Vehicle control device

Abstract

The invention relates to a control device for a vehicle. A driver can more intuitively operate an input device fixed to a steering wheel. The control device of the vehicle performs reverse control. The reverse control includes at least one of a control that accepts the second predetermined operation as the first predetermined operation when the steering angle of the steering wheel is within the first predetermined steering angle range, and a control that accepts the first predetermined operation as the second predetermined operation when the steering angle is within the second predetermined steering angle range. Thus, when the steering angle is within the first predetermined steering angle range, the first predetermined function can be requested by either the first predetermined operation or the second predetermined operation. In addition, when the steering angle is within the second predetermined steering angle range, the second predetermined function can be requested by either the first predetermined operation or the second predetermined operation. Therefore, the driver can operate the input device fixed on the steering wheel more intuitively.

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle, the vehicle including a steering wheel to which an input device for receiving an operation by a driver is fixed. Background Art

[0002] The following vehicle is well-known: the vehicle includes an input device that receives a first specified operation for requesting a first specified function and a second specified operation for requesting a second specified function by a driver; and a steering wheel to which the input device is fixed. For example, the vehicle described in Patent Document 1 is such a vehicle. In Patent Document 1, there is described a shift operation member that is attached to the steering wheel and operates the shift state of a transmission by being operated by a driver. Further, Patent Document 1 describes the following: the shift operation members are arranged in the left and right positions of the steering wheel in pairs, and the gears are shifted up by operating one of them and shifted down by operating the other.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Patent Application Laid-Open No. 2009-202831 Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] As an advantage of the input device fixed to the steering wheel, it can be cited that the input device is easy to operate even when the steering wheel is operated. However, if the operation amount of the steering wheel becomes large, there is a case where the up and down, left and right of the steering wheel are reversed. Therefore, it may be difficult to intuitively understand the operation of the input device for requesting the desired function among the first specified function and the second specified function.

[0008] The present invention has been made against the above background, and an object thereof is to provide a control device for a vehicle that enables a driver to more intuitively operate an input device fixed to a steering wheel.

[0009] Means for Solving the Problems

[0010] The gist of the first invention lies in: (a) a control device for a vehicle, the vehicle comprising: an input device that receives a first specified operation for requesting a first specified function and a second specified operation for requesting a second specified function by a driver; and a steering wheel to which the input device is fixed, wherein (b) the vehicle control device performs reverse control, the reverse control including: control of accepting the second specified operation as the first specified operation when the steering angle of the steering wheel is within a first specified steering angle range assumed for the requirement of the first specified function, and at least one of control of accepting the first specified operation as the second specified operation when the steering angle is within a second specified steering angle range assumed for the requirement of the second specified function.

[0011] In addition, the second invention may also be that in the vehicle control device according to the first invention described above, the input device includes a first input device for receiving the first specified operation and a second input device for receiving the second specified operation, and the first input device and the second input device are provided at symmetric left and right positions in a state where the steering wheel is assembled to the vehicle at a position where the vehicle is in a straight-ahead state.

[0012] In addition, the third invention may also be that in the vehicle control device according to the first or second invention described above, the vehicle further includes a power source and a transmission for transmitting the power of the power source, the first specified function is an upshift of the transmission, the second specified function is a downshift of the transmission, the first specified operation is an upshift operation, and the second specified operation is a downshift operation.

[0013] In addition, the fourth invention may also be that in the vehicle control device according to the third invention described above, when the speed of the vehicle or the rotational speed of the power source is within a specified high-speed range assumed for the requirement of the upshift and the steering angle is within the first specified steering angle range, a reverse control of the downshift operation of accepting the downshift operation as the upshift operation is performed.

[0014] In addition, the fifth invention may also be that in the vehicle control device according to the fourth invention described above, the reverse control of the downshift operation is performed when in an accelerator-on state, and on the other hand, the reverse control of the downshift operation is not performed when in an accelerator-off state.

[0015] In addition, the sixth invention may also be that in the vehicle control device according to any one of the third to fifth inventions described above, when the speed of the vehicle or the rotational speed of the power source is within a specified low-speed range assumed for the requirement of the downshift and the steering angle is within the second specified steering angle range, a reverse control of the upshift operation of accepting the upshift operation as the downshift operation is performed.

[0016] Alternatively, the seventh invention may also be that, in the vehicle control device according to any one of the first to sixth inventions described above, when the driving mode set for the vehicle is a specified driving mode suitable for sporty driving, the reverse control is performed; on the other hand, when the driving mode is not the specified driving mode, the reverse control is not performed.

[0017] Alternatively, the eighth invention may also be that, in the vehicle control device according to the seventh invention described above, the specified driving mode is a drift mode in which the vehicle can be driven in a state where it is likely to skid during turning, or a sport mode in which the vehicle can be driven in a state where power performance is prioritized over energy efficiency.

[0018] Alternatively, the ninth invention may also be that, in the vehicle control device according to any one of the first to eighth inventions described above, when the vehicle is in a state of executing a drifting drive, i.e., a drive in which the vehicle skids during turning, the reverse control is performed; on the other hand, when the vehicle is not in a state of executing the drifting drive, the reverse control is not performed.

[0019] Alternatively, the tenth invention may also be that, in the vehicle control device according to the ninth invention described above, it is determined whether the vehicle is in a state of executing the drifting drive based on whether the direction of the lateral acceleration during turning and the steering direction of the steering wheel are the same direction.

[0020] Advantages of the Invention

[0021] According to the first invention described above, a reverse control is performed, and the reverse control includes at least one of: a control of accepting a second specified operation as a first specified operation when the steering angle of the steering wheel is within a first specified steering angle range; and a control of accepting a first specified operation as a second specified operation when the steering angle is within a second specified steering angle range. Thus, when the steering angle is within the first specified steering angle range, the first specified function can be requested by either the first specified operation or the second specified operation. In addition, when the steering angle is within the second specified steering angle range, the second specified function can be requested by either the first specified operation or the second specified operation. Therefore, the driver can operate the input device fixed to the steering wheel more intuitively.

[0022] In addition, according to the second invention described above, the input device may also include a first input device and a second input device that are disposed at symmetric positions on the left and right of the steering wheel and receive a first specified operation and a second specified operation, respectively. Thus, when the steering angle is within a first specified steering angle range, regardless of which of the first input device and the second input device is operated, it is accepted as the first specified operation. In addition, when the steering angle is within a second specified steering angle range, regardless of which of the first input device and the second input device is operated, it is accepted as the second specified operation.

[0023] In addition, according to the third invention described above, it may also be that the first specified function is upshifting of the transmission, the second specified function is downshifting of the transmission, the first specified operation is an upshifting operation, and the second specified operation is a downshifting operation. Thus, when the steering angle is within a first specified steering angle range, upshifting can be requested by either the upshifting operation or the downshifting operation. In addition, when the steering angle is within a second specified steering angle range, downshifting can be requested by either the upshifting operation or the downshifting operation.

[0024] In addition, according to the fourth invention described above, reverse control of the downshifting operation, which accepts the downshifting operation as an upshifting operation, may also be performed when the vehicle speed or the rotational speed of the power source is within a specified high-speed range where upshifting is envisaged and the steering angle is within a first specified steering angle range. Thus, when the vehicle speed or the rotational speed of the power source is within a specified high-speed range where upshifting is envisaged, upshifting can be requested even by a downshifting operation.

[0025] In addition, according to the fifth invention described above, reverse control of the downshifting operation may also be performed when the accelerator is in the on state, while reverse control of the downshifting operation is not performed when the accelerator is in the off state. Thus, when the accelerator is in the on state where the vehicle speed and the rotational speed of the power source are likely to increase, the necessity for upshifting is relatively high, and thus, an upshifting operation is easily accepted. On the other hand, when the accelerator is in the off state where the vehicle speed and the rotational speed of the power source are difficult to increase, the necessity for upshifting is relatively low, and thus, an upshifting operation is difficult to accept.

[0026] In addition, according to the sixth invention described above, reverse control of the upshifting operation, which accepts the upshifting operation as a downshifting operation, may also be performed when the vehicle speed or the rotational speed of the power source is within a specified low-speed range where downshifting is envisaged and the steering angle is within a second specified steering angle range. Thus, when the vehicle speed or the rotational speed of the power source is within a specified low-speed range where downshifting is envisaged, downshifting can be requested even by an upshifting operation.

[0027] In addition, according to the seventh invention described above, reverse control can also be performed when the driving mode is a specified driving mode suitable for sports driving. On the other hand, reverse control is not performed when the driving mode is not the specified driving mode. Thus, reverse control is performed when it may be difficult to intuitively understand the operation of the input device for demanding the desired function in the specified driving mode. On the other hand, in the non-specified driving mode where it is easy to intuitively understand the operation of the input device for demanding the desired function, reverse control is not performed, and normal control for directly accepting the first specified operation and the second specified operation is performed.

[0028] In addition, according to the eighth invention described above, the specified driving mode can also be a drift mode or a sports mode. Thus, reverse control is performed when it may be difficult to intuitively understand the operation of the input device for demanding the desired function in the drift mode or the sports mode.

[0029] In addition, according to the ninth invention described above, reverse control can also be performed when drift driving is in progress. On the other hand, reverse control is not performed when drift driving is not in progress. Thus, reverse control is performed during drift driving when it may be difficult to intuitively understand the operation of the input device for demanding the desired function. On the other hand, during normal driving where it is easy to intuitively understand the operation of the input device for demanding the desired function, reverse control is not performed, and normal control for directly accepting the first specified operation and the second specified operation is performed.

[0030] In addition, according to the tenth invention described above, it is also possible to determine whether drift driving is in progress based on whether the direction of the left-right acceleration during turning is the same as the steering direction of the steering wheel. Thus, it is possible to appropriately determine whether drift driving is in progress. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a diagram for explaining the schematic structure of a vehicle to which the present invention is applied, and is also a diagram for explaining the control functions for various controls in the vehicle and the main parts of the control system.

[0032] Figure 2 (a) to (c) are diagrams for explaining the range of the steering angle that invalidates the “+” and “-” in the paddle switch.

[0033] Figure 3 It is a diagram for explaining an example of the assumed speed range for upshift operation and the assumed speed range for downshift operation.

[0034] Figure 4 It is a diagram for explaining an example of the determination of drift driving.

[0035] Figure 5It is a flowchart showing the main part of the control operation of the electronic control device and a flowchart showing the control operation for enabling the driver to operate the paddle switch more intuitively.

[0036] Explanation of Reference Numerals

[0037] 10: Vehicle

[0038] 12: Engine (power source)

[0039] 16: Automatic transmission (transmission)

[0040] 50: Steering wheel

[0041] 52: Paddle switch (input device)

[0042] 54: Upshift switch (first input device)

[0043] 56: Downshift switch (second input device)

[0044] 80: Electronic control device (control device) Detailed Description of the Invention

[0045] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0046] [Embodiment]

[0047] Figure 1 It is a diagram showing the schematic structure of the vehicle 10 to which the present invention is applied and is a diagram showing the main part of the control functions and control systems for various controls in the vehicle 10. In Figure 1 the vehicle 10 includes an engine 12 as a power source, drive wheels 14, and an automatic transmission 16 provided on the power transmission path between the engine 12 and the drive wheels 14.

[0048] The engine 12 is, for example, a well-known internal combustion engine, and the torque of the engine 12, that is, the engine torque Te, is controlled by controlling an engine control device 20 provided in the vehicle 10 by an electronic control device 80 described later.

[0049] The automatic transmission 16 is a known planetary gear type stepped transmission that forms any one of a plurality of gear ratios (also referred to as tooth ratios) γat (= Ni / No) different from each other by engaging any one of a plurality of engaging devices CB, and forms any one of a plurality of gear positions (also referred to as gear stages GS). The automatic transmission 16 is a transmission that transmits the power of the engine 12. "Ni" is the input rotational speed of the automatic transmission 16, that is, the transmission input rotational speed Ni. "No" is the output rotational speed of the automatic transmission 16, that is, the transmission output rotational speed No. The engaging device CB is, for example, a known hydraulic friction engaging device. The engaging device CB changes the engaging torque by using the regulated engaging hydraulic pressure supplied from the hydraulic control circuit 22 provided in the vehicle 10, thereby switching control states such as the engaged state, the slip state, and the released state.

[0050] In the vehicle 10, the power output from the engine 12 (in cases where there is no special distinction, torque and force have the same meaning) is sequentially transmitted to the drive wheels 14 via the automatic transmission 16, the differential gear 18, etc.

[0051] The vehicle 10 further includes an electronic control device 80 as a controller, and this electronic control device 80 includes a control device for the vehicle 10 related to the control of the engine 12, the automatic transmission 16, etc. The electronic control device 80 is configured to include a so-called microcomputer having, for example, a CPU, a RAM, a ROM, an input / output interface, etc. The CPU performs signal processing by using the temporary storage function of the RAM and in accordance with a program pre-stored in the ROM, thereby executing various controls of the vehicle 10.

[0052] Various signals, etc. based on the detection values of various sensors, etc. provided in the vehicle 10 are respectively supplied to the electronic control device 80. Various sensors, etc. are, for example, an engine rotational speed sensor 30, an input rotational speed sensor 32, an output rotational speed sensor 34, an accelerator opening sensor 36, an acceleration sensor 38, a steering sensor 40, etc. Various signals, etc. are, for example, the engine rotational speed Ne, the transmission input rotational speed Ni, the transmission output rotational speed No, the accelerator opening θacc, the longitudinal acceleration Gx, the lateral acceleration Gy, the steering wheel angle θsw, the steering direction Dsw, etc.

[0053] The engine rotational speed Ne is the rotational speed of the engine 12. The transmission output rotational speed No is the rotational speed corresponding to the speed of the vehicle 10, that is, the vehicle speed V. The accelerator opening θacc is an accelerator operation amount indicating the magnitude of the acceleration operation of the driver (= operator), and is a signal corresponding to the driver's acceleration requirement amount. The steering wheel angle θsw is the steering angle of the steering wheel 50 provided in the vehicle 10. The steering direction Dsw is the steering direction of the steering wheel 50.

[0054] The vehicle 10 is also provided with a shift device 60. The shift device 60 is a shift switching device for switching the gear position of the automatic transmission 16 (the shift range Rsh has the same meaning). The shift device 60 includes a shift lever 62 and an operation position sensor 64. The shift lever 62 is a shift operation member operated by the driver to any one of a plurality of operation positions POSop. The operation position sensor 64 is a sensor for detecting the operation position POSop. A signal of the operation position POSop detected by the operation position sensor 64 is supplied to the electronic control device 80.

[0055] The operation position POSop is a signal indicating the selection state of the power transmission state in the automatic transmission 16, and includes, for example, P, R, N, D, M operation positions, etc. The shift range Rsh indicates the power transmission state of the automatic transmission 16, and includes, for example, P, R, N, D gears, etc.

[0056] The P (parking) operation position is an operation position for selecting the P gear of the automatic transmission 16 in which the automatic transmission 16 is in a neutral state and the output rotating member of the automatic transmission 16 is mechanically fixed and cannot rotate. The neutral state of the automatic transmission 16 is a state in which the automatic transmission 16 does not form any gear stage GS and cannot perform power transmission. The R (reverse driving) operation position is an operation position for selecting the R gear of the automatic transmission 16 that can perform reverse driving. The N (neutral) operation position is an operation position for selecting the N gear of the automatic transmission 16 in which the automatic transmission 16 is in a neutral state. The D (forward driving) operation position is an operation position for selecting the D gear of the automatic transmission 16 that can perform forward driving by executing the automatic shift control of the automatic transmission 16. The M (manual shift) operation position is an operation position for switching the gear stage GS of the automatic transmission 16 that can perform forward driving by executing the manual shift control of the automatic transmission 16. That is, the M operation position is an operation position that can perform manual shifting and switches the gear stage GS of the automatic transmission 16 through the operation of the driver. The M operation position includes: an upshift operation position "+" for shifting the gear stage GS to the upshift side each time the shift lever 62 is operated, and a downshift operation position "-" for shifting the gear stage GS to the downshift side each time the shift lever 62 is operated. The lever operation to the upshift operation position "+" is an upshift operation that requests an upshift of the automatic transmission 16. The lever operation to the downshift operation position "-" is a downshift operation that requests a downshift of the automatic transmission 16. When the operation position POSop is located at the D operation position, an automatic shift mode in which the automatic transmission 16 automatically shifts according to a known shift map is established. When the operation position POSop is located at the M operation position, a manual shift mode in which the automatic transmission 16 can be shifted by the driver's shift operation is established.

[0057] The vehicle 10 is also provided with paddle switches 52 fixed to the steering wheel 50. The paddle switches 52 are input devices that receive operations by the driver. The operations by the driver include a first specified operation that requests a first specified function and a second specified operation that requests a second specified function. The first specified function is, for example, an upshift of the automatic transmission 16, and the second specified function is, for example, a downshift of the automatic transmission 16. The first specified operation is an upshift operation that requests an upshift of the automatic transmission 16, and the second specified operation is a downshift operation that requests a downshift of the automatic transmission 16. The paddle switches 52 are operating components that can perform operations equivalent to lever operations to the upshift operation position "+" or the downshift operation position "-" in the M operation position of the shift device 60.

[0058] The paddle switches 52 include an upshift switch 54 and a downshift switch 56 in order to be able to perform an upshift operation and a downshift operation. The upshift switch 54 and the downshift switch 56 are provided at symmetric left and right positions in a state where the steering wheel 50 is assembled to the vehicle 10 at a position where the vehicle 10 is in a straight-ahead state. The upshift switch 54 is a first input device that receives an upshift operation, and the downshift switch 56 is a second input device that receives a downshift operation. The upshift switch 54 and the downshift switch 56 can perform shift operations equivalent to the shift operations performed by the shift lever 62, for example, by operating toward the driver side while holding the steering wheel 50. When the shift lever 62 is in the M operation position or the D operation position, if the upshift switch 54 or the downshift switch 56 is operated, the manual shift mode is established and the gear stage GS of the automatic transmission 16 is switched. Each time the driver operates the upshift switch 54, an upshift request signal Sup for requesting an upshift of the automatic transmission 16 is supplied to the electronic control unit 80. Each time the driver operates the downshift switch 56, a downshift request signal Sdn for requesting a downshift of the automatic transmission 16 is supplied to the electronic control unit 80.

[0059] The vehicle 10 is also equipped with a mode selection switch 70. The mode selection switch 70 is a switch operated by the driver to set the driving mode MODEdr of the vehicle 10. The driving mode MODEdr includes, for example, a normal mode, a sport mode (i.e., a power mode), an economy mode, and a drift mode. The normal mode is a predetermined driving mode for driving in a manner that enables driving while exhibiting power performance in a state of good energy efficiency. The sport mode is a predetermined driving mode for driving in a manner that enables driving in a state where power performance takes precedence over energy efficiency compared to the normal mode. The economy mode is a predetermined driving mode for driving in a manner that enables driving in a state where energy efficiency takes precedence over power performance compared to the normal mode. The drift mode is a predetermined driving mode for driving in a manner that enables driving in a state where the vehicle 10 is prone to skidding during turning. That is, the drift mode is a driving mode suitable for drift driving, which is driving that causes the vehicle 10 to skid during turning. The sport mode and the drift mode are respectively specified driving modes MODEdrf suitable for sport driving.

[0060] The mode selection switch 70 includes a drift mode switch 72, a sport mode switch 74, and an economy mode switch 76 in order to switch the driving mode MODEdr. The drift mode switch 72 is a switch for setting the drift mode as the driving mode MODEdr. The sport mode switch 74 is a switch for setting the sport mode as the driving mode MODEdr. The economy mode switch 76 is a switch for setting the economy mode as the driving mode MODEdr. A signal of the driving mode MODEdr detected by the mode selection switch 70 is supplied to the electronic control unit 80. In addition, when none of the drift mode switch 72, the sport mode switch 74, and the economy mode switch 76 are operated, the normal mode is set as the driving mode MODEdr.

[0061] Various command signals and the like are respectively output from the electronic control unit 80 to each device and the like provided in the vehicle 10. Each device and the like are, for example, an engine control device 20, a hydraulic control circuit 22, and the like. The various command signals and the like are, for example, an engine control command signal Se, an engagement hydraulic control command signal Scb, and the like. The engagement hydraulic control command signal Scb is, for example, the indicated hydraulic pressure of the engagement hydraulic pressure of the engagement device CB.

[0062] In order to achieve various controls in the vehicle 10, the electronic control unit 80 includes an engine control section 82 and a driving control section 84.

[0063] The engine control unit 82 calculates the driving requirement amount for the vehicle 10 by applying the accelerator opening θacc and the vehicle speed V to a driving requirement amount map, which is obtained in advance through experiments or design, that is, a pre-determined map. The engine control unit 82 outputs an engine control command signal Se for controlling the engine 12 to obtain an engine torque Te that achieves the driving requirement amount.

[0064] The driving control unit 84 performs shift control of the automatic transmission 16. For example, when the operation position POSop is in the D operation position, the driving control unit 84 enables the automatic shift mode. In the automatic shift mode, the driving control unit 84 uses a pre-determined shift map to perform shift determination of the automatic transmission 16, and outputs an engagement hydraulic control command signal Scb for performing shift control of the automatic transmission 16 based on the result of the shift determination. On the other hand, when the operation position POSop is in the M operation position, or when the paddle switch 52 is operated when the operation position POSop is in the D operation position, the driving control unit 84 enables the manual shift mode. In the manual shift mode, the driving control unit 84 outputs an engagement hydraulic control command signal Scb for performing shift control of the automatic transmission 16 to obtain a gear stage GS corresponding to the lever operation at the M operation position or the operation of the paddle switch 52.

[0065] When the normal mode is set as the driving mode MODEdr, the driving control unit 84 performs automatic shift control using a pre-determined normal shift map, so that driving can be performed at a gear stage GS that achieves a balance between energy efficiency and power performance, for example. On the other hand, when the sport mode is set as the driving mode MODEdr, the driving control unit 84 performs automatic shift control using a pre-determined sport driving shift map, so that it is easier to select a gear stage GS on the low-speed side compared to the normal shift map, for example. On the other hand, when the economy mode is set as the driving mode MODEdr, the driving control unit 84 performs automatic shift control using a pre-determined economy driving shift map, so that it is easier to select a gear stage GS on the high-speed side compared to the normal shift map, for example.

[0066] When the drift mode is set as the driving mode MODEdr, the travel control unit 84 controls the vehicle state to a state suitable for drift driving, for example. For example, in the drift mode, the travel control unit 84 sets the differential gear 18 to a differential lock state in which the rotational difference between the left and right drive wheels 14 is restricted. The travel control unit 84 sets the differential gear 18 to the differential lock state by, for example, bringing an overrunning clutch (not shown) provided in the differential gear 18 that selectively disconnects or connects the differential case and the differential side gear into an engaged state. In addition, when the vehicle 10 is an all-wheel drive vehicle (= AWD vehicle), the travel control unit 84 may increase the driving force distribution to the rear wheels in the drift mode.

[0067] However, when the steering wheel angle θsw becomes large, it may be difficult to intuitively understand the correspondence between the upshift switch 54 and the downshift switch 56 and the upshift operation and the downshift operation.

[0068] Therefore, the electronic control unit 80 invalidates the "+" and "-" in the paddle switch 52 according to the steering wheel angle θsw, and accepts the same shift request regardless of which one of the upshift switch 54 and the downshift switch 56 is operated. Therefore, the electronic control unit 80 also includes a reverse control unit 86 to enable the driver to operate the paddle switch 52 more intuitively.

[0069] Figure 2 It is a diagram showing the range of the steering wheel angle θsw for invalidating the "+" and "-" in the paddle switch 52. Figure 2 (a) thereof shows the state of the steering wheel 50 when the steering wheel angle θsw is zero. Figure 2 (b) thereof shows an example of a state in which the "+" and "-" in the paddle switch 52 are invalidated when an upshift request is assumed. Figure 2 (c) thereof shows an example of a state in which the "+" and "-" in the paddle switch 52 are invalidated when a downshift request is assumed.

[0070] The reverse control unit 86 performs a reverse control CNTr for accepting a downshift operation in the downshift switch 56 as an upshift operation, that is, a downshift operation reverse control CNTrdn, when the steering wheel angle θsw is within the upshift operation assumed steering angle range θswup. The upshift operation assumed steering angle range θswup is a first specified steering angle range for assuming an upshift request of the automatic transmission 16. For example, as Figure 2As shown in (b) thereof, the upshift operation assumed rudder angle range θswup is a range in which the switch operation can be performed with the right hand, for example, when the requirement for upshifting is assumed. Within the upshift operation assumed rudder angle range θswup, the “+” and “-” in the paddle switch 52 are invalidated, and regardless of which of the upshift switch 54 and the downshift switch 56 is operated, an upshift is required. Within the upshift operation assumed rudder angle range θswup when the requirement for upshifting is assumed, even if the downshift switch 56 is operated, an upshift operation is performed.

[0071] When the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, the reverse control unit 86 performs the reverse control CNTr that accepts the upshift operation in the upshift switch 54 as a downshift operation, that is, the upshift operation reverse control CNTrup. The downshift operation assumed rudder angle range θswdn is a second specified steering angle range in which the requirement for downshifting of the automatic transmission 16 is assumed. For example, as Figure 2 As shown in (c) thereof, the downshift operation assumed rudder angle range θswdn is a range in which the switch operation can be performed with the left hand, for example, when the requirement for downshifting is assumed. Within the downshift operation assumed rudder angle range θswdn, the “+” and “-” in the paddle switch 52 are invalidated, and regardless of which of the upshift switch 54 and the downshift switch 56 is operated, a downshift is required. Within the downshift operation assumed rudder angle range θswdn when the requirement for downshifting is assumed, even if the upshift switch 54 is operated, a downshift operation is performed.

[0072] In a region where the engine speed Ne is relatively high, since the engine 12 may enter the over-rotation region due to downshifting, or to prevent the over-rotation of the engine 12, the requirement for upshifting is assumed. Or, in a region where the engine speed Ne is relatively low, to increase the driving force, the requirement for downshifting is assumed. The engine speed Ne is uniquely determined by the vehicle speed V and the gear ratio γat of the automatic transmission 16. Therefore, it can be considered that the region where the engine speed Ne is relatively high is the region where the vehicle speed V is relatively high, and the region where the engine speed Ne is relatively low is the region where the vehicle speed V is relatively low.

[0073] When the vehicle speed V or the engine speed Ne is within the upshift operation assumed speed range Nup and the steering rudder angle θsw is within the upshift operation assumed rudder angle range θswup, the reverse control unit 86 performs the downshift operation reverse control CNTrdn. The upshift operation assumed speed range Nup is a specified high-speed range in which the requirement for upshifting is assumed.

[0074] When the vehicle speed V or the engine speed Ne is within the downshift operation assumed speed range Ndn and the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, the reverse control unit 86 performs the upshift operation reverse control CNTrup. The downshift operation assumed speed range Ndn is a specified low-speed range in which the requirement for downshifting is assumed.

[0075] Figure 3 This is a diagram showing an example of the assumed speed range Nup for upshift operation and the assumed speed range Ndn for downshift operation. In Figure 3 , the assumed speed range Nup for upshift operation is the rotational range where the engine speed Ne is equal to or higher than the specified speed Nef and does not enter the over-rotation region. The assumed speed range Ndn for downshift operation is the rotational range where the engine speed Ne is less than the specified speed Nef and is equal to or higher than zero (or the speed at which it can rotate independently). During the normal operation of the engine 12, the engine speed Ne does not enter the over-rotation region. The reverse control unit 86 determines that the engine speed Ne is within the assumed speed range Nup for upshift operation when the engine speed Ne is equal to or higher than the specified speed Nef. The reverse control unit 86 determines that the engine speed Ne is within the assumed speed range Ndn for downshift operation when the engine speed Ne is less than the specified speed Nef. In addition, regarding the vehicle speed V, the determination can be made in the same manner as the engine speed Ne.

[0076] When the automatic transmission 16 shifts gears, the engine speed Ne changes according to the difference in the gear ratio γat between adjacent gear stages GS. The specified speed Nef can be set, for example, by considering the difference in the gear ratio γat between each gear stage GS. For example, when the difference in the gear ratio γat is large, the engine speed Ne after downshifting is likely to enter the over-rotation region, so the specified speed Nef is set to a lower value. Alternatively, the specified speed Nef can be set for each gear stage GS by considering, for example, the driving force after shifting.

[0077] When the accelerator is in the open state, the vehicle speed V and the engine speed Ne tend to increase, and the engine speed Ne may enter the over-rotation region, so the necessity for upshifting is high. On the other hand, when the accelerator is in the closed state, the vehicle speed V and the engine speed Ne are difficult to increase, so the necessity for upshifting is low. Therefore, the reverse control unit 86 performs reverse control CNTrdn for downshift operation when in the accelerator open state, and does not perform reverse control CNTrdn for downshift operation when in the accelerator closed state. The accelerator open state is, for example, a state determined to have an accelerator opening θacc greater than zero. The accelerator closed state is, for example, a state determined to have an accelerator opening θacc equal to zero.

[0078] During sports driving such as drifting, the steering wheel angle θsw tends to become large, and it is easy to neglect the state of the steering wheel 50. Therefore, there is a problem that it is difficult to intuitively understand the correspondence between the upshift switch 54 and the downshift switch 56 and the upshift operation and the downshift operation.

[0079] Therefore, the reverse control unit 86 performs the reverse control CNT r when the driving mode MODEdr of the vehicle 10 is the specified driving mode MODEdrf, and on the other hand, does not perform the reverse control CNT r when the driving mode MODEdr is not the specified driving mode MODEdrf. Alternatively, the reverse control unit 86 performs the reverse control CNT r when the drift driving is being executed, and on the other hand, does not perform the reverse control CNT r when the drift driving is not being executed.

[0080] Figure 4 is a diagram showing an example of the determination of drift driving. In Figure 4 while the vehicle 10 is turning left, when in the counter-steering state of operating the steering wheel 50 to the right, it is determined that the drift driving is being executed. Usually, if the steering wheel 50 is operated to the left in a left curve, a turning acceleration is generated to the right. On the other hand, during the execution of drift driving at a left curve, the steering wheel 50 is operated to the right, but a turning acceleration is generated to the right. The reverse control unit 86 determines whether the drift driving is being executed based on whether the direction of the turning acceleration and the steering direction Dsw of the steering wheel 50 are the same direction. The turning acceleration is the left-right acceleration Gy during turning.

[0081] Figure 5 is a flowchart showing the main part of the control operation of the electronic control device 80 and is a flowchart showing the control operation for enabling the driver to operate the paddle switch 52 more intuitively, and is repeatedly executed, for example.

[0082] In Figure 5Among them, each step of the flowchart corresponds to the function of the reverse control unit 86. In step (hereinafter, steps are omitted) S10, it is determined whether the driving mode MODEdr is a specified driving mode MODEdrf (drift mode, sports mode). If the determination in this S10 is negative, this routine ends. If the determination in this S10 is positive, in S20, it is determined whether the direction of the turning acceleration is the same as the steering direction Dsw of the steering wheel 50, that is, whether drift driving is being executed. If the determination in this S20 is negative, this routine ends. If the determination in this S20 is positive, in S30, it is determined whether the engine speed Ne is equal to or higher than a specified speed Nef. If the determination in this S30 is positive, in S40, it is determined whether the accelerator is in the on state. If the determination in this S40 is negative, this routine ends. If the determination in this S40 is positive, in S50, it is determined whether the steering angle θsw is within the upshift operation assumed steering angle range θswup (first specified steering angle range). In this S50, for example, it is determined which side (left or right) of the turn is in progress, and the upshift operation assumed steering angle range θswup is set. That is, based on the steering direction Dsw, it is defined whether the steering angle θsw is positive or negative, and the upshift operation assumed steering angle range θswup corresponding to the turning direction is set. If the determination in this S50 is negative, this routine ends. If the determination in this S50 is positive, in S60, it is determined whether the downshift switch 56 has been operated. If the determination in this S60 is negative, this routine ends. If the determination in this S60 is positive, in S70, the "+" and "-" in the paddle switch 52 are invalidated, and an upshift is requested and upshift is executed. That is, it is determined that the scenario originally intended for upshift, and upshift is executed. Additionally, when the upshift switch 54 is operated, the upshift operation is accepted as a normal operation. On the other hand, if the determination in the above S30 is negative, in S80, it is determined whether the steering angle θsw is within the downshift operation assumed steering angle range θswdn (second specified steering angle range). In this S80, for example, it is determined which side (left or right) of the turn is in progress, and the downshift operation assumed steering angle range θswdn is set. If the determination in this S80 is negative, this routine ends. If the determination in this S80 is positive, in S90, it is determined whether the upshift switch 54 has been operated. If the determination in this S90 is negative, this routine ends. If the determination in this S90 is positive, in S100, the "+" and "-" in the paddle switch 52 are invalidated, and a downshift is requested and downshift is executed. That is, it is determined that the scenario originally intended for downshift, and downshift is executed. Additionally, when the downshift switch 56 is operated, the downshift operation is accepted as a normal operation.

[0083] As described above, according to the present embodiment, when the steering rudder angle θsw is within the upshift operation assumed rudder angle range θswup, the downshift operation reverse control CNTrdn is performed. In addition, when the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, the upshift operation reverse control CNTrup is performed. Thus, when the steering rudder angle θsw is within the upshift operation assumed rudder angle range θswup, an upshift can be requested by either the upshift operation or the downshift operation. In addition, when the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, a downshift can be requested by either the upshift operation or the downshift operation. Therefore, the driver can operate the paddle switch 52 fixed to the steering wheel 50 more intuitively.

[0084] In addition, according to the present embodiment, the paddle switch 52 includes an upshift switch 54 and a downshift switch 56 provided at symmetric positions on the left and right of the steering wheel 50. Thus, when the steering rudder angle θsw is within the upshift operation assumed rudder angle range θswup, regardless of which of the upshift switch 54 and the downshift switch 56 is operated, it is accepted as an upshift operation. In addition, when the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, regardless of which of the upshift switch 54 and the downshift switch 56 is operated, it is accepted as a downshift operation.

[0085] In addition, according to the present embodiment, when the vehicle speed V or the engine speed Ne is within the upshift operation assumed speed range Nup and the steering rudder angle θsw is within the upshift operation assumed rudder angle range θswup, the downshift operation reverse control CNTrdn is performed. Thus, when the vehicle speed V or the engine speed Ne is within the upshift operation assumed speed range Nup, even a downshift operation can request an upshift.

[0086] In addition, according to the present embodiment, the downshift operation reverse control CNTrdn is performed when in the accelerator-on state, while the downshift operation reverse control CNTrdn is not performed when in the accelerator-off state. Thus, in the accelerator-on state where the vehicle speed V and the engine speed Ne are likely to increase, an upshift operation is easily accepted. On the other hand, in the accelerator-off state where the vehicle speed V and the engine speed Ne are difficult to increase, an upshift operation is difficult to accept.

[0087] In addition, according to the present embodiment, when the vehicle speed V or the engine speed Ne is within the downshift operation assumed speed range Ndn and the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, the upshift operation reverse control CNTrup is performed. Thus, when the vehicle speed V or the engine speed Ne is within the downshift operation assumed speed range Ndn, even an upshift operation can request a downshift.

[0088] Further, according to the present embodiment, when the driving mode MODEdr is a specified driving mode MODEdrf, the reverse control CNTr is performed. On the other hand, when the driving mode MODEdr is not the specified driving mode MODEdrf, the reverse control CNTr is not performed. Thus, when it may be difficult to intuitively understand the operation of the paddle switch 52 for requesting a desired function in the specified driving mode MODEdrf, the reverse control CNTr is performed. On the other hand, in a non-specified driving mode where it is easy to intuitively understand the operation of the paddle switch 52, the reverse control CNTr is not performed, and normal control for directly accepting an upshift operation and a downshift operation is performed.

[0089] Further, according to the present embodiment, the specified driving mode MODEdrf is a drift mode or a sport mode. Thus, when it may be difficult to intuitively understand the operation of the paddle switch 52 in the drift mode or the sport mode, the reverse control CNTr is performed.

[0090] Further, according to the present embodiment, when the vehicle is in the execution of drift driving, the reverse control CNTr is performed. On the other hand, when the vehicle is not in the execution of drift driving, the reverse control CNTr is not performed. Thus, when it may be difficult to intuitively understand the operation of the paddle switch 52 during drift driving, the reverse control CNTr is performed. On the other hand, during normal driving where it is easy to intuitively understand the operation of the paddle switch 52, the reverse control CNTr is not performed, and normal control for directly accepting an upshift operation and a downshift operation is performed.

[0091] Further, according to the present embodiment, it is determined whether the vehicle is in the execution of drift driving based on whether the direction of the turning acceleration and the steering direction Dsw are the same direction. Thus, it is possible to appropriately determine whether the vehicle is in the execution of drift driving.

[0092] In addition, it is possible to suppress misoperations of the upshift operation or the downshift operation during the execution of drift driving. In addition, in order to avoid misoperations, the operation of the lever to the upshift operation position "+" or the downshift operation position "-" of the shift device 60 can be used to give a shift instruction without the hand leaving the steering wheel 50. This is useful for vehicles that do not have the upshift operation position "+" and the downshift operation position "-".

[0093] As described above, the embodiments of the present invention have been described in detail based on the drawings, but the present invention can also be applied to other modes.

[0094] For example, in the foregoing embodiment, the reverse control CNTr includes a downshift operation reverse control CNTrdn and an upshift operation reverse control CNTrup, but is not limited to this manner. For example, the reverse control CNTr may include at least one of the downshift operation reverse control CNTrdn and the upshift operation reverse control CNTrup. That is, when the steering rudder angle θsw is within the upshift operation assumed rudder angle range θswup, the downshift operation reverse control CNTrdn is performed, but even when the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, the upshift operation reverse control CNTrup may not be performed. Alternatively, when the steering rudder angle θsw is within the downshift operation assumed rudder angle range θswdn, the upshift operation reverse control CNTrup is performed, but even when the steering rudder angle θsw is within the upshift operation assumed rudder angle range θswup, the downshift operation reverse control CNTrdn may not be performed. Even so, a certain effect can be obtained that the driver can operate the paddle switch 52 more intuitively.

[0095] In addition, in the foregoing embodiment, as the input device that accepts the first specified operation and the second specified operation, the paddle switch 52 having the upshift switch 54 and the downshift switch 56 is exemplified, but is not limited to this manner. For example, the input device may also be a device that accepts the first specified operation and the second specified operation through different operations in one device. Different operations in one device are, for example, operations of a switch, a lever upward and downward, or operations to the left and right, or operations forward and backward.

[0096] In addition, in the foregoing embodiment, the engine 12 is exemplified as the power source, but is not limited to this manner. For example, the power source may also use an electric motor on the basis of or instead of the engine 12. In addition, as the transmission that transmits the power of the power source, the automatic transmission 16 is exemplified, but is not limited to this manner. For example, the transmission may also be a synchronized meshing type parallel two-shaft automatic transmission including a known DCT (Dual Clutch Transmission), a known belt-type continuously variable transmission, a known electric continuously variable transmission, etc.

[0097] In addition, in the foregoing embodiment, it is determined whether to perform the reverse control CNTr based on whether the engine speed Ne is above the specified speed Nef, but is not limited to this manner. For example, it may also be determined whether to perform the reverse control CNTr regardless of whether the engine speed Ne is above the specified speed Nef. That is, Figure 5S30 in the flowchart does not necessarily need to be executed. Alternatively, it is determined whether to perform reverse control CNTr based on whether the driving mode MODEdr is a specified driving mode MODEdrf, but it is not limited to this method. For example, it may also be determined whether to perform reverse control CNTr regardless of whether the driving mode MODEdr is a specified driving mode MODEdrf. That is, Figure 5 S10 in the flowchart does not necessarily need to be executed. Alternatively, it is determined whether to perform reverse control CNTr based on whether drift driving is being executed, but it is not limited to this method. For example, it may also be determined whether to perform reverse control CNTr regardless of whether drift driving is being executed. That is, Figure 5 S20 in the flowchart does not necessarily need to be executed. Alternatively, it is determined whether to perform downshift operation reverse control CNTrdn based on whether the accelerator is in the on state, but it is not limited to this method. For example, it may also be determined whether to perform downshift operation reverse control CNTrdn regardless of whether the accelerator is in the on state. That is, Figure 5 S40 in the flowchart does not necessarily need to be executed.

[0098] In addition, in the foregoing embodiment, when performing downshift operation reverse control CNTrdn, for example, an operation to the downshift operation position "-" of the shift device 60 may also be accepted as an upshift operation. Or, when performing upshift operation reverse control CNTrup, an operation to the upshift operation position "+" may also be accepted as a downshift operation.

[0099] In addition, in the foregoing embodiment, when performing downshift operation reverse control CNTrdn, for example, a forced downshift operation of the accelerator pedal may also be accepted as an upshift operation. The forced downshift operation is a downshift operation performed by turning on a switch provided at a position where the accelerator pedal is depressed further than the fully open position of the accelerator. In this case, the set pedal force required for the forced downshift operation may also be made higher than in the case where this function is not provided.

[0100] In addition, in the foregoing embodiment, it is also assumed that the setting of the reverse control CNTr may not conform to the driver's preference or intention. For example, it is also assumed that the downshift based on the invalidation of "+" and "-" in the paddle switch 52 may not conform to the driver's preference or intention. Therefore, as a personalized function, for example, it may be set to be able to perform only an upshift based on the invalidation of "+" and "-" in the paddle switch 52. Or, according to the driver's preference, the specified rotational speed Nef for determining the assumed speed range Nup for upshift operation or the assumed speed range Ndn for downshift operation may be individually adjusted. Or, regarding the operation of the steering wheel 50, there are also the personalities of the driver, etc., so it may also be set to be able to be changed by the driver for the assumed steering angle range θswup for upshift operation or the assumed steering angle range θswdn for downshift operation.

[0101] In addition, in the foregoing embodiments, an automatic upshift is sometimes performed automatically so that the engine speed Ne does not enter the over-rotation region. In this case, it is possible to overlap an upshift during the implementation of the reverse control CNTr (especially the downshift operation reverse control CNTrdn). Therefore, for a vehicle that performs an automatic upshift, from the viewpoint of preventing double upshifts, etc., it is also possible to prohibit an automatic upshift during the implementation of the reverse control CNTr.

[0102] In addition, the above is only one embodiment, and the present invention can be implemented in various modified ways based on the knowledge of those skilled in the art.

Claims

1. A control device (80) for a vehicle (10), the vehicle (10) comprising: an input device (52) that receives a first specified operation for requesting a first specified function and a second specified operation for requesting a second specified function performed by a driver; and a steering wheel (50) to which the input device (52) is fixed, the control device (80) of the vehicle (10) being characterized in that The control device (80) of the vehicle (10) performs reverse control, and the reverse control includes: at least one of: control for receiving the second specified operation as the first specified operation when the steering angle of the steering wheel (50) is within a first specified steering angle range assumed for the requirement of the first specified function; and control for receiving the first specified operation as the second specified operation when the steering angle is within a second specified steering angle range assumed for the requirement of the second specified function.

2. The control device (80) for a vehicle (10) according to claim 1, characterized in that the input device (52) includes a first input device (54) for receiving the first specified operation and a second input device (56) for receiving the second specified operation, and the first input device (54) and the second input device (56) are provided at symmetric left and right positions in a state where the steering wheel (50) is assembled to the vehicle (10) at a position where the vehicle (10) is in a straight-ahead state.

3. The control device (80) for a vehicle (10) according to claim 1 or 2, characterized in that the vehicle (10) further includes a power source (12) and a transmission (16) for transmitting the power of the power source (12), the first specified function is an upshift of the transmission (16), the second specified function is a downshift of the transmission (16), the first specified operation is an upshift operation, the second specified operation is a downshift operation.

4. The control device (80) for a vehicle (10) according to claim 3, characterized in that when the speed of the vehicle (10) or the rotational speed of the power source (12) is within a specified high-speed range assumed for the requirement of the upshift and the steering angle is within the first specified steering angle range, a reverse control for the downshift operation is performed to receive the downshift operation as the upshift operation.

5. The control device (80) for a vehicle (10) according to claim 4, characterized in that the reverse control for the downshift operation is performed when in an accelerator-on state, and on the other hand, the reverse control for the downshift operation is not performed when in an accelerator-off state.

6. The control device (80) for a vehicle (10) according to claim 3, characterized in that when the speed of the vehicle (10) or the rotational speed of the power source (12) is within a specified low-speed range assumed for the requirement of the downshift and the steering angle is within the second specified steering angle range, a reverse control for the upshift operation is performed to receive the upshift operation as the downshift operation.

7. The control device (80) for a vehicle (10) according to claim 1 or 2, characterized in that The reverse control is performed when the set driving mode of the vehicle (10) is a specified driving mode suitable for sporty driving. On the other hand, the reverse control is not performed when the driving mode is not the specified driving mode.

8. The control device (80) of the vehicle (10) according to claim 7, characterized in that the specified driving mode is a drift mode in which the vehicle (10) can be driven in a state where it is likely to skid during turning, or a sport mode in which the vehicle can be driven in a state where power performance takes precedence over energy efficiency.

9. The control device (80) of the vehicle (10) according to claim 1 or 2, characterized in that the reverse control is performed when the vehicle (10) is in a skidding state during turning, i.e., during drift driving. On the other hand, the reverse control is not performed when the vehicle is not in the execution of drift driving.

10. The control device (80) of the vehicle (10) according to claim 9, characterized in that it is determined whether the vehicle is in the execution of drift driving based on whether the direction of the left - right acceleration during turning and the steering direction of the steering wheel (50) are the same direction.

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