the length of the uphill section, and the like. When the return timer value is changed, the process proceeds to step S108.

  From step S108 to step S110, similarly to step S8 to step S10 of the first embodiment, the return timer is started (step S108), and it is then determined whether the return timer has expired (step S109). If the determination is affirmative, an upshift is performed and the deceleration control ends (step S110).

  According to the present embodiment, the driver's intention to accelerate in a state where the downshift control (step S103) based on the driving environment parameter (step S101-Y) and the driver's intention to decelerate (step S102-Y) is performed. Is detected (step S104-Y), it is then determined whether or not a larger driving force is required than when traveling on a flat / straight road (steps S105 and S106). When it is determined that a larger driving force is required than when traveling on a flat / straight road (steps S105-Y and S106-Y), the return timer is compared to when it is not (steps S105-N and S106-N). The value is set to a large value (step S107). As a result, the high-speed stage regulation state is easily maintained, and unnecessary upshifts and downshifts are suppressed. At the same time, by using the low-speed gear, the driving force is increased and the drivability is improved.

  Each of the above embodiments can be combined as appropriate.

  Further, in the first embodiment, the travel environment for which deceleration control is performed (the exit path of step S1 in the example of FIG. 1) and the travel environment for determining the return timer value when the accelerator is ON (FIG. 1). In the example, the corner or the downhill road may be the same or different. Similarly, in the second embodiment described above, the travel environment in which deceleration control is performed (the exit path of step S1 in the example of FIG. 4) and the travel environment when determining the return timer value when the accelerator is ON (FIG. 4). In the example, the corner exit or the uphill road may be the same or different.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of the 3rd modification of 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a flowchart which shows operation | movement of 2nd Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 41 Intake passage 43 Throttle valve 90 Acceleration sensor 95 Navigation system apparatus 100 Inter-vehicle distance measurement part 114 Throttle opening degree sensor 116 Engine speed sensor 117 Pattern select switch 118 Road gradient measurement and estimation part 119 Camera 120c Output shaft 121a Solenoid valve 121b Solenoid valve 121c Solenoid valve 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
132 RAM
133 ROM
134 Input port 135 Output port 136 Common bus 138a Solenoid valve drive unit 138b Solenoid valve drive unit 138c Solenoid valve drive unit

Claims (3)

Means for detecting the driving environment of the vehicle;
Means for performing a downshift control based on the driving environment of the vehicle and the driver's intention to decelerate, and performing a control for returning from the downshift control after elapse of a preset return time based on the driver's intention to accelerate ; A vehicle driving force control device comprising:
The vehicle driving environment detected by the detecting means when the driver's acceleration intention is detected during the downshift control is detected after the driver's acceleration intention is detected. Means for determining whether or not the driving environment is highly likely to be required and the driving environment is likely to require a larger driving force than when driving on a road under a preset condition; ,
The determination means may be a driving environment in which the driver's intention to decelerate is likely to be detected after the detected driving environment of the vehicle is detected, or a road having a preset condition. If it is determined that the driving environment is likely to require a larger driving force than when traveling, the return time is set to a longer time than when it is not determined that the driving environment is highly likely. Means for setting;
The vehicle driving force control apparatus comprising: a. The vehicle driving force control device according to claim 1 ,
The vehicle driving force control device, wherein the road having the preset condition is at least one of a flat road and a straight road. In the vehicle driving force control device according to claim 1 or 2 ,
The means for determining is based on at least one of values indicating the type and characteristics of the driving environment of the vehicle detected by the means for detecting when the driver's intention to accelerate is detected during the downshift control. A driving environment in which the driver's intention to decelerate is detected after the driver's acceleration intention is detected, and a greater driving force may be required than when driving on a road under preset conditions. A vehicle driving force control device that determines whether or not the driving environment has high performance .

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