JP2006096107A - Deceleration control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a deceleration control device of a vehicle capable of suppressing deterioration of travel feeling when it is determined that the deceleration is continuously required for a short period of time. <P>SOLUTION: The deceleration control device of the vehicle operates a braking device 200 generating a braking force at least to the vehicle, and performs the deceleration control of the vehicle so that a target deceleration 604 acts on the vehicle. When it is determined that the deceleration is needed for the vehicle as the determination at a first time point T1, the first target deceleration 604 is obtained. When the deceleration control is performed based on the first target deceleration, the first target deceleration is maintained when it is determined that the deceleration is needed for the vehicle as the determination at a second time point T2, and the deceleration control based on the first target deceleration is performed as the deceleration control after the determination is performed at the second time point. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a deceleration control device for a vehicle, and in particular, a target deceleration is required as a deceleration to be applied to the vehicle, and at least a braking device (brake) is controlled based on the target deceleration. The present invention relates to a deceleration control device for a vehicle that performs deceleration control.

  A technique for performing deceleration control of a vehicle based on a situation ahead of the vehicle such as a curvature radius R of a corner and a road gradient is known.

  In addition, it is known that when the automatic transmission is manually shifted in the direction in which the engine brake is applied, the brake is operated. As such an automatic transmission and brake cooperative control device, there is a technique disclosed in Japanese Patent Laid-Open No. Sho 63-38030 (Patent Document 1).

  In the above-mentioned Patent Document 1, in the case of a manual shift for operating an engine brake in an automatic transmission (A / T), an idle running in a neutral state from the start of the shift until the actual engine brake is activated is described as a brake of the vehicle. Techniques for preventing and activating are disclosed.

  Moreover, it is described in the said patent document 1 as follows. The engine negative torque peak value at the time of shifting determined from the type of shifting and the vehicle speed, etc., from the manual downshift gear shifting command time to the predetermined time or until the engine brake begins to work (the negative torque of the A / T output shaft increases) In response to this, the brake of the vehicle is operated. Since the brake of the vehicle is operated with a braking force corresponding to the negative A / T output shaft torque at the time of manual shift during the manual shift, the braking force is applied to the vehicle according to the magnitude of the engine brake during the manual shift. . A stable braking force is applied to the vehicle from the time when the manual shift is performed to the time when the gear shift is completed, and a highly responsive and stable braking force is obtained during the manual shift. During the neutral state of the automatic transmission, the brake of the vehicle is operated and the engine brake is not suddenly applied, so that the fluctuation of the braking force is reduced.

JP 63-38030 A

  When it is determined that the vehicle needs to be decelerated while the vehicle is running, a target deceleration to be applied to the vehicle is determined, and at least the brake is controlled to provide the deceleration corresponding to the target deceleration. It is considered to be granted to.

  In this case, if it is determined that deceleration is necessary continuously for a short time and the target deceleration changes according to the determination, the deceleration applied to the vehicle changes and the driving feeling is reduced. There's a problem.

  In the above, in particular, it is considered to cooperatively control the transmission and the brake to give the vehicle a deceleration corresponding to the target deceleration by the deceleration due to the transmission and the braking force (deceleration) due to the brake. ing.

  In this case, when it is determined that deceleration is required continuously for a short period of time and continuous downshifts are required, the target deceleration may change, which is applied to the vehicle. There is a problem that the deceleration of the vehicle changes and the driving feeling decreases.

  An object of the present invention is to provide a vehicle deceleration control device capable of suppressing a decrease in travel feeling when it is determined that deceleration is required continuously for a short time.

  A vehicle deceleration control device according to the present invention is a vehicle deceleration control device that performs deceleration control of the vehicle so that a target deceleration acts on the vehicle by operating at least a braking device that generates a braking force on the vehicle. When it is determined that the vehicle needs to be decelerated as a determination at the first time point, the first target deceleration is obtained, and the deceleration control is performed based on the first target deceleration. When it is determined that the vehicle needs to be decelerated as a determination at the second time point, the first target deceleration is maintained and the determination at the second time point is made. As the deceleration control, the deceleration control based on the first target deceleration is performed.

  In the vehicle deceleration control device according to the present invention, instead of updating the target deceleration from the first target deceleration in the deceleration control after the determination at the second time point, The operation time of the braking device is set large.

  In the deceleration control after the determination at the second time point, the first target deceleration is not maintained and the second target deceleration corresponding to the determination at the second time point is updated. The operation time of the braking device is set larger than the operation time of the braking device when the deceleration control based on the second target deceleration is performed. Thereby, at least a part of the insufficient amount of deceleration acting on the vehicle due to the target deceleration not being updated from the first target deceleration can be compensated.

  In the vehicle deceleration control device of the present invention, when it is determined that the vehicle needs to be decelerated as the determination at the second time point, the position of the vehicle is obtained, and based on the position of the vehicle, Whether or not to maintain the first target deceleration is determined as the target deceleration of the deceleration control after the determination at the second time point.

  In the vehicle deceleration control apparatus according to the present invention, when it is determined that the vehicle needs to be decelerated as the determination at the second time point, the second target reduction corresponding to the determination at the second time point is performed. As the target deceleration of the deceleration control after the determination at the second time point is made based on the first target deceleration and the second target deceleration, the first deceleration is determined as the first deceleration. It is characterized in that it is determined whether or not to maintain the target deceleration.

  In the vehicle deceleration control device according to the present invention, the vehicle deceleration control device is configured such that the target deceleration is generated by an operation of the braking device and a shift operation for shifting the transmission of the vehicle to a relatively low speed gear. The vehicle is controlled to decelerate so as to act on the vehicle.

  In the vehicle deceleration control apparatus according to the present invention, the determination that the vehicle needs to be decelerated as the determination at the first time point is made based on the curvature or radius of the first corner in front of the vehicle. The determination that the vehicle needs to be decelerated as the determination at the second time point is made based on the curvature or radius of the second corner through which the vehicle passes after the first corner. It is said.

  According to the vehicle deceleration control device of the present invention, it is possible to suppress a decrease in travel feeling when it is determined that deceleration is necessary continuously for a short time.

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

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 10. The present embodiment relates to a vehicle deceleration control device that performs cooperative control of a brake (braking device) and an automatic transmission. Hereinafter, an example in which the deceleration control is performed based on the size (radius R) of the front corner will be described, but the present embodiment is not limited to the speed reduction control based on the front corner R, and the front corner R The case where deceleration control is performed based on the situation ahead of vehicles other than is included.

  In a vehicle deceleration control device in which deceleration control is performed by cooperative control of a brake and an automatic transmission based on a corner R, as shown in FIG. 12, when a plurality of corners are continuous, Corresponding to each, deceleration control may be performed a plurality of times. In the example of FIG. 12, the automatic transmission is downshifted from the fifth speed to the fourth speed before the first corner, and is downshifted from the fourth speed to the third speed before the second corner.

  In this case, the target deceleration for the cooperative control of the brake and the automatic transmission set before the first corner (the target value of the total deceleration of the deceleration by the brake and the deceleration by the downshift of the automatic transmission) ), However, because it is changed before the second corner, the driver feels a stepped deceleration (shock), and the deceleration feeling is not good.

  Therefore, in the present embodiment, when the automatic transmission and brake cooperative control are performed a plurality of times in succession (while the deceleration control by the Nth cooperative control is being executed, the (N + 1) th cooperative control is performed. When the deceleration control is executed), the target deceleration is not updated and the deceleration (deceleration amount) that is insufficient by not updating the target deceleration is reduced by extending the braking time of the brake. We will secure. Thereby, even when the deceleration control by the cooperative control of the automatic transmission and the brake is continuously performed a plurality of times, a good deceleration characteristic and a deceleration amount can be ensured.

  In particular, for example, in the cooperative control of an automatic transmission and a brake described below, when a downshift is performed, the target deceleration is also changed with the downshift. Therefore, if the control according to this embodiment is not performed, a plurality of corners are continuous, and when a downshift is performed on each of the plurality of corners, the target deceleration corresponds to the downshift. As a result, the driver felt a stepped deceleration.

Note that this embodiment is not only effective for cooperative control of an automatic transmission and a brake having a configuration in which the target deceleration also changes with a downshift as described below, but the control of the automatic transmission and the brake is not effective. Needless to say, the present invention is applicable to general vehicle deceleration control devices.
For example, based on the previous corner R, the target deceleration for the cooperative control of the brake and the automatic transmission (the target value of the total deceleration of the deceleration by the brake and the deceleration by the downshift of the automatic transmission) is determined. The present embodiment is also effective for cooperative control of an automatic transmission and a brake having a configuration in which a gear position (downshift amount) and a brake control amount are determined based on the target deceleration.

  As described in detail below, the configuration of this embodiment includes a transmission capable of changing a gear position or a gear ratio, a corner detection, and downshift control according to a driver's intention to decelerate (for example, accelerator off). It is premised on means for carrying out and means for carrying out braking by braking in cooperation with the downshift control.

  In FIG. 2, reference numeral 10 denotes a stepped automatic transmission, 40 denotes an engine, and 200 denotes a brake device. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration).

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

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

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 122, 123, 90 described above, signals from the switch 117, and signals from the navigation system device 95. The output port 135 is connected to the electromagnetic valve driving units 138a, 138b, 138c and the brake braking force signal line L1 to the brake control circuit 230. A brake braking force signal SG1 is transmitted through the brake braking force signal line L1.

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

  The control circuit 130 includes a brake braking time counter 119 that measures the time for which the brake is continuously operated. The brake braking time counter 119 can be provided as a part of the CPU 131. The brake braking time counter 119 starts measuring time when brake control (step S7 in FIG. 1 described later) is started (step S8).

  The ROM 133 stores a program in which the operations (control steps) shown in the flowcharts of FIGS. 1 and 10 are described in advance, and maps of FIGS. 6 to 9 and shift control operations (not shown). Is stored. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The brake device 200 is controlled by a brake control circuit 230 that receives a brake braking force signal SG1 from the control circuit 130, and brakes the vehicle. The brake device 200 includes a hydraulic control circuit 220 and braking devices 208, 209, 210, and 211 provided on the wheels 204, 205, 206, and 207 of the vehicle, respectively. Each of the braking devices 208, 209, 210, and 211 controls the braking force of the corresponding wheels 204, 205, 206, and 207 when the hydraulic pressure is controlled by the hydraulic control circuit 220. The hydraulic control circuit 220 is controlled by the brake control circuit 230.

  The hydraulic control circuit 220 performs brake control by controlling the braking hydraulic pressure supplied to each braking device 208, 209, 210, 211 based on the brake control signal SG2. The brake control signal SG2 is generated by the brake control circuit 230 based on the brake braking force signal SG1. The brake braking force signal SG1 is output from the control circuit 130 of the automatic transmission 10 and input to the brake control circuit 230. The brake force applied to the vehicle during the brake control is determined by a brake control signal SG2 generated by the brake control circuit 230 based on various data included in the brake braking force signal SG1.

  The brake control circuit 230 is configured by a known microcomputer and includes a CPU 231, a RAM 232, a ROM 233, an input port 234, an output port 235, and a common bus 236. A hydraulic control circuit 220 is connected to the output port 235. The ROM 233 stores an operation for generating the brake control signal SG2 based on various data included in the brake braking force signal SG1. The brake control circuit 230 controls the brake device 200 (brake control) based on each input control condition.

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

  FIG. 4 is a diagram for explaining the necessary deceleration in the deceleration control of the present embodiment. FIG. 4 shows a top view of the road shape including the control execution boundary line Lc, the required deceleration 401, and the corner 501.

  FIG. 5 is a time chart for explaining a part of the deceleration control of the present embodiment, particularly the target deceleration. In FIG. 5, the gear stage command 301 of the automatic transmission 10, the input shaft speed 302 of the automatic transmission 10, the engine braking force (deceleration in the automatic transmission 10, torque of the output shaft 120 c of the automatic transmission 10) 310, a target deceleration 303, a base deceleration 402, a required deceleration correction amount 403, and a maximum target deceleration 404 are shown.

  FIG. 3 is a time chart for explaining the entire deceleration control of the present embodiment. FIG. 3 shows an accelerator opening 601, a gear stage 602, an input shaft speed 603 of the automatic transmission 10, a target deceleration 604, and a deceleration 605 that acts on an actual vehicle.

  In FIG. 4, the vertical axis indicates the vehicle speed, and the horizontal axis indicates the distance, and the corner 501 ahead of the vehicle C exists ahead of the point 502 of B. It is assumed that the accelerator is turned off (the accelerator opening is fully closed) at a location corresponding to the symbol A in FIG. In this place A, it is assumed that the brake is also OFF. This place A is a position separated from the entrance 502 of the corner 501 by a distance L.

[Step S1]
In step S1 of FIG. 1, it is determined whether there is a corner in front of the vehicle. The control circuit 130 determines whether or not there is a corner in front of the vehicle based on information input from the navigation system device 95. As a result of the determination, if it is determined that there is a corner in front of the vehicle, the process proceeds to step S2, and if not, this control flow is returned. Step S1 is performed at time T0 to T1 in FIG.

[Step S2]
In step S2, the necessity of corner control (shift point control) according to the present embodiment is determined (not shown). That is, the control circuit 130 determines whether or not this control is necessary based on, for example, the control execution boundary line Lc. In the determination, in FIG. 4, if it is located above the control execution boundary line Lc in relation to the current vehicle speed and the distance to the entrance 502 of the corner 501, it is determined that this control is necessary, and the control execution boundary line If it is located below Lc, it is determined that this control is unnecessary. As a result of the determination, if it is determined that this control is necessary, the process proceeds to step S3. If it is determined that this control is not necessary, this control flow is returned. Step S2 is performed at time T0 to T1 in FIG.

  The control execution boundary line Lc is based on the relationship between the current vehicle speed and the distance to the entrance 502 of the corner 501, as long as a deceleration exceeding a preset deceleration due to normal braking does not act on the vehicle. , The line corresponding to the range in which the recommended vehicle speed Vreq cannot be reached (the corner 501 cannot turn at the desired turning G). That is, when the vehicle is positioned above the control execution boundary line Lc, in order to reach the recommended vehicle speed Vreq at the entrance 502 of the corner 501, the deceleration exceeding the deceleration due to the normal braking set in advance is increased. It is necessary to act on

  Therefore, when the vehicle is positioned above the control execution boundary line Lc, deceleration control corresponding to the corner R of the present embodiment is executed (step S5, step S6, etc.), and the driver increases the deceleration. Even if there is no brake operation amount or the operation amount is relatively small (even if the foot brake is stepped on only a little), the recommended vehicle speed Vreq can be reached at the entrance 502 of the corner 501. The recommended vehicle speed Vreq will be described in detail below.

  FIG. 6 is a diagram for explaining the control execution boundary line Lc. In the hatched portion of the figure, the deceleration region calculated based on the recommended vehicle speed Vreq determined from the radius of curvature R of the corner 501 of the road in the vehicle traveling direction is shown. This deceleration region is provided at a position on the high vehicle speed side and on the side where the distance L from the corner is small, and the control execution boundary line Lc indicating the boundary of the deceleration region increases as the radius of curvature R of the corner 501 increases. It is set to be moved to the side and the side approaching the corner 501. When the actual vehicle speed V of the vehicle traveling in front of the corner area exceeds the control execution boundary line Lc of FIG. 6, the deceleration control corresponding to the corner R of the present embodiment is executed.

  As the control execution boundary line Lc of the present embodiment, a control execution boundary line used for shift point control corresponding to a conventional general corner R can be applied as it is. The control execution boundary line Lc is created by the control circuit 130 based on data indicating the distance from the corner R 501 to the corner 501 input from the navigation system device 95.

  In the present embodiment, in FIG. 4, the place corresponding to the symbol A where the accelerator opening 601 (see FIG. 3) is zero is located above the control execution boundary line Lc, so it is determined that this control is necessary. Then, the process proceeds to step S3. In the above description, the example in which the presence / absence of execution of the deceleration control corresponding to the corner R of the present embodiment is determined using the control execution boundary line Lc has been described. However, based on other than the control execution boundary line Lc. Whether or not the deceleration control corresponding to the corner R of the present embodiment is executed can be determined.

[Step S3]
In step S3, the control circuit 130 determines whether or not there is a downshift output for corner control. For the determination in step S3, the downshift determination map shown in FIG. 7 is used. FIG. 7 shows a downshift in corner control based on the radius (or curvature) R of the corner 501 and the road gradient θ _R of the place A (steps S1-Y, S2-Y) where the accelerator is OFF and the brake is OFF. The previous gear stage is determined.

FIG. 7 shows a downshift having a plurality of types of regions corresponding to driving operations in a two-dimensional coordinate system with a horizontal axis representing the radius of curvature R of a curved road ahead of the vehicle and a vertical axis representing the gradient θ _R of the road surface. It is a judgment map. In the downshift determination map, the first downshift area A _1, a second downshift area A _2, a non-downshift area A ₃ is provided. In the downshift determination map, the engine braking force during uphill driving or downhill is much higher than in the case of automatic shift control using a shift diagram that is normally used (except when shift point control is performed). It is set to be obtained.

The first downshift region A ₁ is a road surface that requires a relatively large climbing driving force (engine braking force when descending) (the curvature radius R is small) and the road surface inclination θ _R is tight (large). Or corresponding to a straight downhill road having a relatively large gradient θ _R requiring a relatively large engine brake, and a point indicating the curvature radius R and the road surface inclination θ _R is in the region A ₁ The shift to the third gear is determined.

In the second downshift region A ₂ , the road curve that requires a moderate uphill driving force (engine braking force when downhill) is moderate (curvature radius R is medium), and the road surface inclination θ _R is also medium. Or a relatively small climbing drive force (engine braking force when descending), the road curve is gentle (the radius of curvature R is relatively large) and the road slope θ _R is also relatively gentle (small). If the point indicating the radius of curvature R and the road surface inclination θ _R is within the area A ₂ , the shift to the fourth gear is determined.

Non downshift area A ₃ is a counterpart to the straight uphill or loose downhill without requiring an increase in engine braking force, the radius of curvature R and the road surface inclination θ that indicates the _R is the area A ₃ If it is within, the downshift is not determined regardless of the driving operation state.

  Suppose now that corner R of corner 501 is an intermediate medium corner and location A is a gentle downhill. In this case, the downshift determination map of FIG. 7 indicates that the fourth speed is the optimum gear position. In step S3, the optimal shift speed determined in the downshift determination map is compared with the current shift speed to determine whether the current shift speed is higher than the optimal shift speed. Is done. If the result of this determination is that the current shift speed is higher than the optimal shift speed, it is determined that there is a downshift output for corner control (step S3-Y), and the routine proceeds to step S4. On the other hand, if the current gear is not higher than the optimum gear, it is determined that there is no downshift output for corner control (step S3-N), and this control flow is returned.

  In this example, if the current gear position at location A in FIG. 4 is the fifth speed, it is determined in step S3 that there is a downshift output to the fourth speed. In this case, as will be described later in step S6, a downshift command 301 to the fourth speed (FIG. 5) is output at the time T1 in FIG. 3 (time T00 in FIG. 5). Step S3 is performed at time T0 to T1 in FIG.

[Step S4]
In step S4, the control circuit 130 obtains a target deceleration (see reference numeral 303 in FIG. 5 and reference numeral 604 in FIG. 3). The target deceleration 303 (604) is obtained according to the flowchart shown in FIG. Hereinafter, a method of calculating the target deceleration 303 (604) will be described with reference to FIG. Step S4 is performed at time T0 to T1 in FIG.

[Step S101]
In step S <b> 101 of FIG. 10, the base deceleration 402 is obtained by the control circuit 130. For the determination in step S101, the base deceleration map shown in FIG. 10 is used. The base deceleration map in FIG. 10 is determined by the shift speed (variation type) of the shift destination and the vehicle speed (corresponding to the rotational speed NO of the output shaft 120c of the automatic transmission 10). The maximum value of the speed is determined as the base deceleration 402. As shown in FIG. 5, the base deceleration 402 is the same as the maximum value of the engine braking force 310 (the engine braking force 310 at the time T20 when the shift is completed).

  In this example, if the downshift is from the fifth speed to the fourth speed, and the rotational speed NO of the output shaft 120c of the automatic transmission 10 is 2000 rpm, the base deceleration 402 is −0.06G. Following step S101, step S102 is performed.

[Step S102]
In step S102, the control circuit 130 obtains the necessary deceleration correction amount 403. For the determination in step S102, the necessary deceleration correction amount map shown in FIG. 9 is used. In the necessary deceleration correction amount map of FIG. 9, a necessary deceleration correction amount 403 determined from the necessary deceleration 401 and the vehicle speed (corresponding to the rotational speed NO of the output shaft 120c of the automatic transmission 10) is defined.

First, the necessary deceleration 401 will be described.
As shown in FIG. 4, the necessary deceleration 401 is necessary to turn the other corner 501 at a predetermined desired turning G (in order to enter the corner 501 at a desired recommended vehicle speed Vreq). It is the deceleration that is taken. That is, the inclination of the vehicle speed trajectory for entering the corner 501 at a desired recommended vehicle speed Vreq. The recommended vehicle speed Vreq is a value corresponding to the radius (or curvature) R of the corner 501. In order to decelerate from the vehicle speed at the current location A to the recommended vehicle speed Vreq required at the entrance 502 of the corner 501, deceleration as indicated by the necessary deceleration 401 in FIG. 4 is required. The closer the location where the accelerator is fully closed and the brake is OFF is closer to the entrance 502 of the corner 501, the greater the required deceleration 401 becomes.

  The control circuit 130 calculates the necessary deceleration 401 based on the current vehicle speed input from the vehicle speed sensor 122, the distance L from the current position to the entrance 502 of the corner 501 and the R of the corner 501 input from the navigation system device 95. calculate. Hereinafter, how to obtain the required deceleration 401 will be described.

When the required deceleration 401 is obtained, first, (1) the recommended vehicle speed Vreq at the entrance 502 of the corner 501 is obtained, and then (2) the necessary deceleration 401 is obtained.
In the following, description will be made by dividing into items (1) and (2).

(1) Calculation of recommended vehicle speed Vreq The recommended vehicle speed Vreq is obtained from the following equation [1].
Vreq = √ (G × 9.8 × R) [1]
Here, G: lateral turning G during cornering, R: radius of corner.

Hereinafter, the above equation [1] is derived.
α = V × ω = R × ω ² = V ² /R...[2] (from constant velocity circular motion equation)
Here, α: acceleration, ω: angular velocity, V: velocity, and R: radius.
From the above equation [2],
V = √ (α × R) Since α = G × 9.8 (9.8: gravity acceleration)
V = √ (G × 9.8 × R)

(2) Calculation of Necessary Deceleration 401 If the required deceleration 401 is Greq, Greq is obtained from the following equation [3].
Greq = (V ² −Vreq ² ) / (2 × L × 9.8) ... [3]
Where V: current vehicle speed (when accelerator is OFF), L: distance from corner

Hereinafter, the above equation [3] is derived.
V ₁ = V ₀ + α × t ... [4] (from the equation of constant acceleration motion)
_{L = V 0 × t + 1} /2 × α × t 2 ... [5] ( the equation of uniformly accelerated motion)
Here, V ₀ : initial speed, V ₁ : speed after t seconds, α: acceleration, t: time, L: moving distance.
From the above equation [4], t = (V ₁ −V ₀ ) / α... [6]
Substituting the above equation [6] into the above equation [5] L = V ₀ × (V ₁ −V ₀ ) / α + α × (V ₁ −V ₀ ) ² / (2 × α ² )
L = (V ₁ ² −V ₀ ² ) / (2 × α)
α = (V ₁ ² −V ₀ ² ) / (2 × L)
α is converted to G G = (V ₁ ² −V ₀ ² ) / (2 × L × 9.8)

  When the required deceleration 401 is obtained as described above, next, as shown in FIG. 9, from the necessary deceleration 401 and the vehicle speed (corresponding to the rotational speed NO of the output shaft 120c of the automatic transmission 10). A necessary deceleration correction amount 403 is obtained. From the above equation [3], it is shown that the required deceleration 401 (Greq) increases when the distance L to the corner is small, and FIG. 9 shows that the required deceleration correction amount 403 increases as the required deceleration 401 increases. It has been shown to grow.

  Note that the value of G (turning lateral G) in the above equation [1] can be variably set.

  In this example, if the required deceleration 401 is 0.5 G and the rotational speed NO of the output shaft 120 c of the automatic transmission 10 is 2000 rpm, the required deceleration correction amount 403 is −0.005 G. Following step S102, step S103 is performed.

  Here, the necessary deceleration correction amount 403 is not a value obtained from theory, but is a suitable value that can be appropriately set from various conditions. That is, for example, in a sports car, a relatively large deceleration is preferred when decelerating, so the value of the necessary deceleration correction amount 403 can be set to a large value. Even in the same vehicle, the value of the necessary deceleration correction amount 403 can be variably controlled according to the gear position. The vehicle responsiveness to the driver's operation is improved, the so-called sport mode intended for sharp vehicle driving, and the vehicle's responsiveness to the driver's operation is relaxed, so that the vehicle travels with low fuel consumption. For vehicles that can select the so-called luxury mode or economy mode (normal mode) and the so-called snow mode that is intended to drive the vehicle on a low-μ road such as a snowy road, the necessary reduction is required when the sport mode is selected. The speed correction amount 403 is set to a larger value than that in the luxury mode or the economy mode. When the snow mode is selected, the required deceleration correction amount 403 is set to a value smaller than that in the luxury mode or the economy mode. The selection of these modes may be performed manually by the driver or may be automatically selected on the vehicle side.

[Step S103]
In step S103, the control circuit 130 obtains the maximum target deceleration 404. The maximum target deceleration 404 is obtained as the sum of the base deceleration 402 obtained in step S101 and the necessary deceleration correction amount 403 obtained in step S102. In this example, the base deceleration 402 is -0.06G, and the required deceleration correction amount 403 is -0.005G, so the maximum target deceleration 404 is -0.065G. Following step S103, step S104 is performed.

[Step S104]
In step S <b> 104, the control circuit 130 sets the target deceleration 303 so as to decrease to a maximum target deceleration 404 with a predetermined gradient (start sweep). The gradient of the start sweep of the target deceleration 303 gradually increases the deceleration in order to suppress shock / uncomfortable feeling due to sudden braking. The gradient is approximately equal to the time when the engine braking force 310 reaches the base deceleration 402 or a time slightly before the time when the engine braking force 310 reaches the base deceleration 402. It is preferably set to reach the maximum target deceleration 404.

  The predetermined gradient can be changed based on the return speed of the accelerator at the start of the present control (immediately before the place corresponding to the symbol A in FIG. 4) and the opening before the accelerator is returned. For example, when the accelerator return speed or the opening before returning the accelerator is large, the gradient can be increased. Further, for example, when the road surface friction coefficient μ is low, the gradient can be reduced. It can also be changed according to the vehicle speed, and can be increased as the vehicle speed increases.

  When the target deceleration 303 (604) is obtained in steps S101 to S104 (step S4), step S5 in FIG. 1 is performed next.

[Step S5]
In step S5 of FIG. 1, the control circuit 130 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal from the throttle opening sensor 114. If it is determined as a result of step S5 that the accelerator is in an OFF state, the process proceeds to step S6. If the accelerator is fully closed (step S5-Y), it is determined that the driver intends to decelerate. On the other hand, if it is not determined that the accelerator is in the OFF state, this control flow is returned. In FIG. 3, the accelerator opening is set to zero (fully closed) at the time T1 and at the position indicated by the symbol A in FIG.

[Step S6]
In step S <b> 6, the control circuit 130 performs a downshift (shift control) of the automatic transmission 10. In FIG. 3, the downshift of the automatic transmission 10 is performed at the time T1, in FIG. 4 at the position A, and in FIG. 5 at the time T00.

  In step S6, a shift command (downshift command 301) to the gear position (fourth speed in this example) determined in step S3 as described above is output. That is, the downshift command 301 is output from the CPU 131 of the control circuit 130 to the solenoid valve driving units 138a to 138c. In response to the downshift command 301, the solenoid valve driving units 138a to 138c energize or de-energize the solenoid valves 121a to 121c. As a result, in the automatic transmission 10, a shift designated by the downshift command 301 is executed.

  The downshift command 301 is output by the control circuit 130 at a location (time T1 in FIG. 3 and time T00 in FIG. 7) corresponding to the symbol A in FIG. 4 where it is detected that the accelerator is OFF. Here, as shown in FIG. 5, a predetermined time ta is required from when the downshift command 301 is output until the gear shifting is actually (substantially) started. The shift is started from time T10 after the lapse of time, and the engine braking force 310 starts to act on the vehicle. In the above, the time ta from the time T00 at which the downshift command 301 is output to the time T10 at which the shift is actually started is the type of shift (for example, 4th speed → 3rd speed, 3rd speed → 2nd speed, etc. , Based on the combination of the shift stage before the shift and the shift stage after the shift). Further, when the downshift is actually started from time T10, the input shaft rotation speed 302 (corresponding to reference numeral 603 in FIG. 3) of the automatic transmission 10 is increased.

[Step S7]
In step S7, the brake device 200 is adjusted so that the actual deceleration acting on the vehicle (reference numeral 605 in FIG. 3 and reference numeral 304 in FIG. 5) becomes the target deceleration (reference numeral 604 in FIG. 3 and reference numeral 303 in FIG. 5). Feedback control is executed by the brake control circuit 230. The feedback control of the brake device 200 is started when the downshift command 301 is output (T1 in FIG. 3 and T00 in FIG. 5).

  That is, a signal indicating the target deceleration (reference numeral 604 in FIG. 3 and reference numeral 303 in FIG. 5) from the time point (T1 in FIG. 3 and T00 in FIG. 5) is a brake braking force signal SG1 from the control circuit 130. It is output to the brake control circuit 230 via the braking force signal line L1. The brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220.

  The hydraulic control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, thereby generating a braking force as instructed in the brake control signal SG2.

  In the feedback control of the brake device 200 in step S7, the target value is the target deceleration (reference numeral 604 in FIG. 3, reference numeral 303 in FIG. 5), and the control amount is the actual deceleration of the vehicle (reference numeral 605 in FIG. 3, FIG. 5). 304), the control object is a brake (braking devices 208, 209, 210, 211), the operation amount is a brake control amount (not shown), and the disturbance is mainly reduced by the shift of the automatic transmission 10. Speed 310 (FIG. 5). The actual deceleration of the vehicle (reference numeral 605 in FIG. 3 and reference numeral 304 in FIG. 5) is detected by the acceleration sensor 90.

  That is, in the brake device 200, the brake braking force is set so that the actual deceleration of the vehicle (reference numeral 605 in FIG. 3 and reference numeral 304 in FIG. 5) becomes the target deceleration (reference numeral 604 in FIG. 3 and reference numeral 303 in FIG. 5). (Brake control amount) is controlled. That is, the brake control amount causes a deceleration that is insufficient for the deceleration 310 due to the shift of the automatic transmission 10 when the target deceleration (reference numeral 604 in FIG. 3 and reference numeral 303 in FIG. 5) is generated in the vehicle. Is set as follows.

  In the example of FIG. 5, the deceleration 310 by the automatic transmission 10 is zero from the time T00 when the downshift command 301 is output to the time T10 when the shift of the automatic transmission 10 is actually started. The brake control amount is such that all of the target deceleration 303 is generated. The shift of the automatic transmission 10 is started from time T10, and the brake control amount decreases as the deceleration 310 by the automatic transmission 10 increases. Following step S7, step S8 is performed.

[Step S8]
In step S8, the control circuit 130 starts counting (counting) the brake braking time counter 119. At the point of time when the brake control is started (T1 in FIG. 3 and T00 in FIG. 5) described in step S7, timing by the brake braking time counter 119 is started. Following step S8, step S9 is performed.

[Step S9]
In step S9, the control circuit 130 determines whether or not the accelerator is on or the brake is on. In step S9, the accelerator being in an ON state means that the accelerator is not in an OFF state (fully closed), and the determination is performed by the same method as in step S5. Further, the brake being in an ON state means that the brake is in an ON state due to an operation of a brake pedal (not shown) by the driver, and the brake sensor input via the brake control circuit 230 It is determined based on the output of (not shown).

  As a result of the determination in step S9, when it is determined that the accelerator is ON or the brake is ON (step S9-Y), the process proceeds to step S11. On the other hand, when it is determined that the accelerator is not in an ON state and the brake is not in an ON state (step S9-N), the process proceeds to step S10.

[Step S10]
In step S10, the control circuit 130 determines whether or not the time counted by the brake braking time counter 119 is larger than a predetermined value (hereinafter, this may be referred to as a first predetermined value). The As a result of the determination, if the time counted by the brake braking time counter 119 is larger than the first predetermined value (step S10-Y), the process proceeds to step S11, and if not (step S10-N), Proceed to step S14.

[Step S11]
In step S11, the control circuit 130 ends the brake control. In step S11, the brake control started in step S7 is terminated.

  At the end of the brake control, the control circuit 130 sets the target decelerations 604 and 303 so as to increase at a predetermined gradient (end sweep). The feedback control of the brake device 200 started in step S7 is performed so that the actual decelerations 605 and 304 match the target decelerations 604 and 303. Thereby, the shock accompanying the completion | finish of brake control is suppressed to the minimum. In the example of FIG. 3, the brake control is terminated when the target deceleration 604 indicated by the solid line becomes zero. Following step S11, step S12 is performed.

[Step S12]
In step S12, it is determined whether or not the vehicle has passed the corner exit. The control circuit 130 determines whether or not the vehicle has passed through the corner exit based on information input from the navigation system device 95. As a result of the determination, if it is determined that the vehicle has passed the corner exit, the process proceeds to step S13, and if not, step S12 is repeatedly performed.

[Step S13]
In step S13, the control circuit 130 terminates the deceleration control according to the present embodiment. As a result, a shift according to the normal shift map is performed, and as a result, the automatic transmission 10 is often upshifted. Following step S13, the control flow ends.

[Step S14]
In step S14, it is determined whether there is a new corner in front of the vehicle. The control circuit 130 determines whether or not there is a new corner in front of the vehicle based on the information input from the navigation system device 95 as in step S1. As a result of the determination, if it is determined that there is a new corner ahead of the vehicle, the process proceeds to step S15, and if not, the process proceeds to step S10. Step S14 is performed at time T1 to T2 in FIG.

[Step S15]
In step S15, it is determined whether corner control (shift point control) according to the present embodiment is necessary (not shown). That is, as in step S2, the control circuit 130 determines whether this control is necessary based on, for example, the control execution boundary line Lc. As a result of the determination, if it is determined that this control is necessary, the process proceeds to step S16, and if it is determined that this control is not necessary, the process proceeds to step S10. Step S15 is performed at time T1 to T2 in FIG.

[Step S16]
In step S <b> 16, the control circuit 130 determines whether there is a corner control downshift output. As a result of the determination, if it is determined that there is a downshift output (step S16-Y), the process proceeds to step S17, and if not (step S16-N), the process proceeds to step S10. For the determination in step S16, the downshift determination map shown in FIG. 7 is used as in step S3. In this example, in step S16, it is determined that there is a downshift output to the third speed. Step S16 is performed at time T1 to T2 in FIG.

[Step S17]
In step S <b> 17, the control circuit 130 performs a downshift of the automatic transmission 10. In FIG. 3, a downshift from the fourth speed to the third speed is performed at time T2. In this case, a downshift command to the third speed is output at time T2 in FIG. Following step S17, step S18 is performed.

[Step S18]
In step S18, the target deceleration obtained in step S4 is not updated by the control circuit 130. That is, even if a new corner is detected (step S14-Y) and downshifting is performed corresponding to the corner (step S17), the target deceleration is the target deceleration before the new corner is detected. It is not updated from the speed (step S4) (step S18). Following step S18, step S19 is performed.

  Conventionally, when a new corner is detected (corresponding to step S14-Y) and a downshift from the 4th speed to the 3rd speed is performed corresponding to the corner (corresponding to step S17), FIG. As indicated by reference numeral 604a, it is considered that the target deceleration (the sum of the deceleration by the automatic transmission 10 and the deceleration by the brake device 200) is also increased, and based on the target deceleration 604a. Thus, since the feedback control of the brake device 200 is performed, the actual deceleration 605a acting on the vehicle also changes so as to increase. As a result, the driver feels a stepped deceleration and has a problem that the feeling of deceleration is not good.

  On the other hand, in this embodiment, the target deceleration 604 is not updated after T2 in FIG. 3 (step S18). Even if a new corner is detected (step S14-Y) and a downshift is performed corresponding to the corner (step S17), the deceleration acting on the entire vehicle (deceleration by the automatic transmission 10 and the brake device 200). The target deceleration 604 corresponding to the sum of the decelerations due to is not changed. By performing deceleration control (feedback control of the brake device 200) based on the target deceleration 604 that has not changed before the detection of a new corner (step S14-Y), the actual deceleration 605 acting on the vehicle is theoretically The above does not change from before the detection of a new corner (step S14-Y) and is kept constant. Thereby, the driver can suppress the deterioration of the deceleration feeling without feeling the stepped feeling of the deceleration.

[Step S19]
In step S19, the control circuit 130 resets the brake braking time counter 119. Step S19 is performed at time T2 in FIG. In step S19, a new corner is detected (step S14-Y), and it is found that the predetermined deceleration (deceleration amount) corresponding to the corner is necessary (step S16-Y). In order to ensure (set) the braking time according to 200, the brake braking time counter 119 is reset. Following step S19, step S20 is performed.

[Step S20]
In step S20, the control circuit 130 changes the predetermined value (step S10) of the brake braking time counter 119 to be larger than the original predetermined value (the first predetermined value). That is, if the new corner is detected (step S14-Y) and it is determined that a new downshift is necessary (step S16-Y), the predetermined value (step S10) is determined in that case (step S10-Y). The value is changed to a value larger than the original predetermined value (the first predetermined value) other than S16-Y).

  Thus, when a new corner is detected (step S14-Y) and it is determined that a new downshift is necessary (step S16-Y), in other cases (step S16-Y) In comparison, the braking time of the brake device 200 becomes longer (see step S10 and step S11). Step S20 is performed at time T2 in FIG.

  As described in step S18 above, a new corner is detected (step S14), and when traveling in the new corner, it is determined that a new downshift is necessary (step S16-Y). Although the predetermined deceleration (deceleration amount) is originally required, the target deceleration 604 is not updated in this embodiment (step S18). Therefore, in Step S19 and Step S20, the necessary deceleration is achieved by increasing the braking time of the brake device 200 (the time during which the deceleration by the brake device 200 is applied) for the shortage of the deceleration (deceleration amount). The amount is to be secured.

  Conventionally, as described above, when a new corner is detected and the automatic transmission is downshifted corresponding to the detected corner, it is considered that the target deceleration 604a is also changed to be larger. Has been. In that case, it is considered that the brake braking time counter is reset when it is determined that a downshift corresponding to the new corner is necessary, as in step S19, and after the reset, The original predetermined value (the first predetermined value, that is, the predetermined value when a new corner is not detected, or when a new corner is detected but a downshift corresponding to the corner is not performed) is counted. It is considered that the brake is operated until it is released. That is, conventionally, it has not been studied to change the predetermined value to be larger than the first predetermined value as in the present embodiment. In this case, the operation of the brake is terminated when the target deceleration 604a indicated by the broken line becomes zero.

  On the other hand, in the present embodiment, as shown in step S20, after the brake braking time counter 119 is reset, the predetermined value becomes larger than the original value (the first predetermined value). The operation of the brake device 200 is continued until the changed predetermined value (hereinafter, also referred to as a second predetermined value) is counted. That is, in the present embodiment, the operation of the brake device 200 is continued until the target deceleration 604 indicated by the solid line becomes zero.

  Conventionally, after T2 when a new corner is detected, the target deceleration 604a is changed (updated) to a large value corresponding to the new corner (downshift with respect to the new corner), and the original predetermined value is set. The brake is operated for the time of (the first predetermined value). Conventionally, unlike the present embodiment, since the target deceleration 604a is changed to a large value, the area corresponding to the increase in the target deceleration 604a corresponds to the area of the area indicated by the right-up hatching in FIG. Deceleration (deceleration amount) acts on the vehicle.

  On the other hand, in the present embodiment, the target deceleration 604 is changed (updated) to a large value corresponding to the new corner (downshift with respect to) after the time point T2 when the new corner is detected. Instead, the brake device 200 is operated for the time of the second predetermined value changed to a value larger than the first predetermined value. Accordingly, in the present embodiment, unlike the conventional case, the brake braking time is extended, so that the deceleration corresponding to the area of the area indicated by the right-down hatching in FIG. 3 corresponds to the extension of the brake braking time. (Deceleration amount) acts on the vehicle. A time corresponding to the difference between the first predetermined value and the second predetermined value is indicated by a symbol tx.

  In this embodiment, even when deceleration control is performed on a new corner (step S16-Y), the target deceleration 604 is not updated in order to obtain a good deceleration feeling. The amount of deceleration that is insufficient is ensured by extending the braking time. Therefore, the extension time of the brake braking time (increase of the second predetermined value from the first predetermined value) is such that the area of the area indicated by the right-down hatching in FIG. The area is preferably set to be equal to the area of the area indicated by hatching.

In step S20, the second predetermined value can be obtained by adding an added value to the first predetermined value. Alternatively, the second predetermined value can be obtained by the following equation.
The second predetermined value = (target deceleration obtained in step S4 × the first predetermined value) / (when the new corner is a single corner, the single new corner) Target deceleration required for).

  Following step S20, step S10 is performed. Brake control is continued until the brake braking time counter 119 counts the second predetermined value (steps S10 and S11). As a result, during deceleration control for a new corner, the target deceleration 604 is not updated, and a sufficient amount of deceleration can be secured.

  In addition, as shown in FIG. 3, in the method of the present embodiment in which the required deceleration amount is obtained by extending the brake braking time instead of updating the target deceleration 604, the target deceleration 604a is updated. It takes a longer time to obtain the required amount of deceleration compared to (the time when the necessary amount of deceleration is obtained is later). However, it is considered that the delay in the time is often not a problem (originally, a margin is secured at the deceleration end point in the deceleration control, so there is no problem even if the delay is within the margin range). ) The merit is greater than the conventional case where a stepped feeling is generated in the deceleration. The problem of the time delay can be solved, for example, by the following second embodiment.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIG.
In the second embodiment, the description of the parts common to the first embodiment is omitted.

  In FIG. 11, Steps S1 to S16 are the same as Steps S1 to S16 of FIG. 1 of the first embodiment, and thus description thereof is omitted. In addition, the target deceleration calculated | required by FIG.11 S4 is calculated | required as 1st target deceleration G1.

[Step S17]
In step S17, when a new corner is detected (step S14) and it is determined that a downshift is required for the new corner (step S16-Y), the target deceleration for the new corner is determined. It is obtained as the second target deceleration G2. The method for obtaining the second target deceleration G2 is the same as the method for obtaining Step S4 (Step S4 in FIG. 1). Following step S17, step S18 is performed.

[Step S18]
In step S18, as in step S17 of FIG. 1 described above, the downshift is performed on the gear position (step S16-Y) determined to require a new downshift. Following step S18, step S19 is performed.

[Step S19]
In step S19, the control circuit 130 determines whether or not the distance to the new corner entrance detected in step S14 is smaller than a preset predetermined value, that is, the current vehicle position is the new corner entrance. It is determined whether it is close to. The control circuit 130 performs the determination in step S19 based on the information obtained from the navigation system device 95. As a result of the determination, if it is determined that the current vehicle position is close to the entrance of the new corner, the process proceeds to step S24, and if not, the process proceeds to step S20.

[Step S20]
In step S20, the control circuit 130 determines whether or not the difference obtained by subtracting the first target deceleration G1 from the second target deceleration G2 is smaller than a predetermined value set in advance. As a result of the determination, if the difference obtained by subtracting the first target deceleration G1 from the second target deceleration G2 is smaller than a predetermined value set in advance, the process proceeds to step S21; otherwise, the process proceeds to step S24. Proceed to That is, when the second target deceleration G2 is smaller than the first target deceleration G1 (the deceleration is large), the process proceeds to step S21. On the other hand, if the second target deceleration G2 and the first target deceleration G1 are approximately the same, or if the first target deceleration G1 is larger than the second target deceleration G2, a step is performed. Proceed to S24.

[Step S21] to [Step S23]
Steps S21 to S23 are the same as steps S18 to S20 in FIG. 1 of the first embodiment, and a description thereof will be omitted. In step S21, the target deceleration remains the first target deceleration G1, and is not updated to the second target deceleration G2.
After step S23, the process proceeds to step S9.

[Step S24]
In step S24, the control circuit 130 updates the target deceleration from the first target deceleration G1 to the second target deceleration G2. For example, in FIG. 3, this update corresponds to an update from the target deceleration 604 to the target deceleration 604a at time T2. That is, the brake feedback control in step S7 is performed based on the target deceleration G2 for the new corner detected in step S14. Thereby, compared with the case of the said 1st Embodiment, the required deceleration amount can be ensured earlier.

  When the current vehicle position is close to the entrance of a new corner (step S19-Y), it is desirable to secure the necessary deceleration amount earlier (step S24). Further, if the second target deceleration G2 and the first target deceleration G1 are substantially the same, or if the first target deceleration G1 is larger than the second target deceleration G2 (step S20-N) Even if the target deceleration is updated, the stepped feeling of the deceleration does not matter so much, so the target deceleration is updated (step S24). Following step S24, step S25 is performed.

[Step S25]
In step S25, the brake braking time counter 119 is reset. Following step S25, step S9 is performed. Unlike the first embodiment, after the step S25, the predetermined value of the brake braking time counter 119 is not changed from the first predetermined value to the second predetermined value. The braking operation by the brake is performed only for the time (that is, without being particularly extended). Since the target deceleration is updated to the second target deceleration by step S24, it is not necessary to extend the brake braking time.

  According to 2nd Embodiment, in addition to the said 1st Embodiment, there can exist the following effects.

  In the first embodiment, there is a problem in that when the deceleration control is performed on a new corner, the time at which a necessary deceleration amount is obtained is delayed instead of giving a stepped feeling of deceleration. In the second embodiment, when such a delay in timing is likely to be a relatively large problem (step S19-Y), the target deceleration can be updated to ensure the necessary deceleration amount earlier. It has become.

  In the second embodiment, whether or not the target deceleration should be updated is determined based on the magnitude relationship between the second target deceleration G2 for the new corner and the first target deceleration G1 of the previous corner. In addition, it is possible to obtain a good balance between suppressing the driver from having a relatively large stepped feeling of deceleration and securing the necessary deceleration earlier.

(Third embodiment)
The first embodiment relates to a vehicle deceleration control device that performs cooperative control of the brake (braking device) 200 and the automatic transmission 10, whereas the third embodiment controls the shift control of the automatic transmission 10. The present invention relates to a vehicle deceleration control device that performs deceleration control independently of a brake (braking device) 200 without using the.

  In the third embodiment, the target deceleration (the target value of the deceleration by the brake device 200 alone) can be obtained based on the necessary deceleration 401, for example. When a new corner is detected (corresponding to step S14-Y in FIG. 1) while the brake control based on the target deceleration is being performed (corresponding to step S10-N in FIG. 1), the target The deceleration is not updated (corresponding to step S18 in FIG. 1), but can be dealt with by increasing the brake braking time (corresponding to step S20 in FIG. 1).

  According to the third embodiment, in a vehicle deceleration control device in which deceleration control is performed by a brake alone, when it is determined that deceleration is necessary continuously, the target deceleration is not updated, Deceleration (deceleration amount) that is insufficient because the target deceleration is not updated can be dealt with by extending the time for brake control. As a result, the driver is prevented from feeling a stepped feeling of deceleration.

  The brake control in each of the above embodiments may be performed by using a braking device that generates braking force on the vehicle, such as a regenerative brake or an exhaust brake by an MG device provided in the power train system, instead of the brake. Is possible. Further, in the above description, the deceleration indicating the amount that the vehicle should decelerate has been described using the deceleration acceleration (G), but it is also possible to control based on the deceleration torque.

It is a flowchart which shows operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a schematic block diagram of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a time chart which shows operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure for demonstrating the required deceleration of the 1st Embodiment of the deceleration control apparatus of the vehicle of this invention, a recommended vehicle speed, and a control implementation boundary line. It is a figure for demonstrating the target deceleration of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure for demonstrating the control implementation boundary line in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a downshift determination map in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the deceleration which arises in each gear stage of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the correction amount of the deceleration correct | amended according to required deceleration in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 3 is a flowchart showing an operation of calculating a target deceleration in the first embodiment of the vehicle deceleration control device of the present invention. It is a flowchart which shows operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure showing a plurality of continuous corners.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 114 Throttle opening sensor 116 Engine speed sensor 118 Road gradient measurement and estimation part 119 Brake braking time counter 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
200 Brake device 230 Brake control circuit 301 Downshift command 302 Input shaft speed 303 Target deceleration 304 Actual deceleration 310 Engine brake force 401 Necessary deceleration 402 Base deceleration 403 Necessary deceleration correction amount 404 Maximum target deceleration 501 Corner 502 Inlet 601 Accelerator opening 602 Shift stage 603 Automatic transmission input shaft speed 604 Target deceleration 605 Deceleration acting on actual vehicle L Distance to corner Lc Control execution boundary line L1 Brake braking force signal line SG1 Brake braking force signal SG2 Brake control signal

Claims (6)

A vehicle deceleration control device that operates a deceleration device that generates at least a braking force on a vehicle and performs deceleration control of the vehicle so that a target deceleration acts on the vehicle,
When it is determined that the vehicle needs to be decelerated as a determination at the first time point, the first target deceleration is obtained,
When it is determined that the vehicle needs to be decelerated as a determination at the second time point when the deceleration control is performed based on the first target deceleration, the first target deceleration Is maintained,
A deceleration control device for a vehicle, wherein deceleration control based on the first target deceleration is performed as the deceleration control after the determination at the second time point. The vehicle deceleration control device according to claim 1,
In the deceleration control after the determination at the second time point, instead of updating the target deceleration from the first target deceleration, the operating time of the braking device is set large. A vehicle deceleration control device characterized by the above. The vehicle deceleration control device according to claim 1 or 2,
When it is determined that the vehicle needs deceleration as the determination at the second time point, the position of the vehicle is obtained,
Based on the position of the vehicle, it is determined whether or not to maintain the first target deceleration as the target deceleration of the deceleration control after the determination at the second time point. A vehicle deceleration control device characterized by the above. The vehicle deceleration control device according to any one of claims 1 to 3,
When it is determined that the vehicle needs to be decelerated as a determination at the second time point, a second target deceleration corresponding to the determination at the second time point is obtained,
Based on the first target deceleration and the second target deceleration, the first target deceleration is used as the target deceleration of the deceleration control after the determination at the second time point. It is determined whether to maintain. The vehicle deceleration control apparatus characterized by the above-mentioned. In the vehicle deceleration control device according to any one of claims 1 to 4,
The vehicle deceleration control device is configured to cause the target deceleration to act on the vehicle by an operation of the braking device and a shift operation for shifting the transmission of the vehicle to a relatively low speed gear. A deceleration control device for a vehicle, characterized by performing deceleration control. The vehicle deceleration control device according to any one of claims 1 to 5,
The determination that the vehicle needs deceleration as the determination at the first time point is made based on the curvature or radius of the first corner in front of the vehicle,
The determination that the vehicle needs to be decelerated as the determination at the second time point is performed based on the curvature or radius of the second corner through which the vehicle passes after the first corner. A vehicle deceleration control device.

Images