VEHICLE AND VEHICLE CONTROL METHOD

专利摘要:
vehicle and vehicle control method. The present invention relates to an electronic control unit (50) that suppresses shifting more significantly in a second travel mode than in a first travel mode. consequently, frequent shifting of an automatic transmission (16, 204) in the second travel mode is suppressed, and superior travel quality is obtained. however, the amount of hysteresis on a gear map is lower in the second travel mode (shift lines 2, 3) than in the first travel mode (a shift line 4). In this way, the travel time at an optimal travel stage is extended in the second travel mode and fuel economy is improved. that is, in the second travel mode, responsiveness of the propelling energy to an acceleration and deceleration operation, as in the first travel mode, is unnecessary. thus, even when shifting is suppressed, there is a slight possibility that a driver may have a feeling of discomfort.
公开号:BR102017023745A2
申请号:R102017023745-1
申请日:2017-11-03
公开日:2018-06-12
发明作者:Kumazaki Kenta；Matsubara Tooru
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

(54) Title: VEHICLE AND VEHICLE CONTROL METHOD (51) Int. Cl .: B60W10 / 10; B60K 6/445; B60L 15/20 (30) Unionist Priority: 11/18/2016 JP 2016225358 (73) Holder (s): TOYOTA JIDOSHA
KABUSHIKI KAISHA (72) Inventor (s): ΚΕΝΤΑ KUMAZAKI; TOORU MATSUBARA (74) Attorney (s): DANNEMANN, SIEMSEN, BIGLER & IPANEMA MOREIRA (57) Summary: VEHICLE AND VEHICLE CONTROL METHOD. The present invention relates to an electronic control unit (50) which suppresses gear shifting more significantly in a second travel mode than in a first travel mode. Consequently, a frequent shift of an automatic transmission (16, 204) in the second travel mode is suppressed, and superior travel quality is achieved. However, the amount of hysteresis on a shift map is less in the second travel mode (shift lines 2, 3) than in the first travel mode (a shift line 4). In this way, the journey time at an ideal travel stage is extended in the second travel mode and fuel economy is improved. That is, in the second travel mode, the responsiveness of the propelling energy to an acceleration and deceleration operation, as well as in the first travel mode, is unnecessary. In this way, even when shifting is suppressed, there is a small chance that a driver will feel uncomfortable.
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DESCRIPTION REPORT OF THE VEHICLE PATENT AND VEHICLE CONTROL METHOD.
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION [001] The present invention relates to a vehicle containing a second travel mode in which the propulsion energy control and gear shift control of an automatic transmission are performed without depending on an acceleration / deceleration operation. by a driver, and a method of control for a vehicle.
DESCRIPTION OF THE RELATED TECHNIQUE [002] A vehicle control device for a vehicle containing: a propelling energy source; and an automatic transmission capable of establishing various gear stages, each having a different gear ratio, is known in the art. The vehicle control device can define: a first travel mode in which propulsion energy control and automatic transmission shift control are performed according to an acceleration / deceleration operation by a driver; and a second travel mode in which a desired travel state is defined without depending on the acceleration / deceleration operation in a state where there is an occupant in the vehicle and in which propulsion control and gear shift control are performed . An apparatus described in Japanese Patent Application Publication, no. 2001-334841 (JP 2001-334841 A) is an example of the same. Driving under constant speed travel control corresponds to the second travel mode. To suppress an overly reactive gear shift operation and an oscillation of the automatic transmission of travel control at constant speed during travel, a
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2/74 processing technique to delay a parameter (a target propulsion energy signal) used for gear shift control has been proposed.
SUMMARY OF THE INVENTION [003] However, in the case where only the processing to delay the parameter, which is used for the gear change control, is performed as described above, the duration in which the vehicle travels at a different stage of gear from an ideal gear stage defined by a gear shift map or similar is prolonged. Thus, fuel economy is likely to be degraded. In addition, in order to prevent a degradation in the quality of the trip (an oscillation in the propulsion energy, vibrations, noise and the like) caused by a frequent gear change, a hysteresis is provided between a gear increase condition and a reduction condition during conventional gear shift control using the gear shift map or the like. However, since the vehicle control device is designed according to a premise of the acceleration / deceleration operation performed by the driver, the vehicle control device may not always be suitable for the second travel mode of travel control in constant speed, at which the driver does not perform the acceleration / deceleration or similar operation. Thus, there is a demand for improvement. In addition, higher performance is expected to be required in terms of travel quality and fuel economy rather than driveability, as the performance of propulsion energy as a contribution to a driving operation performed by the driver is decreased. As a case where the contribution of the driving operation performed by the driver is decreased, an automatic driving travel mode in which the
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3/74 vehicle travels automatically controlling an angle of maneuver and the like can be exemplified in addition to propulsion energy control and gear shift control.
[004] The present invention provides a vehicle control device that can define a first travel mode and a second travel mode and which suppresses the degradation of driveability and at the same time increases fuel economy according to the performance required in each of the travel modes.
[005] A first aspect of the invention is a vehicle. The vehicle includes a propulsion power source, an automatic transmission and an electronic control unit. The automatic transmission is configured to establish various gear stages, each of the various gear stages having a different gear ratio. The electronic control unit is configured to perform a first travel mode and a second travel mode. The first travel mode is a mode in which propulsion energy control and automatic transmission shift control are performed according to an acceleration and deceleration operation performed by a driver. The second travel mode is a mode in which a desired travel state is defined without depending on the acceleration and deceleration operation in a state where there is an occupant in the vehicle and in which propulsion and shift control are executed. As a gear shift condition of gear shift control, a gear up condition and a gear down condition are defined based on a parameter related to propulsion energy and a parameter related to vehicle speed. An amount of hysteresis between a specific gear up condition and a specific gear down condition in the first mode
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4/74 travel differs from the amount of hysteresis in the second travel mode. The electronic control unit is configured to make a gear shift determination to make a gear change or not in the second travel mode according to the gear change condition with a lesser amount of hysteresis than the amount of hysteresis in the first travel mode. The electronic control unit is configured to suppress gear shifting in at least one between the gear up condition and the gear down condition more significantly in the second travel mode than in the first travel mode.
[006] With this configuration, a gear change is suppressed more significantly in the second travel mode than in the first travel mode. As a result, frequent gear shifting from the automatic transmission gear stage in the second travel mode is suppressed and superior travel quality is achieved. However, since the amount of hysteresis between the gear up condition and the gear down condition is less in the second travel mode than in the first travel mode, the duration of travel in an ideal walking stage is prolonged in the second travel mode and fuel economy is increased. That is, in the second travel mode, the responsiveness of the propelling energy to the acceleration and deceleration operation as in the first travel mode is unnecessary. In this way, even when shifting is suppressed, there is a small possibility that the driver may experience discomfort. Consequently, even in cases where the amount of gear shift condition hysteresis is decreased and the gear shift condition is set to extend the duration of travel at the ideal gear stage, the
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5/74 responsiveness of the driving energy expected by the driver is not impaired and a frequent gear change can be suppressed. [007] In the vehicle, the electronic control unit can be configured to suppress gear change by restricting the amount of propulsion energy increase at a specific time more significantly in the second travel mode than in the first travel mode . The specific moment can be a moment when the propelling energy is increased.
[008] With this configuration, the amount of increase in propulsion energy during an increase in propulsion energy is more restricted in the second travel mode than in the first travel mode. Consequently, in the second mode of travel, a rapid change in propulsion energy is suppressed and the quality of travel is improved. In addition, the reduction associated with the increase in propulsion energy is suppressed and a frequent gear change is less likely to be effected.
[009] In the vehicle, the electronic control unit can be configured to set the upper limit of a rate of change in propulsion energy at the specific time of the second travel mode at a value less than the upper limit of the rate of change in propulsion energy at the specific time of the first travel mode.
[0010] With this configuration, in the second travel mode, the upper limit of the rate of change during the increase in propulsion energy is set at a value less than the value in the first travel mode. Consequently, in the second mode of travel, a rapid change in propulsion energy is suppressed and the quality of travel is improved. In addition, the reduction associated with the increase in propulsion energy is suppressed and a frequent gear change is less likely to be effected. Furthermore, until the
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6/74 rate of change reaches the upper limit, the propelling energy is changed in a similar way to the first travel mode. In this way, the propulsion energy performance is maintained to the same degree as the first travel mode.
[0011] In the vehicle, in a gear shift restriction period, the electronic control unit can be configured to stipulate an upper propulsion energy limit value in the second travel mode than the upper propulsion energy limit value in the first travel mode. The gear shift restriction period can be a predetermined period after the gear shift is performed.
[0012] With this setting, only in the predetermined shift restriction period after shifting, the upper propulsion energy limit value during the increase in propulsion energy is restricted to be lower in the second travel mode than in the first travel mode. Consequently, in the second travel mode, the reduction is suppressed and a frequent gear change is less likely to be made. In particular, in this configuration, the upper propulsion energy limit value is restricted within a range in which a current gear stage can be maintained based on the gear change condition. Consequently, the reduction is reliably prohibited during the shift restriction period and frequent gear shifting is avoided.
[0013] In the vehicle, the electronic control unit can be configured to restrict the upper propulsion energy limit value within the range in which the current gear stage can be maintained based on the gear change condition in the second travel mode .
[0014] In the vehicle, the electronic control unit can be
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7/74 configured to not change gear based on a specific condition when the electronic control unit determines that a gear change should be made in the second travel mode.
[0015] With this configuration, when the determination of execution of gear change is made in the second travel mode, gear change is prohibited based on the specific condition. In this way, a frequent gear change is suppressed.
[0016] In the vehicle, the electronic control unit can be configured not to execute the gear change until a delay period elapses. The delay period can be the time until the electronic control unit sends a gear shift command after the electronic control unit determines that a gear shift should be made. The delay period in the second travel mode may be longer than the delay period in the first travel mode.
[0017] In the vehicle, the electronic control unit can be configured not to execute the gear change until a number of determinations reaches a specific number of determinations. The number of determinations can be a number that the electronic control unit determines that the gear must be changed. The specific number of determinations in the second travel mode can be greater than the specific number of determinations in the first travel mode.
[0018] In the vehicle, the electronic control unit can be configured to not change gear when the electronic control unit determines that a gear change must be made during a gear change restriction period. The shift restriction period in the second travel mode may be longer than the shift restriction period.
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8/74 gear change in the first travel mode.
[0019] In the vehicle, the electronic control unit can be configured to only suppress the reduction under a gear reduction condition and allow the increase through a gear increase condition.
[0020] With this configuration, the electronic control unit only suppresses the reduction and allows the increase. In this way, while a frequent gear change is suppressed preventing a reduction, fuel economy can be improved by increasing.
[0021] In the vehicle, the second travel mode can include several travel modes in which the contribution of a driving operation performed by the driver differs. The electronic control unit can be configured to perform gear shift determination according to the gear shift condition with a lower amount of hysteresis at a specific first time than the amount of hysteresis at a specific second time. The first specific moment may be a moment in the second travel mode in which the contribution of the driving operation is small. The second specific moment can be a moment in the second mode of travel in which the contribution of the driving operation is great.
[0022] With this configuration, in the case where the various modes of travel, in which the contribution of the driving operation performed by the driver differs, are provided as the second mode of travel, in the second mode of travel in which the contribution of the operation of driving is small, gear shift determination is made according to the gear shift condition with less hysteresis than the amount of hysteresis in the second travel mode in which the
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9/74 driving is great. Consequently, in the second travel mode in which the contribution of the driving operation is small, at the same time as a frequent gear change is suppressed, the travel time in the ideal travel stage is further extended. In this way, fuel economy is further increased. That is, as the contribution of the driving operation is decreased, the propulsion energy control is performed based on various types of information. For example, propulsion control can be performed by anticipating situations (curves, mishaps and the like) on a road before a current position. Consequently, the propelling energy is smoothly changed. In this way, while a frequent gear change is suppressed, the amount of hysteresis can be further reduced.
[0023] In the vehicle, the electronic control unit can be configured to increase the degree of suppression of gear change so that it is greater at the first specific moment than at the second specific moment.
[0024] With this configuration, in the second travel mode in which the contribution of the driving operation is small, the degree of suppression of gear change is greater than the degree of suppression of gear change in the second travel mode in which the contribution of the driving operation is great. Consequently, even when the amount of hysteresis is decreased in the second travel mode in which the contribution of the driving operation is small, a frequent gear shift is appropriately suppressed. However, in the second travel mode in which the contribution of the driving operation is large, the degree of suppression of gear change is small. Consequently, the relatively high responsiveness to energy
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10/74 propulsion is obtained by a gear change. In this way, the appropriate responsiveness of the propelling energy is obtained according to the contribution of the driving operation.
[0025] In the vehicle, the second travel mode can include a travel mode at constant speed and a travel mode in automatic driving. Constant speed travel mode can be a mode in which the vehicle travels at a target vehicle speed set by the driver in the desired travel state and in which the driver operates an angle of maneuver. The automatic driving travel mode can be a mode in which, in addition to driving power and shift control, the vehicle travels by automatically controlling the steering angle based on road information. The electronic control unit can be configured to make a gear change determination in automatic driving travel mode according to the gear change condition with a smaller amount of hysteresis than the amount of hysteresis in speed travel mode constant.
[0026] With this configuration, in the case where the travel mode at constant speed and the travel mode in automatic driving are provided as the second travel mode, in the travel mode in automatic driving, the determination of gear change is done according to the gear change condition with less hysteresis than the amount of hysteresis in constant speed travel mode. Consequently, in automatic driving travel mode, at the same time that a frequent gear change is suppressed, the journey time at the ideal travel stage is further extended. In this way, fuel economy is further increased. That is, in the case of automatic driving travel mode in which the angle of
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11/74 maneuver is automatically controlled, propulsion energy control is performed in anticipation of road situations (curves, mishaps and the like) before the current position. Consequently, the propelling energy is even more smoothly changed. In this way, while a frequent gear change is suppressed, the amount of hysteresis can be further reduced.
[0027] In the vehicle, the electronic control unit can be configured to increase the degree of suppression of gear change so that it is greater in automatic driving travel mode than in constant speed travel mode.
[0028] With this setting, in automatic driving travel mode, the degree of shift suppression is greater than the degree of shift suppression in constant speed travel mode. Consequently, even when the amount of hysteresis is decreased in automatic driving travel mode, frequent gear shifting is appropriately suppressed. However, in constant speed travel mode, the degree of suppression of shifting is small. Consequently, the relatively high responsiveness to propulsion energy is achieved by a gear change. In this way, the appropriate responsiveness of the propelling energy can be maintained in order to suppress a change in vehicle speed that causes the driver to feel uncomfortable.
[0029] In the vehicle, the second travel mode may include an accompanying travel mode and an automatic driving travel mode. The accompanying trip mode can be a mode in which the target propulsion energy that allows the vehicle to make an accompanying trip in relation to a vehicle ahead is calculated, in which the vehicle travels with the propulsion energy
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12/74 target in the desired travel state and in which the driver operates an angle of maneuver. The automatic driving travel mode can be a mode in which, in addition to driving power and shift control, the vehicle travels by automatically controlling the steering angle based on road information. The electronic control unit can be configured to perform gear change determination in automatic driving travel mode according to the gear change condition with less hysteresis than the amount of hysteresis in accompanying travel mode .
[0030] With this configuration, in the event that the accompanying travel mode and the automatic driving travel mode are provided as the second travel mode, in the automatic driving travel mode, the change of gear is determined according to the gear change condition with less hysteresis than the amount of hysteresis in the accompanying travel mode. Consequently, in automatic driving travel mode, at the same time that a frequent gear change is suppressed, the journey time at the ideal travel stage is further extended. In this way, fuel economy is further increased. That is, in the case of automatic driving travel mode in which the angle of maneuver is automatically controlled, the propulsion energy control is performed in anticipation of the road situations (curves, mishaps and the like) before the current position. Consequently, the propelling energy is even more smoothly changed. In this way, while a frequent gear change is suppressed, the amount of hysteresis can be further reduced.
[0031] In the vehicle, the electronic control unit can be
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13/74 configured to increase the degree of suppression of gear change so that it is greater in automatic driving travel mode than in accompanying travel mode.
[0032] With this setting, in automatic driving travel mode, the degree of shift suppression is greater than the degree of shift suppression in the accompanying travel mode. Consequently, even when the amount of hysteresis is decreased in automatic driving travel mode as in this configuration, frequent gear shifting is appropriately suppressed. However, in the accompanying travel mode, the degree of suppression of gear change is small. Consequently, the relatively high responsiveness to propulsion energy is achieved by a gear change. In this way, the appropriate responsiveness of the propelling energy can be maintained in order to suppress a change in distance between vehicles, which causes the driver to feel uncomfortable.
[0033] A second aspect of the invention is a control method for a vehicle. The vehicle includes a propulsion power source, an automatic transmission and an electronic control unit. The automatic transmission is configured to establish various gear stages, each of the various gear stages having a different gear ratio. The control method includes: executing, through the electronic control unit, a first travel mode and a second travel mode; carry out a gear shift determination using the electronic control unit to make a gear change or not in the second travel mode according to a gear change condition with a lower amount of hysteresis than the amount of hysteresis in the first travel mode by means of the electronic control unit; and suppress, through the electronic control unit, the
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14/74 gear change in at least one between a gear up condition and a gear down condition more significantly in the second travel mode than in the first travel mode. The first travel mode is a mode in which propulsion energy control and automatic transmission shift control are performed according to an acceleration and deceleration operation performed by a driver. The second travel mode is a mode in which a desired travel state is defined without depending on the acceleration and deceleration operation in a state where there is an occupant in the vehicle and in which propulsion and shift control are executed. As well as the gear change condition of the gear change control, the gear up condition and the gear down condition are defined based on a parameter related to propulsion energy and a parameter related to vehicle speed. A quantity of hysteresis between a specific gear increase condition and a specific gear reduction condition in the first travel mode differs from the amount of hysteresis in the second travel mode [0034] With this configuration, in the second travel mode, the change travel is suppressed compared to the first travel mode. As a result, frequent gear shifting from the automatic transmission gear stage in the second travel mode is suppressed and superior travel quality is achieved. However, since the amount of hysteresis between the gear up condition and the gear down condition is less in the second travel mode than in the first travel mode, the duration of travel in an ideal walking stage is prolonged in the second travel mode and fuel economy
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15/74 is improved. That is, in the second travel mode, the responsiveness of the propelling energy to the acceleration and deceleration operation, as well as in the first travel mode, is unnecessary. In this way, even when shifting is suppressed, there is a small possibility that the driver will feel uncomfortable. Consequently, even in cases where the amount of gear shift condition hysteresis is decreased and the gear shift condition is set to prolong the journey time at the ideal gear stage, the responsiveness of the driving energy expected by the driver it is not impaired and a frequent gear change can be suppressed.
BRIEF DESCRIPTION OF THE DRAWINGS [0035] The characteristics, advantages, as well as the technical and industrial significance of the exemplary modalities of the invention will be described below with reference to the attached drawings, where equal reference numerals denote equal elements and in which:
[0036] Figure 1 is a schematic view illustrating a vehicle driving device dedicated to a hybrid vehicle, to which the invention is applied, and is a view showing the main section of a control system;
[0037] Figure 2 is a collinear diagram that illustrates the relative rotational speed of each rotational element of a differential section of the electrical type in Figure 1;
[0038] Figure 3 is a plug-in drive table that illustrates various gear stages of an automatic transmission and friction fitting devices for establishing the various gear stages in figure 1;
[0039] Figure 4 is a diagram that illustrates an example of input / output signals from an electrical control unit provided in the vehicle driving device in figure 1;
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16/74 [0040] Figure 5 is a flowchart that specifically illustrates the contents of the signal processing performed by a gear shift determination section mode to mode of a step shift control section in figure 1;
[0041] Figure 6 is a graph that illustrates an example of a gear change map during a car trip, which is defined in steps Q8 to Q11 in figure 5, and is a graph that illustrates an example of a road map. changing the propellant energy source used to switch between internal combustion engine travel and electric motor travel;
[0042] Figure 7 is a graph that illustrates an example of the gear change map during a trip with a driver;
[0043] Figure 8 is a flowchart that specifically illustrates the contents of the signal processing performed by a gear shift restriction section of the step shift control section in figure 1;
[0044] Figure 9 is an example of a time graph that specifically illustrates a delay in sending gear changes 1 defined in step R9 of figure 8;
[0045] Figure 10 is an example of a time graph that specifically illustrates a delay in sending gear changes 2 defined in step R10 of figure 8;
[0046] Figure 11 is a flow chart illustrating another example of the signal processing performed by the gear shift restriction section of the step shift control section in figure 1;
[0047] Figure 12 is an example of a time graph that specifically illustrates a gear shift sending interval 1 defined in step R9-2 of figure 11;
[0048] Figure 13 is an example of a time graph that illustrates
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17/74 specifically a gear shift sending interval 3 defined in step R11-2 of figure 11;
[0049] Figure 14 is a flow chart illustrating another example of the signal processing performed by the gear shift restriction section of the step shift control section in figure 1;
[0050] Figure 15 is a block diagram that specifically illustrates the functions related to the driving system performed by a control section of the automatic driving travel mode in Figure 1;
[0051] Figure 16 is a flowchart that specifically illustrates the contents of the signal processing performed by a mode control section in the form of propellant energy in figure 15;
[0052] Figure 17 is an example of a time graph that illustrates a rate of change 1 and a rate of change 4 of propulsion energy defined in steps S8, S11 of figure 16;
[0053] Figure 18 is a flowchart that illustrates another example of the signal processing performed by the propulsion energy mode control section in figure 15;
[0054] Figure 19 is an example of a time graph that illustrates a limit 1 and a limit 4 of the propelling energy defined in steps S82, S11-2 in figure 18;
[0055] Figure 20 is a schematic view illustrating another example of the dedicated vehicle driving device for the hybrid vehicle, to which the invention is favorably applied; and [0056] Figure 21 is a plug-in drive table that illustrates various gear stages of an automatic transmission and friction plug devices for establishing the various gear stages in figure 20.
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DETAILED DESCRIPTION OF THE MODALITIES [0057] The present invention is favorably applied to a hybrid vehicle that has an internal combustion engine and an electric motor as propellant energy sources. However, the invention can also be applied to a vehicle powered by an internal combustion engine that has only the internal combustion engine as a source of propulsion energy, and to an electric vehicle that has only an electric motor as a source of propulsion energy. The internal combustion engine can be a gasoline engine or a diesel engine that generates energy by burning fuel. As an engine, an engine generator that can also be used as a generator is favorably used.
[0058] As an automatic transmission, a stepped automatic transmission of the planetary gear type, of the parallel axis type or similar that can establish several stages of gear according to the engaged / disengaged states of various friction locking devices is favorably used. A continuously variable transmission, such as a continuously variable belt type transmission, can also define the various gear stages, each having a different gear ratio, to achieve a stepped gear shift. A gearshift condition and a gearshift condition are defined based on a parameter that is related to propulsion energy and a parameter that is related to vehicle speed. In addition, the gearshift condition and the gearshift condition are set so that the gear stage is changed to the gear stage on a lower speed side in the higher gear ratio when the propulsion energy is increased , and for the travel stage to be changed to a travel stage on the side of
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19/74 lower speed when vehicle speed is decreased. The propulsion-related parameter is the amount of throttle operation or torque of the propelling power source (the degree of opening of the engine throttle valve, the engine torque or the like) in a first travel mode, and is the target propulsion energy, target acceleration, target torque, the torque of the propelling energy source that are controlled according to these parameters or similar in a second travel mode, for example. The amount of throttle operation or the torque of the propelling energy source is converted to the target propelling energy, the target acceleration, the target torque or the like. Alternatively, the target propulsion energy, the target acceleration or the target torque is converted to the amount of accelerator operation or torque of the propulsion energy source. In this way, the gear up condition and the gear down condition which are the same regardless of the type of travel mode are desirably defined. As the parameter that is related to the speed of the vehicle, the rotational speed of output that corresponds to the speed of the vehicle can be used, or the rotational speed of entry, such as the speed of the engine, can be used.
[0059] For example, the referential condition of gear change to change the gear stage to the ideal gear stage, which is defined according to fuel economy and the like, is defined as the gear increase condition. Then the downshift condition is set by moving the upshift condition to a high propulsion side and a low vehicle speed side. In this way, the hysteresis between the gear up condition and the gear down condition is provided. However, hysteresis can be provided as follows: the downshift condition corresponds to the
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20/74 gear shift referential condition, and the gear shift condition is defined by moving the gear down condition to a low propulsion side and a high vehicle speed side. Alternatively, hysteresis can be provided by defining the gear up condition and the gear down condition so that they are arranged on both sides of the gear shift referential condition and moving from the referential condition gear change.
[0060] A desired travel status in the second travel mode includes a target vehicle speed, a distance between target vehicles, the target acceleration, the target torque, the target propulsion energy, a target braking force, a target angle of maneuver and the like, for example. More specifically, the second travel mode can be a constant speed travel mode, an accompanying travel mode, an automatic driving travel mode or the like. In constant speed travel mode, the target propulsion energy is computed so that the vehicle travels at the target vehicle speed as defined by a driver, and thus the vehicle travels at a substantially constant speed. In the accompanying travel mode, the target propulsion energy is computed based on a distance between vehicles from a vehicle ahead, and thus the vehicle travels following the vehicle ahead at a predetermined target distance between vehicles. In automatic driving travel mode, the target vehicle speed is successively set based on road and similar information from a travel route to compute the target propulsion energy, and an angle of maneuver is automatically controlled for travel. When the invention is implemented, any of the second travel modes only need permission to be used. Instead of converting the amount of
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21/74 throttle operation or propulsion power source torque to target propulsion power, the amount of accelerator operation or propulsion power source torque can be converted to the target acceleration or target torque and thus the Propulsion power control can be performed.
[0061] In the constant speed travel mode and in the accompanying travel mode described above, an automatic driving system can be adopted. The automatic driving system automatically controls the angle of maneuver by detecting a lane made by a camera and the like for the vehicle to travel along the lane or change lanes. This case corresponds to the automatic driving travel mode. In addition to this, the auto driving travel mode also includes a case where the target vehicle speed is successive and automatically set based on map information and travel route information, for example, the target propulsion energy is computed according to the target vehicle speed and the maneuver angle is automatically controlled so that the vehicle travels following a travel route. In automatic driving travel mode, the vehicle can be parked in a garage or it can be parked in parallel without the driver's operation and in neither case is map information and travel route information necessary. In addition, the vehicle can be automatically driven only from a parking lot or similar to a specific position, such as in front of an entrance door following a predetermined travel route. In this way, several aspects can be adopted. This automatic driving travel mode may include a driverless automatic driving mode, in which no occupant, including the driver, is present in the vehicle, in addition to a travel mode
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22/74 in automatic driving with driver, in which the occupant, which includes the driver, is present in the vehicle. The present invention includes the second mode of travel in which at least the occupant is present in the vehicle.
[0062] A gear shift suppression section is defined to suppress only a downshift through a downshift condition at a time when propelling energy is increased and to allow an upshift through an upshift condition march as at a time when propelling energy is reduced, for example. However, the gearshift suppression section can allow gearshifting as it is and only suppress gearshifting. Alternatively, the gear shift suppression section can suppress both downshifting and upshifting. The gearshift suppression section can also suppress the gearshift and / or gearshift associated with a change in vehicle speed when needed. In addition, the gear shift suppression section can uniformly suppress gear shifting without distinguishing between a gear shift execution determination through a shift in propulsion energy and a gear shift execution determination through a change in vehicle speed when gear shift execution determination is made. In this way, several aspects can be adopted. The gear shift suppression section is configured to suppress gear change by executing a control so that a parameter used to determine the gear change condition does not satisfy the gear change condition, or prohibiting or delaying gear change or similar when the parameter used to determine the gear change condition
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23/74 satisfy the gear change condition, for example.
[0063] In addition, the gear shift suppression section is configured to suppress gear change only within a predetermined gear shift restriction period after gear shift or to suppress gear shift by providing a delay period until a gear shift command is sent after the gear shift execution determination is made or after the number of determinations, for example. In this way, the gearshift suppression section can evenly suppress the next gearshift without distinguishing between gearshifting and gearshifting. However, the gearshift suppression section can only suppress one between gearshifting and gearshifting. In addition, the gearshift suppression section can only suppress at least one type of gearshift that includes gearshifting after gearshifting and gearshifting after gearshifting. In this way, several aspects can be adopted. In either of the above cases, the shift change restriction period or delay period is extended or the number of determinations is increased so that the shift change is suppressed more significantly in the second travel mode than in the first travel mode.
[0064] Between automatic driving travel mode and constant speed travel mode and between automatic driving travel mode and accompanying travel mode, the amount of hysteresis between gear shifting conditions can be changed and the degree of shift suppression can be changed. In addition, between constant speed travel mode and accompanying travel mode, the amount of hysteresis between gear shifting conditions can be changed
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24/74 and the degree of shift suppression can be changed. For example, compared to the constant speed travel mode, there is a high possibility that the change in propulsion energy will be increased in the accompanying travel mode. Thus, it is considered to decrease the degree of suppression of gear change and increase the amount of hysteresis between gear change conditions in the accompanying travel mode. [0065] During the first travel mode, the gear shift suppression section does not always have to suppress gear shift and there is no need to restrict the upper limit of a propulsion change rate and set a value upper limit of propelling energy, for example. In addition, when a shift mode determination section performs the shift change determination, the shift can be performed immediately. Note that the rate of change in propulsion energy corresponds to an amount of change or the rate of change in propulsion energy per unit of time. The upper limit of the rate of change of propulsion energy can be set to have a constant value per travel mode. However, the upper limit of the rate of change in propulsion energy can be appropriately changed by means of a vehicle driving condition, a driver operating condition or the like. For example, the upper limit of the rate of change can be changed according to the speed of the vehicle or similar during starting or kickdown (downshifting), for example.
[0066] A detailed description will be provided later in an embodiment of the invention with reference to the attached drawings. Figure 1 is a schematic view of a dedicated vehicle driving device 10 for a hybrid vehicle, to which the invention is applied, and is a view showing the main section of a vehicle
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25/74 control. This vehicle driving device 10 includes an engine 12, an electric-type differential section 14 and an automatic transmission 16 in series. Engine 12 is an internal combustion engine, such as a gasoline engine or a diesel engine and its output is controlled by an engine 40 output controller. The engine 40 output controller includes an electronic throttle valve 100, a fuel injector 102, a detonator 104 and the like which are shown in figure 4, for example. The engine output is electrically controlled when each of the electronic valves on the accelerator 100, fuel injector 102, detonator 104 and the like is controlled according to a control signal provided from an electronic control unit 50. The differential section Electric type 14 includes a single pinion planetary gear device 18 as a differential gear mechanism. The planetary gear device 18 includes a carrier CA0, a solar gear S0 and a gear ring R0 in a way that allows differential rotation thereof, the carrier CA0 being coupled to motor 12, solar gear S0 being coupled to a first engine generator MG1 and gear ring R0 being coupled to an intermediate transmission element 20. A second generator of the MG2 motor is coupled to intermediate transmission element 20. Note that both the electric type 14 differential section and the automatic transmission 16 they are configured to be substantially symmetrical around their geometric axis and, therefore, the lower half of them is not shown in the schematic view of figure 1.
[0067] Figure 2 is a collinear diagram in which the rotational speeds of the three rotational elements S0, CA0, R0 of the differential section of electrical type 14 can be connected by a straight line. The rotational speed Nmg1 of the solar gear S0
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26/74 corresponds to the rotational speed of the first generator of the MG1 engine (a rotational speed of the MG1). The rotational speed Ne of the CA0 carrier corresponds to an engine speed 12 (an engine speed). The rotational speed Nmg2 of the gear ring R0 corresponds to the rotational speed of the second generator of the MG2 engine (a rotational speed of the MG2). Through regenerative torque control or energizing torque control of the first MG1 engine generator and the second MG2 engine generator, the rotational speed of the MG2 Nmg2, which is a differential rotational speed of the output in relation to the engine speed Ne as a differential input rotational speed, can be changed continuously in a continuous way. In other words, the electric-type differential section 14 functions as a continuously variable electric-type transmission that can continuously change the gear ratio g0 (= Ne / Nmg2). Each between the first generator of the MG1 engine and the second generator of the MG2 engine is connected to an electrical storage device 24, which can be loaded / discharged, via an inverter 22, and whose motor torque is electrically controlled according to a motor control signal provided by the electronic control unit 50. Each one of the MG1 and MG2 motor generators has a function as a motor and generator. The first generator of the MG1 engine is primarily used as the generator that generates reactive power, and the second generator of the MG2 engine is primarily used as the engine that sends the propulsion energy. Engine 12, the electric electric differential section 14, and the second generator of the MG2 engine each function as a source of propulsive energy for the vehicle driving device 10. Note that in this mode, engine 12, the first generator of the MG1 engine and the second generator of the MG2 engine are respectively and directly coupled to the CA0 carrier, the S0 solar gear and the enPetition ring 870170084860, from 11/03/2017, p. 2/31
27/74 grating R0; however, a transmission gear, clutch or similar can be interposed between them.
[0068] The automatic transmission 16 is the stepped transmission of the planetary gear type, which changes the rotation speed of the intermediate transmission element 20 and sends the changed speed from an output shaft 32. More specifically, the transmission Automatic 16 includes a first planetary gear device 26 of the single pinion type, a second planetary gear device 28 of the single pinion type and a third planetary gear device 30 of the single pinion type. In addition, the automatic transmission 16 is provided with two clutches C1, C2 and three brakes B1, B2, B3 (later referred to only as clutches C and B brakes when not particularly distinguished) as hydraulic friction devices. As shown in a snap-on table in figure 3, when any pair between these clutches C and brakes B is engaged, four stages of forward gear, from first to fourth, and a reverse gear stage R (inverted) are established . The four forward gear stages, from the first to the fourth, and the reverse gear stage R have a different gear ratio γ1 (= Nmg2 / Nout) which is a relationship between the rotational speed Nmg2 of the intermediate drive element 20 and a rotational speed (an output rotational speed) Nout of the output shaft 32. When all these stages are disengaged, the N (neutral) mode, in which power transmission is cut off, is established. Clutches C and brakes B are engaged when hydraulic pressure is supplied to each of them from a hydraulic control circuit 42. In addition, clutches C and brakes B are controlled to engage / disengage when an AT solenoid valve 106 (see figure 4) and the like of the control circuit
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28/74 hydraulic 42 are electrically controlled according to a gear change control signal provided by the electronic control unit 50. The AT 106 solenoid valve is separately arranged for each of the C clutches and B brakes, for example. The above output shaft 32 is coupled to the left and right drive wheels 36 by means of a final reduction gear 34.
[0069] In such a vehicle driving device 10, the electric type differential section 14 and the automatic transmission 16 as a whole can perform control of the continuously variable transmission. In addition, the electric-type differential section 14 and the automatic transmission 16 as a whole can perform gear shift control that is similar to stepped gear change during MG1 Nmg1 rotational speed control and similar so that the gear ratio differential section of electrical type 14 becomes constant. In any case, to change the gear in a subtle and immediate way in a moment of gear change of the automatic transmission 16, in response to a change in the rotational speed of the intermediate transmission element 20 that is associated with the gear change. running, the rotational speed of each section of the electric type 14 differential section, like the rotational speed of the MG1 Nmg1, is controlled.
[0070] The vehicle driving device 10 of this modality also includes an automatic braking system 44 and an automatic driving system 46. The automatic braking system 44 electrically controls the braking force, that is, the hydraulic pressure of a vehicle brake. wheel 38 which is provided on each of the driving wheels 36 and driven wheels (wheels without self-drive), which are not shown, according to a brake control signal provided by the electronic control unit 50.
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In addition, when an operation of pressing a brake pedal, which is not shown, is carried out by one foot, the wheel brake 38 is supplied with hydraulic brake pressure by means of a master brake cylinder and generates mechanically the braking force corresponding to the hydraulic pressure of the brake, that is, the amount of braking operation Brk. The automatic steering system 46 electrically controls the operating angle Φ of the engine and the like according to an operating angle control signal provided by the electronic control unit 50. The operating angle Φ can be an angle of rotation of a steering wheel or a steering wheel angle.
[0071] The electronic control unit 50 functions as a controller that performs various types of controls for the vehicle driving device 10 of this modality, and the various types of control include the motor output control 12, the torque control of the generators engine MG1, MG2, gear shift control of automatic transmission 16, brake force control of automatic brake system 44, driving control of automatic steering system 46 and the like. The electronic control unit 50 is configured including a microcomputer that includes the CPU, ROM, RAM, an input / output interface and the like, and performs signal processing according to the program that is stored in the ROM in advance while using a temporary storage function for RAM. When necessary, the electronic control unit 50 can also be configured to be separated for engine control, engine control, gear shift control and the like.
[0072] Figure 4 exemplifies the signals received by the electronic control unit 50 and the signals sent from the electronic control unit 50. When some of them are specifically described, an engine speed sensor 70, a resolver from MG1
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30/74
72, an MG2 resolver 74, an output shaft rotational speed sensor 76, a foot brake sensor 78, an accelerator operating quantity sensor 80 and a maneuver angle sensor 82 are connected to the control unit electronic 50 and the signals representing the motor speed Ne, the rotational speed of the MG1 Nmg1, the rotational speed of the MG2 Nmg2, the rotational speed (the rotational speed of the output) Nout of the output shaft 32, the pressing operating force (the operating force of the brake) Brk of the brake pedal, the amount of pressing operation (the amount of accelerator operation) Ac of an accelerator pedal and the operating angle Φ are provided for the electronic control unit 50 a from them. In addition, an auto cruise definition switch 84 is a device that performs the operation of selecting a cruise travel mode, in which the vehicle travels at constant speed or accompanying trip without depending on an acceleration / deceleration on the part of the driver, define a target speed of vehicle VtagC, increase / decrease the target speed of vehicle VtagC, define a target distance between DtagC vehicles during the accompanying trip and the like. For example, the auto cruise definition switch 84 is arranged on the steering wheel or similar and the signals from it representing the target speed of vehicle VtagC, the target distance between DtagC vehicles and the like are provided for the electronic control unit 50. In this cruise travel mode, the vehicle travels while the driver performs a maneuver operation. A navigation system 86 includes map information, defines a travel route according to a destination, shows a map and a travel route on a screen located on an instrument panel or similar, and obtains various types of traffic information road, such as the position of a vehicle
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31/74 receiver, traffic jam, a road gradient, altitude, the permitted speed limit, signaling and weather information provided by a global positioning system (GPS), vehicle information and communication system (VICS), communication between vehicles, communication between vehicles and the highway, and the like. The signals representing these types of information are provided to the electronic control unit 50. An operating element, which allows for various types of selection operations, setting operations and the like through a touch operation, a pressing operation , a rotation operation and the like, is provided on or near the screen. When necessary, an information communication device that receives information externally can be separately provided from the navigation system 86. A radar 88 detects the distance between vehicles from each vehicle ahead and from an accompanying vehicle, from nearby pedestrians to the receiving vehicle, or a distance from an obstacle. The signals that represent these types of information are provided for the electronic control unit 50. A camera 90 is a film camera, a static camera or the like that captures images of a front area and a rear area of the vehicle, of other vehicles and pedestrians present on the sides and the like, obstacle, signal, lane, fender, parking space, predetermined marking and the like. The signals that represent these types of visual information are supplied to the electronic control unit 50.
[0073] An automatic driving switch with driver 92 is a switch that selects the automatic driving mode, in which the vehicle travels by automatically controlling propulsion energy and the angle of maneuver Φ in a state where the
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32/74 driver or occupant is present in the vehicle. A driverless automatic driving switch 94 is a switch that selects the auto driving mode, in which the vehicle travels by automatically controlling propulsion energy and the operating angle Φ in a state where the driver or occupant is absent. For example, this driverless automatic driving switch 94 is incorporated into a wireless key that wirelessly locks and unlocks a vehicle door or similar. In these types of automatic driving, the target vehicle speed is successive and automatically defined based on the map information, the travel route information, the various types of road traffic information and the like, for example, the target propulsion energy is computed according to the target vehicle speed and the maneuver angle Φ is automatically controlled based on road and similar information so that the vehicle travels along a travel route. However, in these types of automatic driving, the vehicle can be parked in a garage or it can be parked in parallel without the operation of a driver, and in either case, map information and travel route information are not required. In addition, the vehicle can be automatically driven only from the parking lot or similar to a specific position, such as in front of the entrance door following a predetermined travel route. In this way, several aspects can be adopted. A case in which the lane is detected by camera 90 or similar and the maneuver angle Φ is automatically controlled in cruise travel mode so that the vehicle travels along the lane or changes lanes also corresponds to the auto driving travel mode. The lane that is detected by camera 90 or similar is also part of the road information. Travel mode in automatic driving without
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33/74 driver is appropriate when the vehicle is parked in the garage, is driven from the parking lot and the like. The automatic driverless travel mode is also favorably adopted in the case of a train journey (the accompanying trip) in which the vehicle follows a guide vehicle located ahead, for example. The driverless automatic driving switch 92 and the driverless automatic driving switch 94 can be incorporated into the navigation system 86. Therefore, the automatic driving mode with driver or the automatic driving mode without driver can be selected by the navigation system 86. In addition, some or all of the functions of the auto cruise setting switch 84 can be incorporated into the navigation system 86.
[0074] The electronic control unit 50 above sends a motor control signal to the motor output controller 40 (see figure 1) that controls the motor output. In this way, the degree of openness of the electronic throttle valve 100, the amount of fuel supplied by the fuel injector 102, the ignition time of the engine 12 by the detonator 104 and the like in the engine 12 are electrically controlled. When the motor control signal is sent to inverter 22, the motor torque of the first MG1 engine generator and the second MG2 engine generator is separated and electrically controlled. The gear shift control signal is sent to the AT 106 solenoid valves and the like in the hydraulic control circuit 42 and clutches C and brakes B are controlled by engaging / disengaging. In this way, the specific travel stage of the automatic transmission 16 is electrically established. The brake control signal is sent to the automatic braking system 44 and the braking force of each of the wheel brakes 38
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34/74 is electrically controlled. The control angle control signal is sent to the automatic steering system 46 and the control angle Φ is electrically controlled by the motor and the like.
[0075] As shown in figure 1, this electronic control unit 50 functionally includes a hybrid control section 52, a step shift control section 54, a driving control section 56, a brake control section 58 , an automatic driving mode control section 60, a cruise mode control section 62 and a driving mode control section 64. Hybrid control section 52 computes the target motor output based on the loss of transmission in each of the sections, on an auxiliary load, on the gear ratio γ0 of the electric type 14 differential section, on the auxiliary torque of the second generator of the MG2 engine, on the run stage (the gear ratio γ1) of automatic transmission 16 and the like so that the vehicle is driven by the target propulsion energy Ftag2 provided from the control section of the auto driving mode 60. Then, the hybrid control section 5 2 controls the motor 12 by means of the motor output controller 40 to generate the motor speed Ne and the motor torque Te with which the output of the target motor can be obtained. The gear ratio γ0 of the differential section of electrical type 14 is defined so that the motor 12 is driven within an efficient drive range. In the case of automatic driverless driving travel or automatic driverless travel mode, the target propulsion energy Ftag2 is successively defined based on the various types of road traffic information, such as the permitted speed limit of the road gradient and the like for the vehicle to travel along a predetermined travel route and the target propulsion energy Ftag2 to be
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35/74 successively defined by a vehicle speed calculation section 1102, a feed-forward control calculation section (F / F) 132, a feedback control calculation section (F / B) 134, a propulsion mode mode control section 138 and the like in figure 15 that illustrates the functions of the automatic driving mode control section 60. In addition, while traveling at constant speed and in driving mode cruise travel, the vehicle travels at the target vehicle speed VtagC, which is defined in advance. During the accompanying travel mode in the cruise travel mode, the target propulsion energy Ftag2 is successively defined so that the vehicle makes the accompanying trip while maintaining a predetermined target distance between vehicles DtagC. During a conductive operating trip mode in which the propulsion energy is controlled according to the acceleration / deceleration operation (an accelerator operation and a brake operation) performed by the driver, the target FtagM propulsion energy is successively computed from the amount of operation of the Ac accelerator, vehicle speed V and the like, and the target propulsion energy Ftag2 is defined based on the target propulsion energy FtagM. The target vehicle speed VtagC and the target distance between DtagC vehicles are defined by the cruise control mode section 62 based on a signal from the auto cruise definition switch 84. The target propulsion energy FtagM is successively computed by the control of driving operation trip mode 64 based on the amount of Ac accelerator operation, n vehicle speed V and the like. The target distance between DtagC vehicles is selected from the three stages of large, medium and small, for example, and each stage of the same is variably defined according to the speed of the vehicle V. The control section
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36/74 of cruise travel mode 62 computes the target propulsion energy FtagC by controlling the feedback or similar so that the actual distance between vehicles D from the vehicle ahead, which is detected by radar 88, becomes the target distance between vehicles DtagC, and the target propulsion energy Ftag2 is defined based on the target propulsion energy FtagC. Note that when the target propulsion energy Ftag2 is negative (below zero), a braking actuated by the propulsion energy source is generated by the engine or by the regenerative control of the second generator of the MG2 engine and is added with the braking force of each one. wheel brakes 38, which are controlled by the brake control section 58 to obtain the target propulsion energy Ftag2. The electronic control unit 50 has the function of a vehicle control device that allows the vehicle to travel in any of several travel modes.
[0076] Furthermore, in a low output torque range or a low vehicle speed range, in which the engine efficiency is relatively low, the hybrid control section 52 for engine 12 or changes engine 12 a state inactive and switches the propulsion power source according to a predetermined propulsion power source switching map so that the vehicle travels using only the second MG2 engine generator as the propulsion power source. A thin line, which is shown in a lower left portion (a region with low propellant energy and low vehicle speed) in figure 6, is an example of the propulsion energy source change map and is defined based on the speed of the vehicle V and propulsion energy (which corresponds to the amount of Ac accelerator operation and the degree of opening of the accelerator valve). In this example, the region with low vehicle speed and low propulsion energy is defined as an electric motor travel region and in this region, the switching control of the power source
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37/74 propulsion is executed by starting or stopping engine 12 or similar. Although not shown, hysteresis is provided between a switching line, in which the electric motor trip is switched to the internal combustion engine trip, and a switching line, in which the internal combustion engine trip is switched to the internal combustion engine trip. travel by electric motor, in order to prevent a frequent gear change. In addition, even when traveling on an internal combustion engine, in which the vehicle travels using engine 12 as the propellant energy source, the electrical energy of the first generator of the MG1 engine, which is subject to regenerative control and / or electrical energy from the electrical storage device 24 is supplied to the second generator of the MG2 engine and the torque is applied to the drive wheels 36 by means of the drive (energy control) of the second generator of the MG2 engine. In this way, a torque aid is performed to help energize the engine 12. In other words, when necessary, the torque aid made by the second generator of the MG2 engine is also performed in the internal combustion engine travel region in figure 6 .
[0077] The step shift control section 54 performs the shift control of the automatic transmission 16 according to a predetermined shift map and performs the engagement / disengagement control of clutches C and brakes B by through the AT 106 solenoid valves of the hydraulic control circuit 42, in order to establish a Gtag target gear stage which is obtained according to the gear shift map. This step shift control section 54 functionally includes a mode shift determination section 66 mode and a shift shift restriction section 68. Mode shift determination section 66 mode defines the map gear change according to the
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38/74 travel mode and sets the target travel stage Gtag according to the gear shift map. The shift mode determination section mode to mode 66 performs signal processing according to steps Q1 to Q12 (later referred to only as Q1 to Q12) of a flowchart in figure 5, for example. [0078] In Q1 of figure 5, what determines whether the auto driving mode is selected is which of the two between the automatic driving switch with driver 92 and the automatic driving switch without driver 94 is in ON mode. If the auto driving mode is selected, Q2 is performed. Next, what determines whether the driverless automatic driving mode is selected is whether the driverless automatic driving switch 94 is in ON mode. If the driverless automatic driving switch 94 is in ON mode, Q4 determines that the driverless automatic driving mode is selected. If the driverless automatic driving switch 94 is not in the ON mode, Q5 determines that the automatic driving mode with driver is selected. However, if the determination in Q1 is NO (negative), that is, if the automatic driving mode is not selected, Q3 is performed. Next, what determines whether the cruise travel mode is selected is whether the selection operation is being performed by the auto cruise setting switch 84. If the selection operation is being performed by the auto cruise setting switch 84, it determines in Q6 the cruise travel mode is selected. If the selection operation is not being carried out by the auto cruise setting switch 84, it is determined in Q7 that a normal travel mode, that is, the conductive operating travel mode, in which the propulsion power control and the Control of
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39/74 gear changes are carried out according to the acceleration / deceleration operation by the driver and the maneuver angle Φ is changed according to the maneuver operation, it is selected. The automatic driver-driven travel mode and the cruise travel mode described above correspond to the second travel mode, in which the desired travel state (the target vehicle speed, the target distance between vehicles, the target propulsion energy, the operating angle and the like) is defined without depending on the acceleration / deceleration operation in the state in which the occupant is present in the vehicle and in which the propulsion energy control and the gear change control are performed. The conductive operating travel mode corresponds to the first travel mode, in which propulsion energy control and gear shift control are performed according to the acceleration / deceleration operation by the driver.
[0079] If it is determined that the automatic driverless travel mode is selected in Q4, a gear shift line 1 is defined in Q8. If the automatic driving mode with driver is determined to be selected in Q5, a gear shift line 2 is defined in Q9. If it is determined that the cruise travel mode is selected in Q6, a shift line 3 is defined in Q10. If it is determined that the conductive operating travel mode is selected in Q7, a gear shift line 4 is defined in Q11. Gear shift lines define gear shift conditions. Figure 6 is an example of the gear shift map in which gear shift lines (solid lines) and gear shift lines (gear shift lines 1 to 4) are defined as gear shift lines based on vehicle speed V and propulsion energy, and for
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40/74 that the travel stage is switched to the travel stage on a higher speed side in the lower gear ratio γ1 as vehicle speed V is increased, and for the travel stage to be switched to the travel stage on a lower speed side in the highest gear ratio γ1 as the propulsion energy is increased. Although the actual propulsion energy can be estimated from the engine torque, the engine torque, the automatic transmission gear stage 16 and the like, in this mode, the propulsion energy is determined using the target propulsion energy Ftag2 which is computed in the automatic driving mode control section 60. The gearshift lines correspond to the gearshift condition and the gearshift lines correspond to the gearshift condition. In addition, the gearshift lines and gearshift lines are defined based on the torque characteristic of the engine 12 and the like so that they are able to achieve a balance between fuel economy and propulsion energy performance, for example. In addition, to prevent a deterioration in the quality of travel caused by frequent gear shifting and the like, a hysteresis is provided between the gear up line and the gear down line that are related to up / down between the same gear stages. More specifically, hysteresis is provided for the 4 ® 3 downshift line to move in a high propelling energy direction and also to move in a low vehicle speed direction V from the upshift line. 3 ® 4. A similar hysteresis is provided between the 3 ® 2 gear down line and the 2 ® 3 gear up line and between the 2 ® 1 gear down line and the 1 ® 2 gear up line. In this modality, this hysteresis is provided by defining Petition 870170084860, of 11/03/2017, p. 45/225
41/74 if each of the gearshift lines according to the reference gear shift condition to change the gear stage to the ideal gear stage, and moving each of the gearshift lines to the side low vehicle speed and high propulsion power side from the gearshift line.
[0080] The gear shift lines 1 to 4, which are defined from Q8 to Q11, are the gear reduction lines, and the amount of hysteresis of the same that influence a frequent gear shift differ from each other. In this mode, the amounts of hysteresis on the same gear shift line are defined to satisfy a gear shift line 1 <gear shift line 2 <gear shift line 3 <gear shift line 4. That is, when the amount of hysteresis is increased, a frequent gear shift is suppressed. However, the journey time at the ideal travel stage is shortened and fuel economy is likely to be degraded. For this reason, the amount of hysteresis is suppressed for minimum need according to the mode of travel. More specifically, when the contribution of the driving operation performed by the driver is decreased, the propulsion energy control can be performed by anticipating the acceleration / deceleration of the vehicle based on a travel route and the like, and a rapid change in propelling energy is decreased. In this way, the amount of hysteresis can be decreased.
[0081] In automatic driverless travel mode, the occupant is absent and there is no need to consider the degradation in travel quality caused by frequent gear changes compared to travel with
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42/74 driver. Consequently, fuel economy can be improved by defining gear shift line 1 with a small amount of hysteresis. The amount of hysteresis can also be set to zero (equal to the gear up line). In the automatic driving mode with driver, in which the occupant is present, the degradation in the quality of the trip caused by a frequent gear change is taken into account. Consequently, gear shift line 2 with the large amount of hysteresis has to be defined. However, propulsion energy control can be performed by anticipating acceleration / deceleration based on a travel route and the like, and a rapid change in propulsion energy is decreased. In this way, at the same time that a frequent gear shift is suppressed, the amount of hysteresis can be decreased compared to the conductive operating travel mode. In cruise travel mode, propulsion control is performed so that the vehicle travels at the target speed of the VtagC vehicle and makes a follow-up trip in relation to the vehicle ahead, while maintaining the target distance between DtagC vehicles. Consequently, there is a tendency for the change in propulsion energy to become more significant than the change in propulsion energy in automatic driving travel mode. In this way, the gearshift line 3 with the amount of hysteresis greater than in the automatic driving mode is defined. However, compared to the conductive operating travel mode in which the driver performs the acceleration / deceleration operation in real time, the frequency of a rapid change in propulsion energy is low. Thus, at the same time that a frequent gear shift is suppressed, the amount of hysteresis can be set to a value of
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43/74 than in the conductive operation travel mode. In conductive operating travel mode, since the driver makes an acceleration / deceleration request, the frequency of a rapid change in propulsion energy is high. In this way, gear shift line 4 with a large amount of hysteresis is defined to suppress the degradation in travel quality caused by frequent gear shifting. Note that the common gearshift line can be defined as the gearshift line 2 in automatic driving travel mode and the gearshift line 3 in cruise travel mode.
[0082] Then, in the next Q12, a gear shift determination to find out if the gear stage has been changed is made based on the current propulsion energy and the current V vehicle speed using the common gear increase line for any of the downshift lines which are shift lines 1 to 4 defined according to the travel mode in steps Q8 to Q11 mentioned above. More specifically, when the driving power or vehicle speed V is changed to cross the downshift line or upshift line, a shift change execution determination is made to define the new stage Gtag target gear. If the gear stage does not need to be changed, a series of gear shift determination processes is completed as is.
[0083] Note that in the case where a manual transmission mode (M), in which the driver can switch the gear stage of automatic transmission 16 by means of a manual operation, is selected, the target gear stage Gtag is increased or reduced according to an up / down signal provided from an up / down switch or the like, which is not shown.
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In addition, when traveling with a driver (during braking) when the target propulsion energy Ftag2 becomes negative (below zero) and is received from the side of the drive wheels 36 on a slope, during a slowdown or the like, target gear stage Gtag of automatic transmission 16 is defined according to a gear shift map shown in figure 7. Hysteresis is also provided between the gear up lines and the gear down lines depending on the gear shift condition march on the gear change map during that trip with a driver.
[0084] Shifting restriction section 68 prohibits shifting in a given condition when determining the shifting execution for shifting is done in Q12. Shift restriction section 68 performs signal processing according to steps R1 to R13 (later referred to only as R1 to R13) of a flowchart in figure 8, for example. This gear shift restriction section 68 corresponds to the gear shift suppression section.
[0085] In R1 of figure 8, it is determined whether the determination of execution of gear change for gear change was made or not in Q12. If the gear shift execution determination has been made, subsequent R2 is performed. Similar to the steps from Q1 to Q7 in figure 5, the travel modes are determined from R2 to R8. The results of determining Q4 to Q7 can be read. Then, if it is determined in R5 that the automatic driverless travel mode is selected, a gear shift delay 1 is set in R9. If it is determined in R6 that the automatic driving mode with driver is selected, a delay in gear shift sending 2 is
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45/74 defined in R10. If it is determined in R7 that the cruise travel mode is selected, a delay in sending gear changes is defined in R11. If it is determined in R8 that the travel mode of conductive operation is selected, a delay in the transmission of gearshift 4 is defined in R12. Each of the gear shift delays 1 through 4 defines a delay period until a gear shift command for the target gear stage Gtag is actually sent after the gear shift execution determination is made . As the delay period is prolonged, a frequent gear change is suppressed; however, the responsiveness of propelling energy is likely to be degraded. In other words, when the gear shift execution determination is canceled during the delay period, gear shifting is no longer necessary and frequent gear shifting is avoided. However, when the determination of the gear shift execution continues, the gear shift is delayed by the delay period and thus, the responsiveness of the propelling energy is degraded. Consequently, in order to allow the harmonization of a frequent gear change with the responsiveness of the propulsion energy, in this modality, the delay periods are defined to satisfy a ratio of delay in the transmission of gear change 1 <the delay in the transmission of gear change <the delay in the transmission of gearshift 3 <the delay in the transmission of gearshift 2. In this mode, the delays in the transmission of gearshift from 1 to 4 are applied to both the increase and the reduction of the gear. However, delays in sending gear changes from 1 to 4 can only be applied to downshifting or can only be applied to upshifting. When delays in sending gear changes from 1 to 4 are applied only to the reduction, the increase is immediately performed following the determination of
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46/74 gear shifting and in this way, fuel economy is improved.
[0086] In the automatic driverless travel mode, the occupant is absent and there is no need to consider the degradation in the quality of the trip caused by a frequent gear change. Consequently, the delay period for sending gear changes 1 can be shortened and the delay period can also be set to zero (none). In automatic driver-driven travel mode, the occupant is present in a state of non-monitoring of vehicle speed and acceleration. Consequently, their sensitivity to degradation in the quality of travel caused by frequent gear changes is as long as possible and the delay period in sending gear changes 2 is the longest among the delays in sending gear changes from 1 to 4 In cruise travel mode, the occupant is present in a state of monitoring the speed and acceleration of the vehicle. However, since the driver does not perform the acceleration / deceleration operation, his sensitivity to degradation in the quality of travel caused by a frequent gear change is higher than in the conductive operation travel mode. Consequently, the delay in the transmission of gear changes 3 is set to a value the second longest delay period after the delay period in the automatic driving mode with driver. In the conductive operating travel mode, since the driver himself requests the acceleration / deceleration in real time, a higher propulsive energy responsiveness is desired. Consequently, the shift delay time 4 is set to a shorter value than the cruise travel delay period. Figure 9 is an example of a time graph showing a
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47/74 relationship between shifting determination (a dotted line) and shifting gear (a solid line) during automatic driverless travel mode. The delay period caused by the delay in the transmission of gear shift 1 is short and the reduction or increase is performed immediately in response to the change in propulsion energy. Figure 10 is an example of a time graph that shows a relationship between shifting determination (a dotted line) and shifting transmission (a solid line) during automatic driving with driver. The delay period caused by the delay in shifting gear 2 is the longest. During the delay period, the propulsion energy is decreased and the reduction execution determination is canceled. Consequently, reduction is no longer necessary and frequent gear shifting is avoided. These shift lines in figure 9 and figure 10 serve as the downshift line and the upshift line, and hysteresis is not provided. In figure 9 and figure 10, the time t1 is the time in which the determination of the reduction run is made and the time t2 is the time in which a determination of the increase run is made. Note that shift delay times 1 and 4 in driverless automatic driving mode and conductive operating trip mode can be set to the same value and shift delay times 2 and 3 in automatic driving with driver and cruise travel can be set to the same value. [0087] In R 13, it is determined whether a condition for sending a gear change command in function of each of the delays in sending gear changes from 1 to 4, which are defined in R9 to R12 by mode trip, was satisfied, that is, if the
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48/74 determination of execution of gear change for the target gear stage Gtag continues even after the end of the delay period. Then, if the gear shift execution determination continues, the gear shift command for the target gear stage Gtag is sent and the engaged / disengaged states of clutches C and brakes B are switched. In this way, the travel stage of the automatic transmission 16 is changed to the target travel stage Gtag. In the event that the gear shift execution determination is canceled prior to the end of the delay period, the gear shift command is not sent and a series of gear shift restriction processes are terminated.
[0088] Figure 11 is a flow chart that illustrates another aspect of gear shift restriction section 68 and differs from the flow chart in figure 8 in that the steps from R9-2 to R12-2 are provided instead of the R9 to R12. More specifically, if it is determined in R5 that the automatic driverless travel mode is selected, a gear change interval 1 is defined in R9-2. If it is determined in R6 that the automatic driving mode with driver is selected, a gear change interval 2 is defined in R10-2. If it is determined in R7 that the cruise travel mode is selected, a gear shift interval 3 is defined in R11-2. If it is determined in R8 that the conductive operating travel mode is selected, a gear shift interval 4 is defined in R12-2. Shift intervals 1 to 4 correspond to the number n of the gear shift execution determination until the gear shift command for target gear stage Gtag is actually sent in the event that the gear shift determination gear shifting is repeatedly done without exceeding
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49/74 a predetermined waiting time. As the number of determinations n is increased, a frequent gear shift is suppressed; however, fuel economy is likely to be degraded. That is, in the case in which the gear change execution determination is canceled before reaching the number of determinations n, the gear change is no longer necessary and a frequent gear change is avoided. However, in the case where the gear shift execution determination is repeatedly made, the gear shift is delayed to the number of determinations n, the journey time at the ideal gear stage is shortened and thus the economy of fuel is degraded. Consequently, in order to allow the harmonization of a frequent gear change with the fuel economy, in this mode, the number of determinations n is defined to satisfy a ratio of the gear change interval 1 = the gear change interval 4 <the interval gear shift 3 <gear shift interval 2. In this mode, the number of determinations n is applied to both increase and decrease. However, the number of determinations n can be applied only to the reduction or it can be applied only to the increase. When the number of determinations n is applied only to the reduction, the increase is carried out immediately following the first determination of the change of gear and in this way, the fuel economy is improved.
[0089] In automatic driverless travel mode, the occupant is absent and there is no need to consider the degradation in travel quality caused by frequent gear changes. Consequently, the number of determinations n in the gear shift interval 1 can be decreased. In this modality, the number of determinations n = 0, and the
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50/74 gear shift command is immediately sent in response to the first gear shift execution determination. In automatic driver-driven travel mode, the occupant is present in the state of not monitoring the vehicle's speed and acceleration. Consequently, their sensitivity to degradation in the quality of travel caused by frequent gear shifting is the highest and the number of determinations n in gear shifting interval 2 is the highest. In cruise travel mode, the occupant is present in the vehicle's speed and acceleration monitoring status. However, since the driver does not perform the acceleration / deceleration operation, his sensitivity to degradation in the quality of travel caused by a frequent gear change is greater than in the conductive operation travel mode. Consequently, the gear shift interval 3 is set to have the second largest number of determinations n after the number in automatic driving with driver. In the conductive operation travel mode, since the driver himself requests the acceleration / deceleration in real time, his sensitivity to degradation in the quality of the trip caused by a frequent gear change is low. Consequently, the number of determinations n in the gear shift interval 4 can be set to a lower value than in cruise travel mode. In this mode, similar to the gear shift interval 1, the number of determinations n = 0 and the gear shift command are immediately sent in response to the first gear shift execution determination. Figure 12 is an example of a time graph that shows a relationship between shifting execution determination (a dotted line) and shifting sending (a solid line)
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51/74 during automatic driverless travel mode and during conductive operating travel mode. Since the number of determinations n in each of the gear shift intervals 1 and 4 is 0, the gear shift command is immediately sent in response to the gear shift execution determination, and the reduction and increase are repeatedly executed. Figure 13 is an example of a time graph that shows a relationship between shifting execution determination (a dotted line) and shifting transmission (a solid line) during cruise travel mode and shows a case where the number of determinations n in the gearshift interval 3 is 2. When the gearshift execution determination number for reduction or increase becomes 2, the gear shift command is sent and the reduction or increase runs. In comparison with the case of the number of determinations n = 0 as shown in figure 12, the number of frequent gear changes is halved. These shift lines in figure 12 and figure 13 serve as the downshift line and the upshift line, and hysteresis is not provided. Note that the number of the gearshift execution determination in gearshift intervals 2 and 3, in the automatic driving mode with driver and in the cruise travel mode can be set to the same value.
[0090] In R13, it is determined whether the condition of sending the gear shift command for each of the gear shift intervals 1 to 4, which are defined from R9-2 to R12-2 by travel mode, was satisfied, that is, if the number of the gear change execution determination for the target gear stage Gtag reached the number of determinations n. If the gear shift determination number has reached the
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52/74 number of determinations n, the gear shift command for the target gear stage Gtag is sent and the engaged / disengaged states of clutches C and brakes B are switched. In this way, the travel stage of the automatic transmission 16 is changed to the target travel stage Gtag. In the event that the gear shift execution determination is canceled before its number reaches the number of determinations n, the gear shift command is not sent and a series of gear shift restraints is terminated. [0091] Figure 14 is a flowchart that illustrates another aspect of gear shift restriction section 68 and differs from the flowchart in figure 8 in that steps R9-3 to R12-3 are provided instead of steps R9 to R12. More specifically, if it is determined in R5 that the automatic driverless travel mode is selected, a shift change restriction period 1 is defined in R9-3. If it is determined in R6 that the automatic driving mode with driver is selected, a shift restriction period 2 is defined in R10-3. If it is determined in R7 that the cruise travel mode is selected, a shift restriction period 3 is defined in R11-3. If it is determined in R8 that the conductive operating travel mode is selected, a shift restriction period 4 is defined in R12-3. Each gear shift restriction period 1 to 4 is a period in which a new gear shift is prevented from being made continuously after a gear shift is performed. The gear shift execution determination is canceled until each gear shift restriction period 1 to 4 elapses after the last gear shift. After the end of each shift restriction period from 1 to
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4, shifting to the target gear stage Gtag in response to the determination of shifting execution is allowed. Consequently, as this shift restriction period is prolonged, a frequent gear shift is suppressed; however, the journey time at the ideal travel stage is shortened and thus fuel economy is likely to be degraded. Therefore, to allow the harmonization of a frequent gear change with fuel economy, in this mode, gear shift restriction periods 1 to 4 are defined to satisfy a gear shift restriction period ratio <1 the shift restriction period 4 <the shift restriction period 3 <the shift restriction period 2. In this mode, the shift restriction periods 1 to 4 are applied to an increase for a reduction. However, shift restriction periods 1 to 4 can be applied only to the reduction or can be applied only to the increase. When gear shift restriction periods 1 to 4 are applied only to the reduction, the increase is immediately performed following the gear shift execution determination and in this way, fuel economy is improved.
[0092] In automatic driverless travel mode, the occupant is absent and there is no need to consider the degradation in travel quality caused by frequent gear changes. Consequently, the shift 1 restriction period can be shortened, and the shift 1 restriction period can also be set to zero (none). In automatic driver-driven travel mode, the occupant is present in the state of not monitoring the vehicle's speed and acceleration. Consequently, its
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54/74 sensitivity to degradation in travel quality caused by frequent gear shifting is the highest, and gear shifting restriction period 2 is the longest shift shifting period from 1 to 4. In cruise travel mode, the occupant is present in the vehicle's speed and acceleration monitoring status. However, since the driver does not perform the acceleration / deceleration operation, his sensitivity to degradation in the quality of travel caused by a frequent gear change is greater than in the conductive operation travel mode. Consequently, the shift change restriction period 3 is set to a value the second longest period after the shift change restriction period in automatic driver-driven travel mode. In the conductive operation travel mode, since the driver himself requests the acceleration / deceleration in real time, his sensitivity to degradation in the quality of the trip caused by a frequent gear change is low. Consequently, the shift restriction period 4 is set to a shorter value than in cruise travel mode. Note that gear shift restriction periods 1 and 4 in driverless automatic travel mode and conductive operating travel mode can be set at the same time and gear shift restriction periods 2 and 3 in mode automatic driving with driver and cruise travel mode can be set at the same time.
[0093] In R13, it is determined whether the condition of sending the gear shift command for each of the gear shift restriction periods 1 to 4, which are defined in R9-3 to R12-3 by mode trip, was satisfied, that is, if a moment that has passed since the last gear change exceeds
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55/74 each gear shift restriction period 1 to 4. If the time that has elapsed since the last gear shift exceeds each gear shift restriction period 1 to 4, the gear shift command travel to target travel stage Gtag is sent and the engaged / disengaged states of clutches C and brakes B are switched. In this way, the travel stage of the automatic transmission 16 is changed to the target travel stage Gtag. If the time that has elapsed since the last gear shift does not exceed each gear shift restriction period from 1 to 4, the gear shift execution determination is canceled, the gear shift command is not sent and a series of shift restriction processing is completed.
[0094] In this case, the shift restriction for shift restriction periods 1 to 4, which are defined in steps R9-3 to R12-3 of figure 14 above, can also be implemented in combination with the shift restriction due to delays in sending gear changes from 1 to 4, which are defined in steps R9 to R12 in figure 8, or the shift restriction by the gear changes intervals from 1 to 4 4, which are defined in steps R9-2 to R12-2 in figure 11. In addition, with respect to the gear shift map on the driven side shown in figure 7, the gear shift map, in which the amount hysteresis differs as to how the travel mode can be set and the shift change restriction by the shift change delay period, the shift change interval or the shift change restriction period can be performed. This delay period, the gear shift interval and the gear shift restriction period can also be set by travel mode.
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56/74 [0095] Returning to figure 1, when the travel mode in automatic driving with a driver or without a driver is selected, the driving control section 56 controls the automatic driving system 46 to obtain a target Ftag operating angle provided from the control section of automatic driving mode 60. This target maneuver angle Ftag is appropriately defined according to vehicle speed V, propulsion energy and the like for the vehicle to travel along a route predetermined trip, travel along the track or the like, or change the lane detected by camera 90, whether parked in the garage or parallel parked based on the parking position information detected by camera 90, or avoid contact with a pedestrian or obstacle detected by radar 88 or camera 90. Figure 15 illustrates the function of a driving system in the automatic driving travel control section 60 and does not show the control driving.
[0096] When the travel mode in automatic driving with a driver or without a driver is selected, the brake control section 58 controls the automatic braking system 44 so that each of the wheel brakes 38 is applied with a target braking force Btag provided from the control section of automatic driving travel mode 60. This target braking force Btag is appropriately defined so that the vehicle decelerates to a specific degree by a section for calculating the target distance between vehicles 116, a section of calculation of the actual distance between vehicles 118, a section for calculating the safety margin of vehicle speed 114, a section for calculating target braking force 140 and the like shown in figure 15 to stop at a predetermined position, to stop according to the signaling information (at the red signal) detected by the camera 90 or received externally, for
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57/74 maintain the distance between vehicles from the vehicle ahead detected by radar 88, or to avoid collision with a pedestrian or obstacle detected by radar 88 or camera 90. Not only in automatic driving travel mode, but also in the cruise travel mode, in which the travel at constant speed or the accompanying trip is made, and in the conductive operation travel mode, in which the propulsion energy is controlled according to the acceleration / deceleration operation performed by the driver, the target braking force Btag is defined in a given condition, such as collision avoidance. In this way, the wheel brakes 38 can be applied by force.
[0097] As shown in figure 15, the automatic driving mode control section 60 functionally includes a travel plan generating section 110 and a travel control section 130 for the driving system. The generating section of the travel plan 110 includes the vehicle speed target calculation section 112, the vehicle speed safety margin calculation section 114, the target distance calculation section between vehicles 116 and the vehicle calculation section actual distance between vehicles 118. Vehicle target speed calculation section 112 is provided with vehicle positioning information, map information including road, gradient, altitude, permitted speed limit and the like, infrastructure information and information that includes a travel route, course, weather and the like from the navigation system 86. In the navigation system 86, the destination, a travel route and the like are defined by the driver, a cooperative direction in which the operation of the driver is combined with an automatic steering, a high time priority, a high fuel economy priority, an upper vehicle speed limit, a vehicle speed desired eye and the like
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58/74 can be defined. Infrastructure information is information provided from the information communication equipment provided on the road, at the sign or the like. The target vehicle speed calculation section 112 successively defines a target vehicle speed Vtag1 based on these types of information, and the target vehicle speed Vtag1 serves as a basis during automatic steering. This section for calculating the target speed of vehicle 112 receives the target speed of vehicle VtagC during travel at constant speed from the control section of cruise travel mode 62 and sets the target speed of vehicle VtagC to the target speed of vehicle Vtag1 in cruise travel mode.
[0098] The vehicle speed safety margin calculation section 114 calculates the vehicle speed safety margin Vm according to the difference between a target distance between vehicles Dref which is defined by the calculation section of the target distance between vehicles 116 and the actual distance between vehicles D which is computed based on the signal and the like from radar 88 by the section for calculating the actual distance between vehicles 118. A target vehicle speed Vtag2 is computed by subtracting the safety margin from the speed of vehicle Vm from the target vehicle speed Vtag1. The target distance between Dref vehicles and the actual distance between D vehicles are the distance between vehicles from the vehicle ahead, and a distance that is large enough that the vehicle can avoid a collision with the vehicle ahead is defined as the target distance between Dref vehicles according to the current speed of vehicle V and the like. When the actual distance between D vehicles is greater than the target distance between Dref vehicles, in order to avoid an unnecessary increase in the speed of vehicle V, vehicle speed V is subjected to a lower limit surveillance, with the safety margin of velocity
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59/74 of the vehicle where Vm = 0. Note that the safety margin of the vehicle speed Vm can be calculated not only based on the distance from the vehicle ahead, but also based on the distances from the pedestrian, from the obstacle and an expected overtaking by the vehicle next door.
[0099] The travel control section 130 includes the feed-forward control (F / F) calculation section 132, the feedback control (F / B) calculation section 134, a resistance calculation section of the trip 136, the propulsion mode mode control section 138 and the target braking force calculation section 140. The F / F control calculation section 132 computes a propulsion energy Fff value, which is required for travel at the target speed of vehicle Vtag2, using a predetermined feed-forward control equation and the like. The F / B 134 calculation calculation section computes an FB correction FB value by a predetermined feedback control equation and the like based on a DV deviation between the target vehicle speed Vtag2 and the current speed of vehicle V. In addition In addition, the travel resistance calculation section 136 computes the travel resistance Fr based on a road load on the vehicle (R / L), vehicle weight (the number of occupants and the like), the gradient of the road and the like . Then, the travel resistance calculation section 136 computes the target propulsion energy Ftag1 as a starting point by adding the value Fff propulsion energy F, the value Fb of correction FB and the resistance of the trip Fr described above. The road load can be defined in the navigation system 86 or similar in advance. However, the road load can also be lowered via a communication line or can be computed from the actual propulsion energy F, the gradient of the road, the speed of the vehicle V and the like. [00100] The control section mode to propulsion energy mode
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138 corrects the target propulsion energy Ftagl as the starting point according to the travel mode and performs the signal processing according to the steps from S1 to S12 (later referred to only as S1 to S12) of a flowchart in figure 16, for example. This propulsion mode mode control section 138 is provided with the target propulsion energy FtagC from the cruise mode control section 62 and is also provided with the target propulsion energy FtagM, which is computed based on the quantity Ac accelerator operating speed, at vehicle speed V and the like, from the control section of driving operating trip mode 64. The target propulsion energy FtagC is computed so that the vehicle makes the accompanying trip while maintaining the target distance between DtagC vehicles. During cruise travel mode and during conductive operating travel mode, these target propelling energies FtagC, FtagM are defined in the target propelling energy Ftag1 as the starting point. [00101] In the steps from S1 to S7 in figure 16, similar to the steps from Q1 to Q7 in figure 5, the travel modes are determined. The results of determining Q4 to Q7 can be read. If it is determined in S4 that the automatic driverless travel mode is selected, a propulsion energy change rate 1 is defined in S8. If it is determined in S5 that the automatic driving mode with driver is selected, a rate of change in propulsion energy 2 is defined in S9. If it is determined in S6 that the cruise travel mode is selected, a propulsion energy change rate 3 is defined in S10. If it is determined in S7 that the conductive operating travel mode is selected, a rate of change of propelling energy 4 is defined in S11. These 1 to 4 propulsion energy change rates are set to slow the change in a
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61/74 moment when the target propulsion energy Ftag2 is increased. As a result, not only is the change in propulsion energy attenuated, but also the reduction made by the step shift control section 54 is suppressed. In this way, this propulsion mode mode control section 138 also functions as the gear shift suppression section.
[00102] The above propulsion energy change rates from 1 to 4 define the maximum value of a change rate (a change ratio) of the target propulsion energy Ftag2. As the contribution of propulsive energy responsiveness (response) to the driving operation performed by the driver is decreased, the propulsion energy responsiveness (response) to the acceleration request is less required. Consequently, in order to allow the harmonization of fuel economy with the propulsion energy responsiveness, in this modality, the propulsion energy change rates from 1 to 4 are defined to satisfy a propulsion energy change rate ratio 1 <the change rate propulsion energy change rate 2 <propulsion energy change rate 3 <propulsion energy change rate 4. Propulsion energy change rates 1 to 4 have a positive value and restrict the amount of Ftag2 target propulsion energy increase when the target propulsion energy Ftag2 is increased. In this case, in the automatic driverless travel mode, the occupant is absent and the responsiveness of the propelling energy to the acceleration request is less required. Thus, the propulsion energy change rate 1 may be the lowest of the propulsion energy change rates 1 to 4 taking into account fuel economy. In automatic driver-driven travel mode, the occupant is present in the state of not monitoring the vehicle's speed and acceleration. Consequently, the
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62/74 propulsive energy responsiveness is not significantly needed. Thus, the rate of change in propulsion energy 2 can be low taking into account fuel economy, travel quality, frequent gear changes and the like. In cruise travel mode, the occupant is present in the vehicle's speed and acceleration monitoring status. However, since the driver does not perform the acceleration / deceleration operation, the rate of change in propulsion energy 3 may be higher than in the automatic driving travel mode, but may be lower than in the conductive operating travel mode. , in which the driver performs the acceleration / deceleration operation. In the conductive operating travel mode, since the driver himself makes the request for acceleration / deceleration in real time, the higher propulsive energy responsiveness is desired and the possibility of restriction of the propulsion energy change rate 4 is low. Figure 17 is a time graph that exemplifies a case where a change in the target propulsion energy Ftag1 as the starting point is constrained by rate of change 1 and rate of change 4. These rates of change from 1 to 4 may have a constant value (a fixed value), but can be changed according to the vehicle's driving condition, such as vehicle speed, driver's operating condition or similar during starting or kickdown, for example example. Note that the rate of change 4 in the conductive operating travel mode can also be unrestricted. In addition, change rates 1 to 3 can be set to the same amount.
[00103] In S12, the change in the target propulsion energy Ftag1 as the starting point is restricted based on the change rates from 1 to 4, which are defined in steps S8 to S11 by travel mode, when necessary (processing smoothing). Of this
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63/74 mode, the final target propelling energy Ftag2 is computed. Then, the target propulsion energy Ftag2 is sent to the target braking force calculation section 140 and is also sent to the hybrid control section 52 and the stepped shift control section 54.
[00104] Figure 18 is a flowchart that illustrates another aspect of the propulsion energy mode control section 138 and differs from the flowchart in figure 16 in that the steps from S8-2 to S11-2 are provided instead of the steps from S8 to S11. More specifically, if it is determined in S4 that the automatic driverless travel mode is selected, a propulsion energy limit 1 is defined in S8-2. If it is determined in S5 that the automatic driving mode with driver is selected, a propulsion energy limit 2 is defined in S9-2. If it is determined in S6 that the cruise travel mode is selected, a propulsion power limit 3 is defined in S10-2. If it is determined in S7 that the conductive operating travel mode is selected, a propulsion power limit 4 is defined in S11-2. Propulsion energy limits 1 to 4 suppress frequent gear shifting and restrict the upper limit value of target propulsion energy Ftag2 based on downshift lines (shift lines 1 to 4 in figure 6) , which are defined by the gear shift determination section mode to mode 66, so that the reduction is restricted only to a gear shift restriction period defined the last time the gear shift was used as a reference. As the contribution of propulsive energy responsiveness to the driving operation performed by the driver is decreased, the responsiveness of propelling energy to the acceleration request is less requested. Consequently, to allow harmonization
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64/74 of a frequent gear change with the propulsion energy responsiveness, in this mode, the propulsion energy limits 1 to 4 are defined to satisfy a ratio of the propulsion energy limit 1> the propulsion energy limit 2> the limit propulsion energy limit 3> the propulsion energy limit 4. More specifically, the propulsion energy limits 1 to 3 restrict the target propulsion energy Ftag2 to have a lower limit value than each of the downshift lines. The shift restriction period is defined to satisfy a ratio of the propulsion energy limit 1> the propulsion energy limit 2> the propulsion energy limit 3. The propulsion energy limit 4 can cross the downshift lines, and the gear shift restriction period is the shortest. While a frequent gear shift is suppressed by the propulsion energy limits during downshifting, the gearshift that is associated with a decrease in propulsion energy is allowed as is. In this way, propulsion energy limits 1 to 4 play a significant role in fuel economy.
[00105] In automatic driverless travel mode, the occupant is absent and the responsiveness of the propulsion energy to the acceleration request is less required. In this way, the propulsion energy limit 1 can be the largest of the propulsion energy limits from 1 to 4. In the automatic driving mode with driver, the occupant is present in the state of not monitoring the speed and acceleration of the vehicle. Consequently, the propulsion energy limit 2 can be large taking into account the quality of the trip, a frequent gear change and the like. In cruise travel mode, the occupant is present in the vehicle's speed and acceleration monitoring status. However, since the driver does not perform the operation
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65/74 acceleration / deceleration, the propulsion energy limit 3 may be lower than in the automatic driving travel mode, but it may be higher than in the conductive operating travel mode. In the conductive operating trip mode, since the driver himself requests the acceleration / deceleration in real time, the responsiveness of the upper propulsion energy is desired, and the possibility of limiting the propulsion energy limit 4 is low. Figure 19 is a time graph that exemplifies a case where the change in target propellant energy Ftag1 as the starting point is restricted by the propulsion energy limit 1 and the propulsion energy limit 4. Note that the propulsion energy limit 4 in the conductive operating trip mode it may not restrict the upper value of the target propulsion energy Ftag2. In addition, gear shift restriction periods and propulsion energy limit values 1 to 3 can be set to the same value respectively.
[00106] In S12, the change in the target propulsion energy Ftag1 as the starting point is restricted based on the propulsion energy limits 1 to 4, which are defined in steps S8-2 to S112 by travel mode, when required. In this way, the final target propelling energy Ftag2 is computed. Then, the target propulsion energy Ftag2 is sent to the target braking force calculation section 140 and is also sent to the hybrid control section 52 and the stepped shift control section 54.
[00107] Any one between the propulsion energy restriction made through the propulsion energy limits 1 to 4, which are defined in steps S8-2 to S11-2 of figure 18 above, and the propulsion energy restriction made through propulsion energy change rates from 1 to 4, which are defined in steps S8 to S11 of
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66/74 figure 16, can be implanted alone. However, the two can also be deployed in combination.
[00108] Returning to figure 15, when the target propulsion energy Ftag2 is negative (below zero), the calculation section of the target braking force 140 computes the target braking force Btag of each of the brakes of the wheel 38, with the which the target propulsion energy Ftag2 is obtained in combination with the braking via propulsion energy generated by the hybrid control section 52 and sends the target braking force Btag to the brake control section 58. When the automatic braking system 44 is controlled according to this target braking force Btag, each of the brakes on wheel 38 is applied with the target braking force Btag. In this way, the target propulsion energy Ftag2 is obtained in combination with the braking via propulsion energy that is obtained through the control of the hybrid control section 52. [00109] In this case, according to the electronic control unit 50 of the driving device vehicle 10 of this mode, the gearshift execution is suppressed by the gearshift restriction section 68 and the propulsion mode mode control section 138 during the second travel mode (the cruise travel mode and the travel mode automatic driving with driver) compared to the first travel mode (the conductive operating travel mode). In this way, frequent gear shifting of the automatic transmission gear stage 16 during the second travel mode is suppressed and superior travel quality is achieved. In addition, as shown in figure 6, the amount of hysteresis on the gear shift map is less in the second travel mode than in the first travel mode. In this way, the travel time at the ideal travel stage is extended during the second travel mode and fuel economy is improved. That is, in the second mode of travel, the
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67/74 propulsive energy responsiveness to the acceleration / deceleration operation, as in the first travel mode, is not necessary. Consequently, even when the gear shift is suppressed, there is a small possibility that the driver will experience a feeling of discomfort. In this way, even when the gear change condition is set to extend the journey time at the ideal gear stage by decreasing the amount of gear change condition hysteresis, the responsiveness of the driving energy expected by the driver is not impaired and a frequent gear change can be suppressed.
[00110] In addition, when the propulsion mode mode control section 138 restricts the rate of change or the upper limit value of the target propulsion energy Ftag2, the amount of increase in target propulsion energy Ftag2 during the increase is more restricted in the second travel mode than in the first travel mode. Consequently, in the second mode of travel, the rapid change in propulsion energy is suppressed and the quality of travel is improved. In addition, the reduction associated with the increase in propulsion energy is suppressed and a frequent gear change is less likely to be effected. More specifically, when the propulsion mode mode control section 138 performs signal processing according to the flow chart in figure 16, the propulsion energy change rates 2, 3 in the second travel mode are less than the rate of change of propulsion energy 4 in the first travel mode. In this way, the rapid change in propulsion energy is suppressed and the quality of travel is improved. In addition, the reduction associated with the increase in propulsion energy is suppressed and a frequent gear change is less likely to be effected. Until propulsion energy reaches rates of change 2, 3, propulsion energy is changed in a similar way
Petition 870170084860, of 11/03/2017, p. 72/225
68/74 to the first travel mode. In this way, the propulsion energy performance is maintained to the same degree as in the first travel mode.
[00111] When the propulsion mode mode control section 138 performs signal processing according to the flowchart in figure 18, the upper limit value of the target propulsion energy Ftag2 is restricted only in the specific shift change restriction period gear from the last gear change. In this case, the upper limit value of the target propelling energy Ftag2 is restricted to a lower value in the second travel mode than in the first travel mode. Consequently, the reduction is suppressed and a frequent gear change is less likely to be carried out. In particular, in this modality, in order to restrict the reduction, the upper limit value of the target propulsion energy Ftag2 is restricted to have a lower value than each of the downshift lines (the shift lines from 1 to 4 in figure 6), which are defined by the gear shift determination section mode to mode 66, in the second travel mode. In this way, the reduction is reliably prohibited during the shift restriction period and frequent gear shifting is avoided.
[00112] Shift restriction section 68 of staggered shift control section 54 prohibits shifting in the condition that the shift mode determination section to mode 66 makes shift execution determination in the second travel mode. In this way, a frequent gear change is suppressed. More specifically, when gear shift restriction section 68 performs signal processing according to the flowchart in figure 8, the specific condition above is the delay period for sending
Petition 870170084860, of 11/03/2017, p. 73/225
69/74 gear change. When gear shift restriction section 68 performs signal processing according to the flowchart in figure 11, the specific condition above is gear shift number determination. When gear shift restriction section 68 performs signal processing according to the flow chart in figure 14, the specific condition above is the gear shift restriction period. Since the delay period, shift change number and shift change restriction period are set to be longer or longer in the second travel mode than in the first travel mode, a frequent gear change in the second mode of travel it is appropriately suppressed.
[00113] When the propulsion energy is restricted by the control mode mode to propulsion energy mode 138 according to the flowchart in figure 16 or figure 18, only the gear reduction is suppressed and the gear increase is allowed. In this way, while frequent gear shifting is suppressed by preventing downshifting, fuel economy can be improved by increasing gear. In addition, in cases where the gear shift is restricted by the gear shift restriction section 68 according to the flowchart in figure 8, figure 11 or figure 14 and where only gear reduction is restricted while increasing walking is allowed, a similar effect is obtained.
[00114] As well as the second travel mode, the cruise travel mode (the constant speed travel mode and the accompanying travel mode), in which the contribution of the driving operation performed by the driver is relatively large and the mode of automatic driving travel in which the contribution of the driving operation is small, are provided.
Petition 870170084860, of 11/03/2017, p. 74/225
70/74
During automatic driving travel mode in which the contribution of the driving operation is small, the change of gear is determined according to the gear change condition with less hysteresis than in the cruise travel mode in the the contribution of the driving operation is great. Consequently, in the automatic driving mode in which the contribution of the driving operation is small, the travel time in the ideal gear stage is further extended while a frequent gear change is suppressed. In this way, fuel economy is further increased. That is, in the case of automatic driving travel mode in which the maneuver angle Φ is also automatically controlled, the propulsion energy control is performed in anticipation of situations (curves, mishaps and the like) of the road before the current position and this In this way, the propelling energy is changed more smoothly. In this way, while a frequent gear change is suppressed, the amount of hysteresis can be further reduced. The contribution of the driving operation above differs in terms of the presence or absence of the maneuver operation by the driver, presence or absence of a target vehicle speed setting operation by the driver, presence or absence of a control selection operation vehicle tracking system performed by the driver or similar, for example. As the number of the operation by the driver is increased, the contribution of the driving operation is increased.
[00115] During travel mode in automatic driving in which the contribution of the driving operation is small, the degree of suppression of gear change is greater than in the cruise travel mode, in which the contribution of the driving operation is large (O
Petition 870170084860, of 11/03/2017, p. 75/225
71/74 gear shift delay 2> gear shift delay 3, gear shift interval 2> gear shift interval 3, gear shift restriction period 2> period shift restriction 3, propulsion energy change rate 2 <propulsion energy change rate 3, propulsion energy limit 2> propulsion energy limit 3). Consequently, even when the amount of hysteresis is decreased in automatic driving travel mode, in which the contribution of the driving operation is small, a frequent gear shift is appropriately suppressed. However, in cruise travel mode, in which the vehicle travels in travel mode at constant speed or in accompanying travel mode, the degree of suppression of gear change is small. Consequently, a higher propulsive energy responsiveness than that in automatic driving travel mode is achieved by changing gears. In this way, the appropriate responsiveness of the propelling energy can be maintained in order to suppress the change in vehicle speed and a change in the distance between vehicles from the vehicle ahead, which cause a sensation of discomfort in the driver.
[00116] Note that, in the above mode, either the control (figure 8, figure 11, or figure 14) that restricts gear shifting and functions as the gear shift suppression section or the control (figure 16 or figure 18 ) that restricts propulsion energy can be performed alone. However, both types of control can be performed simultaneously in combination.
[00117] In addition, in the above modality, a vehicle driving device 10 has been described, which has the differential section of electric type 14 and automatic transmission 16, which allows gear shifting in the four gear stages ahead. At the
Petition 870170084860, of 11/03/2017, p. 76/225
However, the present invention can be applied to various types of vehicle control devices, and, for example, the present invention can be applied to a vehicle driving device 200 shown in figure 20. The vehicle driving device 200 of figure 20 is related to the hybrid vehicle that includes an engine 202 and a generator of the MG engine as sources of propelling energy and that has an automatic transmission 204 capable of shifting eight gear stages forward. Motor 202 is coupled to a motor shaft 206 of the MG motor generator via a K0 clutch / disengagement clutch and the output of motor 202 and the motor generator MG is transmitted from motor shaft 206 to an axis input 222 of the automatic transmission 204 by means of a torque converter 208. The rotation of a stator (a guide vane) 210 of the torque converter 208 is selectively stopped by a stator brake Bs.
[00118] Automatic transmission 204 includes a first transmission section 214 and a second transmission 220 on a common geometry axis. The first transmission section 214 is configured by including a first double pinion planetary gear device 212 as a main body, and the second transmission 220 is configured by including a second single pinion planetary gear device 216 and a third planetary gear device 218 of the double pinion type as main bodies. The automatic transmission 204 changes the rotation speed of the input shaft 222, sends the changed speed from an output shaft 224 and rotationally drives the right and left drive wheels by means of a final reduction gear, which is not shown and the like. The second planetary gear device 216 and the third planetary gear device 218 constitute a
Petition 870170084860, of 11/03/2017, p. 77/225
73/74 planetary gear of the Ravigneaux type, in which the carriers and their gear rings are built from the same element and in which the pinion gear of the second planetary gear device 216 also serves as a second pinion gear (a external pinion gear) of the third planetary gear device 218. This automatic transmission 204 is provided with four clutches from C1 to C4 and two brakes B1, B2 (later referred to only as C clutches and B brakes when not particularly distinguished) as hydraulic devices friction fitting. As shown in a snap-on drive table in figure 21, when any two of these clutches C and brakes B are engaged, eight stages of forward gear, from first to eighth, and two stages of reverse gear Rev1, Rev2 are established. When all clutches C and all brakes B are disengaged, the N (neutral) stage at which the power transmission is suspended is established.
[00119] With such vehicle driving device 200, the vehicle can also travel in the conductive operating travel mode, in the cruise travel mode, in the automatic driving travel mode with a driver and in the automatic driving travel mode without the driver when it is provided with the motor output controller 40, the hydraulic control circuit 42, the automatic braking system 44, the automatic driving system 46, the electronic control unit 50 and the like. In addition, operational effects similar to those of the described modality are obtained when the gear shift control and propulsion energy control are performed in travel mode by the step shift control section 54 and the mode by mode control section. propulsion power 138.
Petition 870170084860, of 11/03/2017, p. 78/225
74/74 [00120] The detailed description made so far on the modality of the invention is based on the attached drawings. However, it is merely a modality and the invention can be implemented in the form of aspects through various modifications and improvements based on the knowledge of a person skilled in the art.
Petition 870170084860, of 11/03/2017, p. 79/225
1/8

权利要求:
Claims (17)
[1]
1. Vehicle (10) characterized by comprising:
a source of propelling energy (12, 202);
an automatic transmission (16, 204) configured to establish various gear stages, each of the various gear stages having a different gear ratio; and an electronic control unit (50) configured to perform a first travel mode and a second travel mode, the first travel mode being a mode in which the propulsion power control and automatic transmission shift control ( 16, 204) are performed according to an acceleration and deceleration operation carried out by a driver, and the second travel mode being a mode in which a desired travel state is defined without depending on the acceleration and deceleration operation in a state in progress. that there is an occupant in the vehicle and in which propulsion control and gear shift control are performed, such as a gear shift condition of gear shift control, a gear up condition and a downshift condition gear being defined based on a parameter related to propulsion energy and a parameter related to vehicle speed, an amount of hysteresis ent re a specific gear up condition and a specific gear down condition in the first travel mode differing from the amount of hysteresis in the second travel mode, the electronic control unit (50) being configured to make a gear change determination whether or not to change gears in the second travel mode according to
Petition 870170084860, of 11/03/2017, p. 80/225
[2]
2/8 with the gear change condition with a lower amount of hysteresis than the amount of hysteresis in the first travel mode, and the electronic control unit (50) is configured to suppress gear change in at least one between the gait condition and the gait condition more significantly in the second travel mode than in the first travel mode.
2. Vehicle (10) according to claim 1, characterized by the fact that the electronic control unit (50) is configured to suppress gear change by restricting the amount of propulsion energy increase at a specific time in a more significant way in the second travel mode than in the first travel mode, the specific moment being a moment in which the propelling energy is increased.
[3]
3. Vehicle (10) according to claim 2, characterized by the fact that the electronic control unit (50) is configured to stipulate the upper limit of a rate of change in propulsion energy at the specific time of the second minor travel mode than the upper limit of the rate of change of propulsion energy at the specific time of the first travel mode.
[4]
4. Vehicle (10) according to any one of claims 1 to 3, characterized by the fact that:
in a gear shift restriction period, the electronic control unit (50) is configured to set an upper propulsion power limit value in the second travel mode than the upper propulsion power limit value in the first travel mode , the shift restriction period being a
Petition 870170084860, of 11/03/2017, p. 81/225
3/8 predetermined period after shifting is performed.
[5]
5. Vehicle (10) according to claim 4, characterized by the fact that the electronic control unit (50) is configured to restrict the upper propulsion energy limit value within a range in which a current gear stage can maintained based on the gear change condition in the second travel mode.
[6]
6. Vehicle (10) according to any one of claims 1 to 5, characterized by the fact that:
the electronic control unit (50) is configured not to perform gear shifting based on a specific condition when the electronic control unit (50) determines that a gear shift must be made in the second travel mode.
[7]
7. Vehicle (10) according to claim 6, characterized by the fact that:
the electronic control unit (50) is configured not to perform gear shifting until a delay period elapses, the delay period being the time until the electronic control unit (50) sends a gear shift command afterwards that the electronic control unit (50) determines that a gear change must be made, and the delay period in the second travel mode being longer than the delay period in the first travel mode.
[8]
8. Vehicle (10) according to claim 6, characterized by the fact that:
the electronic control unit (50) is configured not to carry out gear shifting until a number of determinations reaches a specific number of determinations,
Petition 870170084860, of 11/03/2017, p. 82/225
4/8 the number of determinations being the number in which the electronic control unit (50) determines that a gear change must be made, and the specific number of determinations in the second travel mode being greater than the specific number of determinations in the first travel mode.
[9]
9. Vehicle (10) according to claim 6, characterized by the fact that:
the electronic control unit (50) is configured not to perform gear shifting when the electronic control unit (50) determines that a gear shift must be made in a gear shift restriction period, the gear restriction period gear change in the second travel mode being longer than the shift change restriction period in the first travel mode.
[10]
10. Vehicle (10) according to any one of claims 1 to 9, characterized by the fact that:
the electronic control unit (50) is configured to only suppress the reduction under a gear reduction condition and allow the increase through a gear increase condition.
[11]
11. Vehicle (10) according to any one of claims 1 to 10, characterized by the fact that:
the second travel mode includes several travel modes in which the contribution of a driving operation performed by the driver differs, and the electronic control unit (50) is configured to carry out the gear change according to the changing condition gait with a smaller amount of hysteresis at a specific first moment than the amount of
Petition 870170084860, of 11/03/2017, p. 83/225
5/8 hysteresis in a second specific moment, the first specific moment being a moment in the second travel mode in which the contribution of the driving operation is small, and the second specific moment being a moment in the second travel mode in which the contribution driving operation is great.
[12]
12. Vehicle (10) according to claim 11, characterized by the fact that:
the electronic control unit (50) is configured to increase the degree of suppression of gear change so that it is greater at the first specific moment than at the second specific moment.
[13]
13. Vehicle (10) according to any one of claims 1 to 10, characterized by the fact that:
the second travel mode includes a constant speed travel mode and an automatic driving travel mode, the constant speed travel mode being a mode in which the vehicle (10) travels at a target vehicle speed set by the driver in desired travel state and in which the driver operates an angle of maneuver, and the mode of travel in automatic driving being a mode in which, in addition to propulsion control and gear change control, the vehicle (10) travels automatically controlling the maneuver angle based on road information, and the electronic control unit (50) is configured to determine the gear change in automatic driving travel mode according to the gear change condition with a quantity less hysteresis than the amount
Petition 870170084860, of 11/03/2017, p. 84/225
6/8 hysteresis in constant speed travel mode.
[14]
14. Vehicle (10) according to claim 13, characterized by the fact that:
the electronic control unit (50) is configured to increase the degree of shift suppression so that it is greater in automatic driving travel mode than in constant speed travel mode.
[15]
15. Vehicle (10) according to any one of claims 1 to 10, characterized by the fact that:
the second travel mode includes an accompanying travel mode and an auto driving travel mode, the accompanying travel mode being a mode in which the target propulsion energy, which allows the vehicle (10) to make an accompanying travel in relative to a vehicle ahead, it is calculated, in which the vehicle (10) travels with the target propulsion energy in the desired travel state and in which the driver operates an angle of maneuver, and the travel mode in automatic driving being a mode in which, in addition to the propulsion energy control and the gear change control, the vehicle (10) travels automatically controlling the angle of maneuver based on road information, and the electronic control unit (50) is configured to effect the determination of gear shifting in automatic driving travel mode according to the gear shifting condition with less hysteresis than the amount of hysteresis in driving mode accompanying trip.
[16]
16. Vehicle (10) according to claim 15, characterized by the fact that:
the electronic control unit (50) is configured to
Petition 870170084860, of 11/03/2017, p. 85/225
7/8 increase the degree of suppression of gear change so that it is greater in automatic driving travel mode than in accompanying travel mode.
[17]
17. Control method for a vehicle (10), the vehicle (10) including a source of propelling energy (12, 202), an automatic transmission (16, 204) and an electronic control unit (50), the automatic transmission (16, 204) being configured to establish various gear stages, each of the various gear stages having a different gear ratio, the control method being characterized by comprising:
executing, by means of the electronic control unit (50), a first travel mode and a second travel mode;
effect, by means of the electronic control unit (50), a gear change determination to make a gear change or not in the second travel mode according to a gear change condition with less hysteresis than the amount of hysteresis the first travel mode; and suppress, by means of the electronic control unit (50), the gear shift in at least one between a gear up condition and a gear down condition more significantly in the second travel mode than in the first mode travel, the first travel mode being a mode in which propulsion energy control and automatic transmission shift control (16, 204) are performed according to an acceleration and deceleration operation performed by a driver, and the second travel mode being a mode in which a desired travel state is defined without depending on the acceleration and deceleration operation in a state where there is an occupant in the vehicle
Petition 870170084860, of 11/03/2017, p. 86/225
8/8 and in which propellant control and gear shift control are performed, such as gear shift condition of gear shift control, gear up condition and gear down condition being defined based on a parameter related to propulsion energy and a parameter related to vehicle speed, the amount of hysteresis between a specific gear up condition and a specific gear down condition in the first travel mode differing from the amount of hysteresis in the second travel mode.
Petition 870170084860, of 11/03/2017, p. 87/225
1/14

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法律状态:
2018-06-12| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

优先权:

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申请号 | 申请日 | 专利标题

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JP2016-225358|2016-11-18|

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JP2016225358A|JP6493366B2|2016-11-18|2016-11-18|Vehicle control device|

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