Vehicle control device

Abstract

To provide a vehicle control device that allows a driver to more intuitively operate an input device fixed to a steering wheel.SOLUTION: Inversion control is performed which includes at least one of receiving a second prescribed operation as a first prescribed operation when a steering angle of a steering wheel is within a first prescribed steering angle range and receiving the first prescribed operation as the second prescribed operation when the steering angle is within a second prescribed steering angle range. Accordingly, when the steering angle is within the first prescribed steering angle range, a first prescribed function can be requested via either one of the first prescribed operation and the second prescribed operation. When the steering angle is within the second prescribed steering angle range, a second prescribed function can be requested via either one of the first prescribed operation and the second prescribed operation. Therefore, a driver can more intuitively operate an input device fixed to the steering wheel.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle equipped with a steering wheel to which an input device for receiving an operation by a driver is fixed.

Background Art

[0002] Vehicles are well known that include an input device that receives a first predetermined operation for requesting a first predetermined function and a second predetermined operation for requesting a second predetermined 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. Patent Document 1 describes a shift operation member that is attached to a steering wheel and that operates the shift state of a transmission when the driver operates it. Further, Patent Document 1 describes that this shift operation member is arranged opposite to the left and right positions of the steering wheel, and that shifting up is performed by operating one of them and shifting down is performed by operating the other.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] As an advantage of the input device fixed to the steering wheel, it is easy to operate the input device even while operating the steering wheel. By the way, when the amount of operation of the steering wheel becomes large, the up and down and left and right of the steering wheel may be reversed. Therefore, there is a possibility that it may be difficult to intuitively understand the operation of the input device for requesting a desired function among the first predetermined function and the second predetermined function.

[0005] The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device that allows a driver to operate an input device fixed to a steering wheel more intuitively.

Means for Solving the Problems

[0006] The gist of the first invention is a control device for a vehicle, comprising: (a) an input device that receives a first predetermined operation for requesting a first predetermined function and a second predetermined operation for requesting a second predetermined function by a driver, and a steering wheel to which the input device is fixed, wherein (b) when the steering angle of the steering wheel is within a first predetermined steering angle range in which a request for the first predetermined function is assumed, the second predetermined operation is received as the first predetermined operation, and when the steering angle is within a second predetermined steering angle range in which a request for the second predetermined function is assumed, at least one of receiving the first predetermined operation as the second predetermined operation is performed, that is, performing reverse control.

[0007] Further, in the second invention, in the vehicle control device according to the first invention, the input device may include a first input device that receives the first predetermined operation and a second input device that receives the second predetermined operation, which are provided at symmetric positions on the left and right in a state where the steering wheel is assembled to the vehicle at a position where the vehicle is in a straight-ahead state.

[0008] Further, in the third invention, in the vehicle control device according to the first invention or the second invention, the vehicle further includes a power source and a transmission that transmits the power of the power source, the first predetermined function is an upshift of the transmission, the second predetermined function is a downshift of the transmission, the first predetermined operation is an upshift operation, and the second predetermined operation may be a downshift operation.

[0009] Further, in the fourth invention, in the vehicle control device according to the third invention, when the vehicle speed or the rotational speed of the power source is in a predetermined high speed range where an upshift is assumed, and the steering angle is within the first predetermined steering angle range, downshift operation reversal control may be performed to accept the downshift operation as the upshift operation.

[0010] Further, in the fifth invention, in the vehicle control device according to the fourth invention, the downshift operation reversal control may be performed when the accelerator is on, while the downshift operation reversal control may not be performed when the accelerator is off.

[0011] Further, in the sixth invention, in the vehicle control device according to any one of the third to fifth inventions, when the vehicle speed or the rotational speed of the power source is in a predetermined low speed range where a downshift is assumed, and the steering angle is within the second predetermined steering angle range, upshift operation reversal control may be performed to accept the upshift operation as the downshift operation.

[0012] Further, in the seventh invention, in the vehicle control device according to any one of the first to sixth inventions, the reversal control may be performed when the driving mode set for the vehicle is a predetermined driving mode suitable for sporty driving, while the reversal control may not be performed when the driving mode is not the predetermined driving mode.

[0013] Further, in the eighth invention, in the vehicle control device according to the seventh invention, the predetermined driving mode may be a drift mode in which the vehicle is driven so as to be easily caused to skid sideways during turning, or a sport mode in which the vehicle is driven so as to be operable in a state where power performance is prioritized over energy efficiency.

[0014] Further, in the ninth invention, in the vehicle control device according to any one of the first to eighth inventions, when performing drift driving, which is a driving in which the vehicle is caused to skid sideways during turning, the reverse control is performed, while when not performing drift driving, the reverse control may not be performed.

[0015] Further, in the tenth invention, in the vehicle control device according to the ninth invention, it may be determined whether or not drift driving is being performed based on whether or not the direction of the lateral acceleration during turning and the steering direction of the steering wheel are in the same direction.

Advantages of the Invention

[0016] According to the first invention, when the steering angle of the steering wheel is within the first predetermined steering angle range, at least one of accepting the second predetermined operation as the first predetermined operation and, when the steering angle is within the second predetermined steering angle range, accepting the first predetermined operation as the second predetermined operation is included, and reverse control is performed. Thereby, when the steering angle is within the first predetermined steering angle range, the first predetermined function can be required by any of the first predetermined operation and the second predetermined operation. Also, when the steering angle is within the second predetermined steering angle range, the second predetermined function can be required by any of the first predetermined operation and the second predetermined operation. Therefore, the driver can operate the input device fixed to the steering wheel more intuitively.

[0017] Further, according to the second invention, the input device may include a first input device that accepts the first predetermined operation and a second input device that accepts the second predetermined operation, which are provided at symmetric positions on the left and right of the steering wheel. Thereby, when the steering angle is within the first predetermined steering angle range, any of the first input device and the second input device is accepted as the first predetermined operation when operated. Also, when the steering angle is within the second predetermined steering angle range, any of the first input device and the second input device is accepted as the second predetermined operation when operated.

[0018] Further, according to the third invention, the first predetermined function may be an upshift of the transmission, the second predetermined function may be a downshift of the transmission, the first predetermined operation may be an upshift operation, and the second predetermined operation may be a downshift operation. Thereby, when the steering angle is within the first predetermined steering angle range, either the upshift operation or the downshift operation can require an upshift. Also, when the steering angle is within the second predetermined steering angle range, either the upshift operation or the downshift operation can require a downshift.

[0019] Further, according to the fourth invention, when the vehicle speed or the rotational speed of the power source is within a predetermined high speed range where an upshift is assumed, and the steering angle is within the first predetermined steering angle range, a downshift operation reverse control that accepts the downshift operation as an upshift operation may be performed. Thereby, when the vehicle speed or the rotational speed of the power source is within a predetermined high speed range where an upshift is assumed, a downshift operation can also require an upshift.

[0020] Further, according to the fifth invention, the downshift operation reverse control is performed when the accelerator is on, while the downshift operation reverse control may not be performed when the accelerator is off. Thereby, when the accelerator is on and the vehicle speed or the rotational speed of the power source is likely to increase, since the need for an upshift is high, the upshift operation is more likely to be accepted. On the other hand, when the accelerator is off and the vehicle speed or the rotational speed of the power source is unlikely to increase, since the need for an upshift is low, the upshift operation is less likely to be accepted.

[0021] Further, according to the sixth invention, when the vehicle speed or the rotational speed of the power source is within a predetermined low speed range where a downshift is assumed, and the steering angle is within the second predetermined steering angle range, an upshift operation reverse control that accepts the upshift operation as a downshift operation may be performed. Thereby, when the vehicle speed or the rotational speed of the power source is within a predetermined low speed range where a downshift is assumed, an upshift operation can also require a downshift.

[0022] Also, according to the seventh invention, when the driving mode is a predetermined driving mode suitable for sports driving, reverse control is performed, while when the driving mode is not the predetermined driving mode, reverse control may not be performed. Thereby, reverse control is performed when it is in a predetermined driving mode where there is a possibility that the operation of the input device for requesting a desired function becomes difficult to intuitively understand. On the other hand, when it is in a non-predetermined driving mode where the operation of the input device for requesting a desired function is intuitively easy to understand, reverse control is not performed, and normal control in which the first predetermined operation and the second predetermined operation are received as they are is performed.

[0023] Also, according to the eighth invention, the predetermined driving mode may be a drift mode or a sports mode. Thereby, reverse control is performed when it is in a drift mode or a sports mode where there is a possibility that the operation of the input device for requesting a desired function becomes difficult to intuitively understand.

[0024] Also, according to the ninth invention, reverse control is performed when drifting is being executed, while reverse control may not be performed when drifting is not being executed. Thereby, reverse control is performed during drifting where there is a possibility that the operation of the input device for requesting a desired function becomes difficult to intuitively understand. On the other hand, during normal driving where the operation of the input device for requesting a desired function is intuitively easy to understand, reverse control is not performed, and normal control in which the first predetermined operation and the second predetermined operation are received as they are is performed.

[0025] Also, according to the tenth invention, it may be determined whether or not drifting is being executed based on whether or not the direction of the lateral acceleration during turning and the steering direction of the steering wheel are in the same direction. Thereby, it is appropriately determined whether or not drifting is being executed.

Brief Description of the Drawings

[0026]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0027] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment

[0028] FIG. 1 is a diagram for explaining the schematic configuration of a vehicle 10 to which the present invention is applied, and is also a diagram for explaining the control functions and the main parts of the control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes an engine 12 as a power source, drive wheels 14, and an automatic transmission 16 provided in the power transmission path between the engine 12 and the drive wheels 14.

[0029] The engine 12 is, for example, a known internal combustion engine, and the engine torque Te, which is the torque of the engine 12, is controlled by the engine control device 20 provided in the vehicle 10 being controlled by an electronic control device 80 described later.

[0030] The automatic transmission 16 is a known planetary gear type stepped transmission in which any one of a plurality of shift stages (also referred to as gear stages GS) having different gear ratios (also referred to as gear ratios) γat (=Ni / No) is formed by engaging any one of a plurality of engaging devices CB. 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 has its control state, such as an engaged state, a slip state, and a released state, switched by changing the engaging torque with the regulated engaging hydraulic pressure supplied from the hydraulic control circuit 22 provided in the vehicle 10.

[0031] In the vehicle 10, the power output from the engine 12 (torque and force are synonymous when not particularly distinguished) is transmitted to the drive wheels 14 sequentially via the automatic transmission 16, the differential gear 18, and the like.

[0032] The vehicle 10 further includes an electronic control unit 80 as a controller that includes a control device for the vehicle 10 related to the control of the engine 12 and the automatic transmission 16. The electronic control unit 80 is configured to include a so-called microcomputer having, for example, a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU executes various controls of the vehicle 10 by performing signal processing according to a program stored in the ROM in advance while using the temporary storage function of the RAM.

[0033] Various signals based on detection values by various sensors and the like provided in the vehicle 10 are respectively supplied to the electronic control unit 80. The various sensors and the like 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, and the like. The various signals and the like 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, and the like.

[0034] 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 vehicle speed V which is the speed of the vehicle 10. The accelerator opening θacc is the accelerator operation amount representing the magnitude of the acceleration operation by the driver (=driver), and is a signal corresponding to the driver's acceleration demand 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.

[0035] The vehicle 10 further includes a shift device 60. The shift device 60 is a shift switching device for switching the shift position (the shift range Rsh is also the same) of the automatic transmission 16. 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.

[0036] The operation position POSop is a signal representing 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 represents the power transmission state of the automatic transmission 16, and includes, for example, P, R, N, D ranges, etc.

[0037] The P (parking) operation position is an operation position for selecting the P range 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 so as not to 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 power transmission is impossible. The R (reverse travel) operation position is an operation position for selecting the R range of the automatic transmission 16 that enables reverse travel. The N (neutral) operation position is an operation position for selecting the N range of the automatic transmission 16 in which the automatic transmission 16 is in a neutral state. The D (forward travel) operation position is an operation position for selecting the D range of the automatic transmission 16 that executes automatic transmission control of the automatic transmission 16 to enable forward travel. The M (manual shift) operation position is an operation position for switching the gear stage GS of the automatic transmission 16 that executes manual shift control of the automatic transmission 16 to enable forward travel. That is, the M operation position is an operation position that enables manual shift, in which the gear stage GS of the automatic transmission 16 is switched by an operation by the driver. The M operation position is provided with an upshift operation position “+” for shifting the gear stage GS to the up side for each operation of the shift lever 62, and a downshift operation position “-” for shifting the gear stage GS to the down side for each operation of the shift lever 62. A lever operation to the upshift operation position “+” is an upshift operation that requests an upshift of the automatic transmission 16. A 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 in the D operation position, an automatic transmission mode for automatically shifting the automatic transmission 16 according to a known shift map is established. When the operation position POSop is in the M operation position, a manual shift mode in which the automatic transmission 16 can be shifted by a shift operation by the driver is established.

[0038] Vehicle 10 further includes a paddle switch 52 fixed to the steering wheel 50. The paddle switch 52 is an input device that receives operations by the driver. The operations by the driver include a first predetermined operation that requests a first predetermined function and a second predetermined operation that requests a second predetermined function. The first predetermined function is, for example, an upshift of the automatic transmission 16, and the second predetermined function is, for example, a downshift of the automatic transmission 16. The first predetermined operation is an upshift operation that requests an upshift of the automatic transmission 16, and the second predetermined operation is a downshift operation that requests a downshift of the automatic transmission 16. The paddle switch 52 is an operation member capable of performing an operation equivalent to a lever operation to an upshift operation position “+” or a downshift operation position “-” in the M operation position of the shift device 60.

[0039] The paddle switch 52 includes an upshift switch 54 and a downshift switch 56 in order to enable an upshift operation and a downshift operation. The upshift switch 54 and the downshift switch 56 are provided at symmetric positions on the left and right in a state where they are assembled to the vehicle 10 at a position where the steering wheel 50 sets the vehicle 10 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 a shift operation equivalent to a shift operation by the shift lever 62, for example, by operating them on the driver side while holding the steering wheel 50. When the upshift switch 54 or the downshift switch 56 is operated while the shift lever 62 is in the M operation position or the D operation position, a manual shift mode is established and the gear stage GS of the automatic transmission 16 is switched. Each time the upshift switch 54 is operated by the driver, 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 downshift switch 56 is operated by the driver, a downshift request signal Sdn for requesting a downshift of the automatic transmission 16 is supplied to the electronic control unit 80.

[0040] The vehicle 10 further includes a mode selection switch 70. The mode selection switch 70 is a switch that is 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 sports mode (i.e., a power mode), an eco mode, and a drift mode. The normal mode is a predetermined driving mode for traveling so as to be able to drive in a state with good energy efficiency while drawing out the power performance. The sports mode is a predetermined driving mode for traveling so as to be able to drive in a state that prioritizes power performance over energy efficiency as compared with the normal mode. The eco mode is a predetermined driving mode for traveling so as to be able to drive in a state that prioritizes energy efficiency over power performance as compared with the normal mode. The drift mode is a predetermined driving mode for traveling so as to be able to drive in a state where the vehicle 10 is likely to skid sideways during turning. That is, the drift mode is a driving mode suitable for drift driving, which is a running state where the vehicle 10 skids sideways during turning. The sports mode and the drift mode are each a predetermined driving mode MODEdrf suitable for sports driving.

[0041] The mode selection switch 70 includes a drift mode switch 72, a sports mode switch 74, and an eco mode switch 76 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 sports mode switch 74 is a switch for setting the sports mode as the driving mode MODEdr. The eco mode switch 76 is a switch for setting the eco 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. Incidentally, when none of the drift mode switch 72, the sports mode switch 74, and the eco mode switch 76 is operated, the normal mode is set as the driving mode MODEdr.

[0042] From the electronic control unit 80, various command signals and the like are output to each device and the like provided in the vehicle 10. Each device and the like are, for example, the engine control unit 20, the hydraulic control circuit 22, and the like. The various command signals and the like are, for example, the engine control command signal Se, the engagement hydraulic pressure control command signal Scb, and the like. The engagement hydraulic pressure control command signal Scb is, for example, the indicated hydraulic pressure of the engagement hydraulic pressure of the engagement device CB.

[0043] The electronic control unit 80 includes an engine control unit 82 and a travel control unit 84 in order to realize various controls in the vehicle 10.

[0044] The engine control unit 82 calculates the drive required amount for the vehicle 10, for example, by applying the accelerator opening θacc and the vehicle speed V to a drive required amount map obtained experimentally or designedly in advance, that is, a predetermined drive required amount map. The engine control unit 82 outputs an engine control command signal Se for controlling the engine 12 so that the engine torque Te for realizing the drive required amount is obtained.

[0045] The travel control unit 84 executes shift control of the automatic transmission 16. For example, when the operation position POSop is in the D operation position, the travel control unit 84 establishes the automatic shift mode. In the automatic shift mode, the travel control unit 84 performs shift determination of the automatic transmission 16 using a predetermined shift map, and outputs an engagement hydraulic pressure control command signal Scb for executing shift control of the automatic transmission 16 according to 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 travel control unit 84 establishes the manual shift mode. In the manual shift mode, the travel control unit 84 outputs an engagement hydraulic pressure control command signal Scb for executing shift control of the automatic transmission 16 so that the gear stage GS corresponding to the lever operation in the M operation position or the operation of the paddle switch 52 is obtained.

[0046] When the normal mode is set as the driving mode MODEdr, the traveling control unit 84 executes automatic shift control using a normal shift map determined in advance so as to be able to operate at a gear stage GS that balances, for example, energy efficiency and power performance. On the other hand, when the sports mode is set as the driving mode MODEdr, the traveling control unit 84 executes automatic shift control using a sports driving shift map determined in advance so that, for example, a lower gear stage GS is more likely to be selected compared to the normal shift map. On the other hand, when the eco mode is set as the driving mode MODEdr, the traveling control unit 84 executes automatic shift control using an eco driving shift map determined in advance so that, for example, a higher gear stage GS is more likely to be selected compared to the normal shift map.

[0047] When the drift mode is set as the driving mode MODEdr, the traveling control unit 84 controls, for example, the vehicle state to a state suitable for drift driving. For example, in the drift mode, the traveling control unit 84 sets the differential gear 18 to a deflock state in which the differential state allowing the rotational difference between the left and right drive wheels 14 is restricted. The traveling control unit 84 sets the differential gear 18 to the deflock state by engaging, for example, a dog clutch (not shown) provided in the differential gear 18 that selectively disconnects and connects the differential case and the differential side gear. When the vehicle 10 is an all-wheel drive vehicle (= AWD vehicle), the traveling control unit 84 may increase the driving force distribution to the rear wheels in the drift mode.

[0048] By the way, when the steering wheel angle θsw becomes large, there is a possibility that the correspondence relationship between the upshift switch 54 and the downshift switch 56 and the upshift operation and the downshift operation may become difficult to intuitively understand.

[0049] Therefore, the electronic control unit 80 invalidates the "+" and "-" in the paddle switch 52 according to the steering wheel angle θsw, and accepts any operation of the upshift switch 54 and the downshift switch 56 as the same shift request. For this reason, the electronic control unit 80 further includes a reverse control unit 86 so that the driver can operate the paddle switch 52 more intuitively.

[0050] FIG. 2 is a diagram for explaining the range of the steering wheel angle θsw for invalidating the "+" and "-" in the paddle switch 52. Fig. 2(a) shows the state of the steering wheel 50 when the steering wheel angle θsw is zero. Fig. 2(b) shows an example of a state in which the "+" and "-" in the paddle switch 52 are invalidated when an upshift request is assumed. Fig. 2(c) shows an example of a state in which the "+" and "-" in the paddle switch 52 are invalidated when a downshift request is assumed.

[0051] When the steering wheel angle θsw is within the upshift operation assumed steering angle range θswup, the reverse control unit 86 performs a reverse control CNTr, that is, a downshift operation reverse control CNTrdn, which accepts a downshift operation in the downshift switch 56 as an upshift operation. The upshift operation assumed steering angle range θswup is a first predetermined steering angle range in which an upshift request for the automatic transmission 16 is assumed. For example, as shown in Fig. 2(b), the upshift operation assumed steering angle range θswup is, for example, a range in which switch operation can be performed with the right hand when an upshift request is assumed. In the upshift operation assumed steering angle range θswup, the "+" and "-" in the paddle switch 52 are invalidated, and an upshift is requested regardless of which of the upshift switch 54 and the downshift switch 56 is operated. In the upshift operation assumed steering angle range θswup when an upshift request is assumed, an operation of the downshift switch 56 is also regarded as an upshift operation.

[0052] When the steering wheel angle θsw is within the downshift operation assumed steering angle range θswdn, the reverse control unit 86 performs reverse control CNTr, that is, upshift operation reverse control CNTrup, which accepts the upshift operation at the upshift switch 54 as a downshift operation. The downshift operation assumed steering angle range θswdn is a second predetermined steering angle range in which a downshift request of the automatic transmission 16 is assumed. For example, as shown in Fig. 2(c), the downshift operation assumed steering angle range θswdn is, for example, the range where switch operation is possible with the left hand when a downshift request is assumed. In the downshift operation assumed steering angle range θswdn, the '+' and '-' at the paddle switch 52 are invalidated, and a downshift is requested regardless of which of the upshift switch 54 and the downshift switch 56 is operated. In the downshift operation assumed steering angle range θswdn when a downshift request is assumed, the operation of the upshift switch 54 is also regarded as a downshift operation.

[0053] In a region where the engine rotational speed Ne is relatively high, there is a possibility that the engine 12 may enter the over-rotation region due to a downshift, or in order to prevent over-rotation of the engine 12, an upshift request is assumed. Or, in a region where the engine rotational speed Ne is relatively low, a downshift request is assumed in order to increase the driving force. The engine rotational 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 a region where the engine rotational speed Ne is relatively high is a region where the vehicle speed V is relatively high, and a region where the engine rotational speed Ne is relatively low is a region where the vehicle speed V is relatively low.

[0054] When the vehicle speed V or the engine rotational speed Ne is within the upshift operation assumed speed range Nup and the steering wheel angle θsw is within the upshift operation assumed steering angle range θswup, the reverse control unit 86 performs downshift operation reverse control CNTrdn. The upshift operation assumed speed range Nup is a predetermined high speed range in which an upshift request is assumed.

[0055] When the vehicle speed V or the engine rotational speed Ne is within the downshift operation assumed speed range Ndn and the steering wheel angle θsw is within the downshift operation assumed steering wheel angle range θswdn, the upshift operation reverse control CNTrup is performed. The downshift operation assumed speed range Ndn is a predetermined low speed range where a downshift request is assumed.

[0056] Figure 3 is a diagram for explaining an example of the upshift operation assumed speed range Nup and the downshift operation assumed speed range Ndn. In Figure 3, the upshift operation assumed speed range Nup is a rotational speed range where the engine rotational speed Ne is equal to or higher than a predetermined rotational speed Nef and has not entered the over-rotation region. The downshift operation assumed speed range Ndn is a rotational speed range where the engine rotational speed Ne is less than the predetermined rotational speed Nef and is equal to or higher than zero (or the self-rotatable rotational speed). During normal operation of the engine 12, the engine rotational speed Ne has not entered the over-rotation region. The reverse control unit 86 determines that the engine rotational speed Ne is within the upshift operation assumed speed range Nup when the engine rotational speed Ne is equal to or higher than the predetermined rotational speed Nef. The reverse control unit 86 determines that the engine rotational speed Ne is within the downshift operation assumed speed range Ndn when the engine rotational speed Ne is less than the predetermined rotational speed Nef. Note that the vehicle speed V may be determined in the same manner as the engine rotational speed Ne.

[0057] When shifting gears in the automatic transmission 16, the engine rotational speed Ne is changed according to the difference in the gear ratio γat between adjacent gear stages GS. The predetermined rotational speed Nef may be set, for example, in consideration of 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 rotational speed Ne after downshifting is likely to enter the over-rotation region, so the predetermined rotational speed Nef is set to a low value. Or, the predetermined rotational speed Nef may be set for each gear stage GS, for example, in consideration of the driving force after shifting gears, etc.

[0058] When in the accelerator-on state, the vehicle speed V and the engine rotational speed Ne tend to increase, and there is a risk that the engine rotational speed Ne may enter the over-rotation region. Therefore, the need for upshifting is high. On the other hand, when in the accelerator-off state, since the vehicle speed V and the engine rotational speed Ne are unlikely to increase, the need for upshifting is low. Thus, the reverse control unit 86 performs the down-operation reverse control CNTrdn when in the accelerator-on state, while not performing the down-operation reverse control CNTrdn when in the accelerator-off state. The accelerator-on state is a state determined, for example, when the accelerator opening θacc exceeds zero. The accelerator-off state is a state determined, for example, when the accelerator opening θacc is a zero value.

[0059] In sports driving such as drifting, the steering wheel angle θsw tends to become large, and it is easy to lose the margin to consider the state of the steering wheel 50. Therefore, there is an easy occurrence of the problem that the correspondence relationship between the upshift switch 54 and the downshift switch 56, and the upshift operation and the downshift operation, becomes difficult to intuitively understand.

[0060] Thus, the reverse control unit 86 performs the reverse control CNTr when the driving mode MODEdr of the vehicle 10 is the predetermined driving mode MODEdrf, while not performing the reverse control CNTr when the driving mode MODEdr is not the predetermined driving mode MODEdrf. Or, the reverse control unit 86 performs the reverse control CNTr during the execution of drifting, while not performing the reverse control CNTr when not executing drifting.

[0061] FIG. 4 is a diagram for explaining an example of determination of drift driving. In FIG. 4, when the vehicle 10 is turning left and in a counter-steer state where the steering wheel 50 is operated to the right, it is determined that drift driving is being executed. Normally, when 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 in 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 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 in the same direction. The turning acceleration is the left and right acceleration Gy during turning.

[0062] FIG. 5 is a flowchart for explaining the main part of the control operation of the electronic control device 80, and is a flowchart for explaining the control operation for the driver to more intuitively operate the paddle switch 52, and is repeatedly executed, for example.

[0063] In FIG. 5, each step of the flowchart corresponds to the function of the reverse control unit 86. In step S10 (hereinafter, the step is omitted), it is determined whether the drive mode MODEdr is a predetermined drive mode MODEdrf (drift mode, sports mode). If the determination in S10 is negative, this routine is terminated. If the determination in S10 is positive, then 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 in progress. If the determination in S20 is negative, this routine is terminated. If the determination in S20 is positive, then in S30, it is determined whether the engine rotational speed Ne is equal to or higher than a predetermined rotational speed Nef. If the determination in S30 is positive, then in S40, it is determined whether the accelerator is on. If the determination in S40 is negative, this routine is terminated. If the determination in S40 is positive, then in S50, it is determined whether the steering wheel angle θsw is within the upshift operation assumed steering angle range θswup (the first predetermined steering angle range). In S50, for example, it is determined whether turning is to the left or right, and the upshift operation assumed steering angle range θswup is set. That is, depending on the steering direction Dsw, whether the steering wheel angle θsw is a positive value or a negative value is defined, and the upshift operation assumed steering angle range θswup corresponding to the turning direction is set. If the determination in S50 is negative, this routine is terminated. If the determination in S50 is positive, then in S60, it is determined whether the downshift switch 56 has been operated. If the determination in S60 is negative, this routine is terminated. If the determination in S60 is positive, then in S70, the “+” and “-” in the paddle switch 52 are invalidated, and an upshift is requested and executed. That is, it is determined that an upshift is desired in the original scene, and the upshift is executed. Incidentally, when the upshift switch 54 is operated, the upshift operation is accepted as a normal operation. On the other hand, if the determination in S30 is negative, then in S80, it is determined whether the steering wheel angle θsw is within the downshift operation assumed steering angle range θswdn (the second predetermined steering angle range).In this S80, for example, it is determined whether the vehicle is turning left or right, and the downshift operation assumed steering angle range θswdn is set. If the determination in this S80 is negative, this routine is terminated. If the determination in this S80 is positive, then in S90, it is determined whether the upshift switch 54 has been operated. If the determination in this S90 is negative, this routine is terminated. If the determination in this S90 is positive, then in S100, the "+" and "-" on the paddle switch 52 are disabled, and a downshift is requested and the downshift is executed. That is, it is determined that it is a scene where a downshift is originally desired, and the downshift is executed. Incidentally, when the downshift switch 56 is operated, the downshift operation is accepted as a normal operation.

[0064] As described above, according to this embodiment, when the steering angle θsw is within the upshift operation assumed steering angle range θswup, the down operation reverse control CNTrdn is performed. Also, when the steering angle θsw is within the downshift operation assumed steering angle range θswdn, the up operation reverse control CNTrup is performed. Thereby, when the steering angle θsw is within the upshift operation assumed steering angle range θswup, an upshift can be requested by either the upshift operation or the downshift operation. Also, when the steering angle θsw is within the downshift operation assumed steering 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.

[0065] Also, according to this 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. Thereby, when the steering angle θsw is within the upshift operation assumed steering angle range θswup, any operation of the upshift switch 54 and the downshift switch 56 is accepted as an upshift operation. Also, when the steering angle θsw is within the downshift operation assumed steering angle range θswdn, any operation of the upshift switch 54 and the downshift switch 56 is accepted as a downshift operation.

[0066] Also, according to this embodiment, when the vehicle speed V or the engine rotational speed Ne is within the upshift operation assumed speed range Nup and the steering angle θsw is within the upshift operation assumed steering angle range θswup, the downshift operation reverse control CNTrdn is performed. Thereby, when the vehicle speed V or the engine rotational speed Ne is within the upshift operation assumed speed range Nup, an upshift can be requested even with a downshift operation.

[0067] Also, according to this embodiment, the downshift operation reverse control CNTrdn is performed when the accelerator is on, while the downshift operation reverse control CNTrdn is not performed when the accelerator is off. Thereby, when the accelerator is on and the vehicle speed V or the engine rotational speed Ne is likely to increase, an upshift operation is more likely to be accepted. On the other hand, when the accelerator is off and the vehicle speed V or the engine rotational speed Ne is unlikely to increase, an upshift operation is less likely to be accepted.

[0068] Also, according to this embodiment, when the vehicle speed V or the engine rotational speed Ne is within the downshift operation assumed speed range Ndn and the steering angle θsw is within the downshift operation assumed steering angle range θswdn, the upshift operation reverse control CNTrup is performed. Thereby, when the vehicle speed V or the engine rotational speed Ne is within the downshift operation assumed speed range Ndn, a downshift can be requested even with an upshift operation.

[0069] Also, according to the present embodiment, when the drive mode MODEdr is the predetermined drive mode MODEdrf, the reverse control CNTr is performed, while when the drive mode MODEdr is not the predetermined drive mode MODEdrf, the reverse control CNTr is not performed. Thus, when in the predetermined drive mode MODEdrf where there is a risk that the operation of the paddle switch 52 for requesting a desired function becomes difficult to intuitively understand, the reverse control CNTr is performed. On the other hand, when in a non-predetermined drive mode where the operation of the paddle switch 52 is intuitively easy to understand, the reverse control CNTr is not performed, and normal control is performed where the upshift operation and the downshift operation are accepted as they are.

[0070] Also, according to the present embodiment, the predetermined drive mode MODEdrf is the drift mode or the sports mode. Thus, when in the drift mode or the sports mode where there is a risk that the operation of the paddle switch 52 becomes difficult to intuitively understand, the reverse control CNTr is performed.

[0071] Also, according to the present embodiment, when in the execution of drift driving, the reverse control CNTr is performed, while when not in the execution of drift driving, the reverse control CNTr is not performed. Thus, during drift driving where there is a risk that the operation of the paddle switch 52 becomes difficult to intuitively understand, the reverse control CNTr is performed. On the other hand, during normal driving where the operation of the paddle switch 52 is intuitively easy to understand, the reverse control CNTr is not performed, and normal control is performed where the upshift operation and the downshift operation are accepted as they are.

[0072] Also, according to the present embodiment, based on whether the direction of the turning acceleration and the steering direction Dsw are in the same direction, it is determined whether drift driving is being executed. Thus, it is appropriately determined whether drift driving is being executed.

[0073] In addition, it is possible to suppress an incorrect upshift operation or downshift operation during the execution of drift driving. Also, in order to avoid incorrect operations, an operation that unavoidably requires a lever operation to the upshift operation position "+" or downshift operation position "-" of the shift device 60 can be used to give a shift instruction without the driver releasing their hand from the steering wheel 50. This is useful for vehicles not equipped with the upshift operation position "+" or downshift operation position "-".

[0074] As described above, the embodiments of the present invention have been described in detail based on the drawings, but the present invention is also applicable in other aspects.

[0075] For example, in the above-described embodiment, the reverse control CNTr included the down operation reverse control CNTrdn and the up operation reverse control CNTrup, but the present invention is not limited to this aspect. For example, the reverse control CNTr may include at least one of the down operation reverse control CNTrdn and the up operation reverse control CNTrup. That is, when the steering wheel angle θsw is within the upshift operation assumed steering wheel angle range θswup, the down operation reverse control CNTrdn is performed, but even when the steering wheel angle θsw is within the downshift operation assumed steering wheel angle range θswdn, the up operation reverse control CNTrup does not necessarily have to be performed. Or, when the steering wheel angle θsw is within the downshift operation assumed steering wheel angle range θswdn, the up operation reverse control CNTrup is performed, but even when the steering wheel angle θsw is within the upshift operation assumed steering wheel angle range θswup, the down operation reverse control CNTrdn does not necessarily have to be performed. Even in this case, a certain effect that the driver can operate the paddle switch 52 more intuitively can be obtained.

[0076] In addition, in the foregoing embodiment, the paddle switch 52 having the upshift switch 54 and the downshift switch 56 is exemplified as the input device that receives the first predetermined operation and the second predetermined operation. However, the present invention is not limited to this aspect. For example, the input device may receive the first predetermined operation and the second predetermined operation by different operations in one device. The different operations in one device are, for example, upward operation and downward operation, or leftward operation and rightward operation, or forward operation and backward operation, etc. on a switch or a lever.

[0077] In addition, in the foregoing embodiment, the engine 12 is exemplified as the power source. However, the present invention is not limited to this aspect. For example, in addition to or instead of the engine 12, an electric motor may be used as the power source. Further, the automatic transmission 16 is exemplified as the transmission that transmits the power of the power source. However, the present invention is not limited to this aspect. For example, the transmission may be a synchronized meshing type parallel two-shaft automatic transmission including a known DCT (Dual Clutch Transmission), a known continuously variable transmission such as a belt type, a known electric continuously variable transmission, or the like.

[0078] Also, in the above-described embodiment, it was determined whether to perform the reverse control CNTr based on whether the engine rotation speed Ne is equal to or higher than a predetermined rotation speed Nef. However, the present invention is not limited to this mode. For example, regardless of whether the engine rotation speed Ne is equal to or higher than a predetermined rotation speed Nef, it may be determined whether to perform the reverse control CNTr. That is, S30 in the flowchart of FIG. 5 does not necessarily have to be executed. Or, it was determined whether to perform the reverse control CNTr based on whether the drive mode MODEdr is a predetermined drive mode MODEdrf. However, the present invention is not limited to this mode. For example, regardless of whether the drive mode MODEdr is a predetermined drive mode MODEdrf, it may be determined whether to perform the reverse control CNTr. That is, S10 in the flowchart of FIG. 5 does not necessarily have to be executed. Or, it was determined whether to perform the reverse control CNTr based on whether drift driving is being executed. However, the present invention is not limited to this mode. For example, regardless of whether drift driving is being executed, it may be determined whether to perform the reverse control CNTr. That is, S20 in the flowchart of FIG. 5 does not necessarily have to be executed. Or, it was determined whether to perform the downshift operation reverse control CNTrdn based on whether the accelerator is on. However, the present invention is not limited to this mode. For example, regardless of whether the accelerator is on, it may be determined whether to perform the downshift operation reverse control CNTrdn. That is, S40 in the flowchart of FIG. 5 does not necessarily have to be executed.

[0079] Further, in the above-described embodiment, when performing the downshift operation reverse control CNTrdn, for example, an operation to the downshift operation position "-" of the shift device 60 may be accepted as an upshift operation. Or, when performing the upshift operation reverse control CNTrup, an operation to the upshift operation position "+" may be accepted as a downshift operation.

[0080] Also, in the above-described embodiment, when performing the down operation reverse control CNTrdn, for example, a kick-down operation on the accelerator pedal may be accepted as an upshift operation. The kick-down operation is a downshift operation performed by turning on a switch provided at a position where the accelerator pedal is depressed further than the full-open position of the accelerator. In this case, the setting of the stepping force required for the kick-down operation may be made higher than in the case where this function is not present.

[0081] Also, in the above-described embodiment, it is assumed that the setting of the reverse control CNTr may not match the driver's preference or intention. For example, it is assumed that the downshift by disabling the "+" and "-" in the paddle switch 52 may not match the driver's preference or intention. Therefore, as a personalized function, for example, it may be possible to enable only the setting of upshift by disabling the "+" and "-" in the paddle switch 52. Or, the predetermined rotational speed Nef for determining the upshift operation assumed speed range Nup or the downshift operation assumed speed range Ndn may be individually adjusted according to the driver's preference. Or, since there is also the driver's personality etc. regarding the operation of the steering wheel 50, the upshift operation assumed steering angle range θswup or the downshift operation assumed steering angle range θswdn may be made changeable by the driver.

[0082] Also, in the above-described embodiment, there may be a case where an automatic upshift is performed to automatically upshift so that the engine rotational speed Ne does not enter the over-rotation region. In this case, there is a possibility that upshifts may be repeatedly performed during the implementation of the reverse control CNTr (particularly the down operation reverse control CNTrdn). Therefore, for a vehicle in which an automatic upshift is performed, from the viewpoint of preventing double upshifts etc., the automatic upshift may be prohibited during the implementation of the reverse control CNTr.

[0083] Note that the above is merely one embodiment, and the present invention can be implemented in various modified and improved forms based on the knowledge of those skilled in the art.

Explanation of Reference Numerals

[0084] 10: Vehicle 12: Engine (power source) 16: Automatic transmission (transmission) 50: Steering wheel 52: Paddle switch (input device) 54: Upshift switch (first input device) 56: Downshift switch (second input device) 80: Electronic control unit (control unit)

Claims

1. A control device for a vehicle, comprising: an input device that receives a first predetermined operation for requesting a first predetermined function and a second predetermined operation for requesting a second predetermined function by a driver; and a steering wheel to which the input device is fixed, wherein when the steering angle of the steering wheel is within a first predetermined steering angle range where a request for the first predetermined function is assumed, the second predetermined operation is received as the first predetermined operation; and when the steering angle is within a second predetermined steering angle range where a request for the second predetermined function is assumed, at least one of receiving the first predetermined operation as the second predetermined operation is included, and the control device for a vehicle is characterized by performing reverse control.

2. The control device for a vehicle according to claim 1, wherein the input device includes a first input device that receives the first predetermined operation and a second input device that receives the second predetermined operation, which are provided at symmetric positions on the left and right in a state where the steering wheel is assembled to the vehicle at a position where the vehicle is in a straight-ahead state.

3. The vehicle further includes a power source and a transmission that transmits the power of the power source, the first predetermined function is an upshift of the transmission, the second predetermined function is a downshift of the transmission, the first predetermined operation is an upshift operation, and the second predetermined operation is a downshift operation, and the control device for a vehicle according to claim 1 or 2 is characterized in that.

4. When the speed of the vehicle or the rotational speed of the power source is within a predetermined high speed range where a request for the upshift is assumed, and the steering angle is within the first predetermined steering angle range, a downshift operation reverse control for receiving the downshift operation as the upshift operation is performed, and the control device for a vehicle according to claim 3 is characterized in that.

5. The control device for a vehicle according to claim 4 is characterized in that the downshift operation reverse control is performed when the accelerator is on, while the downshift operation reverse control is not performed when the accelerator is off.

6. When the speed of the vehicle or the rotational speed of the power source is within a predetermined low speed range where a request for the downshift is assumed, and the steering angle is within the second predetermined steering angle range, an upshift operation reverse control for receiving the upshift operation as the downshift operation is performed, and the control device for a vehicle according to claim 3 is characterized in that.

7. When the driving mode set for the vehicle is a predetermined driving mode suitable for sports driving, the reverse control is performed. On the other hand, when the driving mode is not the predetermined driving mode, the reverse control is not performed. The vehicle control device according to claim 1 or 2, characterized in that.

8. The predetermined driving mode is a drift mode in which driving is performed so that the vehicle can be easily made to skid sideways during turning, or a sports mode in which driving is performed so that power performance is prioritized over energy efficiency. The vehicle control device according to claim 7, characterized in that.

9. When the vehicle is in drift driving, which is a driving in which the vehicle skids sideways during turning, the reverse control is performed. On the other hand, when the vehicle is not in drift driving, the reverse control is not performed. The vehicle control device according to claim 1 or 2, characterized in that.

10. It is determined whether or not the vehicle is in drift driving based on whether or not the direction of the lateral acceleration during turning and the steering direction of the steering wheel are the same direction. The vehicle control device according to claim 9, characterized in that.

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