JP2006242265A - Vehicular deceleration control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular deceleration control device capable of executing deceleration control capable of supporting operation in line with the feeling of a driver and of reducing an operation load of the driver. <P>SOLUTION: This vehicular deceleration control device executes deceleration control so as to make deceleration act on the vehicle when the deceleration intention of the driver is detected and the vehicular speed is higher than a target vehicle speed. The vehicular deceleration control device is provided with: a means for detecting the front corner 402 of the vehicle; and a means for detecting the deceleration intention of the driver. Since cornering of the corner is carried out at the target side G set based on at least the distance to the corner, the target vehicle speed is a first target vehicle speed Lc, in an area other than the vicinity of the corner, used as a judgement criterion for whether the deceleration control is necessary or not and the target vehicle speed is a second target vehicle speed Ld higher than the first target vehicle speed in the vicinity of the corner. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle deceleration control device.

Based on the situation ahead of the vehicle, such as the size of the corner in front of the vehicle, and the driver ’s intention to decelerate,
A technique for performing vehicle deceleration control is known.

  For example, Japanese Patent Laid-Open No. 2000-145937 (Patent Document 1) discloses a technique for performing downshift control according to road conditions based on road information stored in a navigation system.

JP 2000-145937 A

  It is desired to perform deceleration control that provides driving assistance that matches the driver's feeling and that reduces the driving load on the driver.

  An object of the present invention is to provide a vehicle deceleration control device that can perform a deceleration control that provides driving assistance that matches the driver's feeling and that reduces the driver's driving load.

  The vehicle deceleration control device according to the present invention is a vehicle deceleration control device that performs deceleration control so that deceleration is applied to the vehicle when the vehicle speed is higher than the target vehicle speed when the driver's intention to decelerate is detected. And a means for detecting a corner in front of the vehicle and a means for detecting the driver's intention to decelerate, except for the vicinity of the corner, the target vehicle speed is based on at least a distance to the corner. Is the first target vehicle speed that is a criterion for determining whether or not the deceleration control is necessary for cornering of the corner at the target lateral G. In the vicinity of the corner, the target vehicle speed is The second target vehicle speed is higher than the first target vehicle speed.

  The vehicle deceleration control apparatus according to the present invention is a vehicle that performs deceleration control so that deceleration is applied to the vehicle when the driver's intention to decelerate is detected and the vehicle speed is higher than the determined target vehicle speed. The cornering of the corner at a target lateral G based on means for detecting a corner ahead of the vehicle, means for detecting the driver's intention to decelerate, and at least a distance to the corner And a first target vehicle speed setting means for setting a first target vehicle speed as a criterion for determining whether or not the deceleration control is necessary, and in the vicinity of the corner, a first target vehicle speed higher than the first target vehicle speed. A second target vehicle speed setting unit that sets a second target vehicle speed; and a target vehicle speed determination unit that determines a higher one of the first target vehicle speed and the second target vehicle speed as the target vehicle speed.

  In the vehicle deceleration control device according to the present invention, the target vehicle speed determining means may determine that the higher one of the first target vehicle speed and the second target vehicle speed is the target vehicle speed, and the distance to the corner is previously set. Below the set value, the second target vehicle speed is determined as the target vehicle speed, and when the distance to the corner is greater than a preset value, the first target vehicle speed is determined as the target vehicle speed. It is characterized by.

  The vehicle deceleration control device according to the present invention is a vehicle deceleration control device that performs deceleration control so that deceleration is applied to the vehicle when the vehicle speed is higher than the target vehicle speed when the driver's intention to decelerate is detected. And a means for detecting a corner in front of the vehicle, a means for detecting the driver's intention to decelerate, a distance to the corner, and a target lateral G during cornering of the corner. Means for obtaining a speed, and for the target vehicle speed to be applied to the vehicle at a speed corresponding to the required deceleration because cornering of the corner is performed at the target lateral G, except in the vicinity of the corner. In the vicinity of the corner, the target vehicle speed is a second target vehicle speed that is higher than the first target vehicle speed. Ri, except in the vicinity of the corner, when the deceleration intention is detected, and wherein the first deceleration control is executed when the vehicle speed is higher than the first target vehicle speed.

  In the vehicle deceleration control apparatus according to the present invention, when the deceleration intention is detected in the vicinity of the corner and the vehicle speed is higher than the second target vehicle speed, the first deceleration control is executed. It is characterized by that.

  In the vehicle deceleration control apparatus according to the present invention, when the intention to decelerate is detected in the vicinity of the corner and the vehicle speed is lower than the second target vehicle speed, the deceleration control is not executed. Yes.

  In the vehicle deceleration control apparatus according to the present invention, when the deceleration intention is detected in the vicinity of the corner and the vehicle speed is higher than the first target vehicle speed and lower than the second target vehicle speed, the vehicle speed is The deceleration control is performed such that a relatively small deceleration obtained by a method different from the deceleration control executed when the vehicle speed is higher than the second target vehicle speed acts on the vehicle.

  In the vehicle deceleration control apparatus according to the present invention, when the deceleration intention is detected in the vicinity of the corner and the vehicle speed is higher than the first target vehicle speed and lower than the second target vehicle speed, the vehicle speed is A deceleration to be applied to the vehicle is obtained by the same method as the deceleration control executed when the vehicle speed is higher than the second target vehicle speed. When the obtained deceleration is larger than a predetermined value, the vehicle speed The specific deceleration relatively smaller than the obtained deceleration is obtained by a method different from the deceleration control executed when is higher than the second target vehicle speed, and the specific deceleration acts on the vehicle. The deceleration control as described above is executed.

  In the vehicle deceleration control apparatus according to the present invention, the second target vehicle speed is a value that does not substantially depend on a distance to the corner.

  In the vehicle deceleration control apparatus according to the present invention, the second target vehicle speed is higher than a target turning vehicle speed required at an entrance of the corner in order to corner the corner at the target lateral G.

  In the vehicle deceleration control apparatus according to the present invention, at least one of the first target vehicle speed and the second target vehicle speed is changed based on the driving direction of the driver.

  According to the vehicle deceleration control device of the present invention, it is possible to perform driving control that matches the driver's feeling and to perform deceleration control that reduces the driving load on the driver.

  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 7. The present embodiment relates to a vehicle deceleration control device that performs deceleration control using a transmission.

  The present embodiment relates to setting of a control execution boundary line Lc in deceleration control (corner control) corresponding to a corner in front of the vehicle. First, a conventional method for setting the control execution boundary line Lc in corner control will be described with reference to FIG.

  In FIG. 3, the control execution boundary line Lc, the required deceleration 401, the target turning vehicle speed Vreq, the road shape top view, the points P1 to P3 where the accelerator is OFF (the accelerator opening is fully closed), and the turning determination are performed. The point is shown.

  In FIG. 3, the vertical axis indicates the vehicle speed, and the horizontal axis indicates the distance, and the corner 402 ahead of the vehicle exists from the point b to the point d. Conventionally, for example, the necessity of corner control has been determined based on the control execution boundary line Lc. In that determination, in FIG. 3, if the point where the driver's intention to decelerate is detected above the control execution boundary line Lc due to the relationship between the current vehicle speed and the distance to the entrance b of the corner 402, If it is determined that the corner control is necessary and the position is below the control execution boundary line Lc, it is determined that the corner control is unnecessary.

  In order to turn the corner 402 at a preset target lateral G (target lateral acceleration), it corresponds to the radius (or curvature) R405 of the corner 402 at a point a that is offset by a predetermined amount from the entrance b of the corner 402. It is necessary to decelerate to the target turning vehicle speed Vreq. In the above, the target lateral G is a target value indicating how much lateral G the vehicle should turn when turning the corner 402, and is a preset value of 0.3 to 0.4G.

The target turning vehicle speed Vreq [m / s] is obtained by the following equation 1.

  3, reference numeral 401-1 indicates the required deceleration when the vehicle speed and the distance to the corner 402 are in the position indicated by reference numeral P1, and reference numeral 401-2 indicates the position where the vehicle speed and the distance to the corner 402 are indicated by the reference numeral P2. It shows the necessary deceleration when The required deceleration 401 is a point a before the entrance b of the corner 402 of the vehicle whose current vehicle speed is V (the entrance b when the driver's intention to decelerate is detected on the corner 402 side of the point a, and below. In the same manner, the deceleration required to reach the target turning vehicle speed Vreq (required deceleration: target deceleration to be applied to the vehicle in corner control) is shown.

If the required deceleration 401 is Greqx, the following equation 2 is obtained.

  The control execution boundary line Lc is a relationship between the current vehicle speed and the distance to the point a (or the entrance b) just before the entrance b of the corner 402, and the required deceleration 401 is a predetermined deceleration due to normal braking. It is a line corresponding to the range that exceeds the value. In other words, the control execution boundary line Lc indicates that the required deceleration 401 is the point a (or the point a before the entrance b of the corner 402) (or unless the deceleration exceeding the deceleration by the normal braking set in advance is applied to the vehicle). This is a line corresponding to a range in which the target turning vehicle speed Vreq cannot be reached at the entrance b) (the corner 402 cannot turn at the target lateral G). That is, when the vehicle is positioned above the control execution boundary line Lc, in order to reach the target turning vehicle speed Vreq at the point a (or the inlet b) before the inlet b of the corner 402, the normal braking set in advance is set. It is necessary that the deceleration exceeding the deceleration due to is acting on the vehicle.

  Therefore, when the point where the driver's intention to decelerate is detected is positioned above the control execution boundary line Lc, corner control is executed, and the amount of brake operation by the driver is increased by increasing the deceleration. Even if it is not, or the operation amount is relatively small (even if the foot brake is stepped on slightly), the target turning vehicle speed Vreq can be reached at the point a (or the entrance b) before the entrance b of the corner 402. I have to.

  FIG. 4 shows the relationship between the distance L from the current position of the vehicle to the point a (or the entrance b) just before the entrance b of the corner 402 and the required deceleration Greqx obtained according to the above equation 2. According to the above equation 2, since the term of the distance L is in the denominator, even if the current vehicle speed V is slightly over the target turning vehicle speed Vreq, as shown in FIG. When the distance L is small, the required deceleration Greqx approaches infinity. For this reason, in the region where the distance L is small, the required deceleration Greqx always exceeds the preset deceleration by normal braking, and thus is positioned above the control execution boundary line Lc.

  Thus, since the required deceleration Greqx has the above-mentioned tendency, in the region where the distance L is small, the vehicle speed at the point where the driver's intention to decelerate is detected is only slightly higher than the target turning vehicle speed Vreq. Even if it exists, it will always be located above control implementation boundary line Lc, and corner control is implemented. However, in reality, when the vehicle speed is only slightly higher than the target turning vehicle speed Vreq, corner control is unnecessary, and when the corner control is performed, the driver feels uncomfortable.

  As described above, even in a region where the distance L is small, even when the vehicle speed is only slightly higher than the target turning vehicle speed Vreq (thus, deceleration is not so necessary) (for example, the point P3 in FIG. 3). When the driver returns the accelerator (when the driver's intention to decelerate is detected), corner control has been performed. In this case, particularly when corner control is performed by downshifting the transmission, there is a response delay from when the downshift command is output due to the driver's accelerator being turned off until the actual shift is started. After entering the corner 402 (after turning after the point b), there is a high possibility that a shift will be started. This is not preferable in terms of vehicle stability on a road surface having a low friction coefficient μ.

  At this time, if it is determined that the corner 402 is turning, it is possible to control to stop the shift (turning determination is performed in step S50 of FIG. 1 described later, and step S60 is performed). Actually, as shown in FIG. 3, the timing at which the turning determination is made is delayed (point c) from the point in time when the corner 402 starts to turn (point b), so that the shift is not stopped. There is a case. Further, when the vehicle speed is close to the target turning vehicle speed Vreq, the place where the accelerator is turned off is also likely to be a place close to the corner 402, thereby determining that the position is higher than the control execution boundary line Lc. In some cases, corner control that is originally unnecessary is performed.

  As shown in FIG. 4, in the region where the distance L is relatively large, the required deceleration Greqx does not become excessive with respect to the originally required value, so that the control execution set according to the required deceleration Greqx is performed. While there is no problem in determining whether corner control is necessary based on the boundary line Lc, in a region where the distance L is small, the required deceleration Greqx is an excessive value than originally required. Therefore, it is understood that it is not preferable to determine whether corner control is necessary based on the control execution boundary line Lc set corresponding to the necessary deceleration Greqx.

  In other words, it is not appropriate to determine whether corner control is necessary based on the control execution boundary line Lc set corresponding to only the required deceleration Greqx obtained according to the above equation 2, and the distance L is relative. In a very small region, the control execution boundary line Lc needs to be corrected. In addition, conventionally, a reference other than the control execution boundary line Lc set corresponding to the required deceleration Greqx obtained according to the above equation 2 may be used as a reference for determining the necessity of corner control. Even in the reference, similarly to the control execution boundary line Lc (required deceleration Greqx), in the region where the distance L is small, it is determined that the corner control is necessary although the corner control is originally unnecessary. It was easy to do. The main object of the present embodiment is to solve the above-described conventional problems.

  As the configuration of the present embodiment, as will be described in detail below, means for detecting road shape information (corner R, the distance from the vehicle to the corner) ahead of the vehicle, and the deceleration of the vehicle can be controlled. It includes at least one deceleration control device such as an automatic brake actuator, a regenerative brake, an automatic transmission capable of downshift control, and an electronically controlled throttle.

  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, 123, and 90, 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 ROM 133 stores operations (control steps) and various maps shown in the flowchart of FIG. 1 in advance, and stores shift control operations (not shown). 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.

FIG. 5 is a diagram for explaining the operation of the first embodiment.
In FIG. 5, parts common to those in FIG. 3 are given the same reference numerals and description thereof is omitted.

  As shown in FIG. 5, in the present embodiment, an additional control execution boundary line Ld is added in addition to the conventional control execution boundary line Lc. The additional control execution boundary line Ld is set so as to be higher than the target turning vehicle speed Vreq and substantially independent of the distance L from the corner 402. That is, the additional control execution boundary line Ld is set to have a substantially constant value regardless of the change in the distance L from the corner 402. In this case, the additional control execution boundary line Ld may have a small gradient according to a change in the distance L from the corner 402.

  The purpose of providing the additional control execution boundary line Ld is that, as described above, in the region where the distance L is small, the required deceleration Greqx is calculated as a value close to infinity, so that the required deceleration Greqx is When the necessity of corner control is determined based on the corresponding control execution boundary Lc, the corner control is performed even though the difference between the vehicle speed and the target turning vehicle speed Vreq is small to the extent that corner control is not originally required. This is to reduce the problem that it is determined that it is necessary (erroneous determination).

  Therefore, the additional control execution boundary line Ld is a case in which corner control is erroneously determined only because the distance L is small according to the control execution boundary line Lc. It may be set so that a case (at least a part of) a case where the difference between the vehicle speed and the target turning vehicle speed Vreq is small is excluded. Therefore, the additional control execution boundary line Ld is set so as to correspond to a range where the distance L is small and the difference between the vehicle speed and the target turning vehicle speed Vreq is small enough that corner control is not originally required.

  As a result, the additional control execution boundary line Ld is set so as to be less dependent on the distance L than the control execution boundary line Lc. You may have a small dependency on L. For example, even within the range in which the distance L is small and the additional control execution boundary line Ld is set, the corner control is not necessary even if the difference between the vehicle speed and the target turning vehicle speed Vreq is large as the distance L increases. The additional control execution boundary line Ld can be set to have a downward slope in FIG. However, as long as the above object can be achieved, the additional control execution boundary line Ld may be set to have an upper right slope.

  Next, the operation of the first embodiment will be described with reference to FIG.

[Step S10]
In step S10, 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 S10 that the accelerator is in an OFF state, the process proceeds to step S20. When the accelerator is fully closed (step S10-Y), it is determined that the driver intends to decelerate, and the deceleration control of this embodiment is performed. On the other hand, if it is not determined that the accelerator is in the OFF state, the process proceeds to step S120. In this example, the accelerator opening is zero (fully closed) at the position indicated by reference numeral P3 in FIG.

[Step S20]
In step S20, the control circuit 130 checks the flag F. As a result, if the flag F is 0, the process proceeds to step S30. If the flag F is 1, the process proceeds to step S50. If the flag F is 2, the process proceeds to step S60. When this control flow is executed, the flag F is initially 0, so the process proceeds to step S30.

[Step S30] and [Step S40]
In step S30, the control circuit 130 determines whether corner control is necessary. As a result of the determination, if it is determined that corner control is necessary (step S30-Y), the downshift destination gear stage in the downshift control executed as corner control is determined (step S40). On the other hand, when it is not determined that corner control is necessary (step S30-N), this control flow is returned. Steps S30 and S40 will be described with reference to FIG.

[Step SA31]
In step SA31 of FIG. 6, the control circuit 130 sets a MAX select line (a line satisfying an AND condition) between the conventional control execution boundary line Lc and the additional control execution boundary line Ld as the specific control execution boundary line Le. The After step SA31, the process proceeds to step SA32.

[Step SA32]
In step SA32, the control circuit 130 determines whether or not corner control is necessary based on the specific control execution boundary line Le set in step SA31. In FIG. 5, if it is located above the specific control execution boundary line Le due to the relationship between the distance L to the corner 402 and the vehicle speed, it is determined that corner control is necessary, and below the specific control execution boundary line Le. If it is located, it is determined that corner control is unnecessary.

  In this example, since the accelerator opening is zero at the position of the reference symbol P3 below the specific control execution boundary line Le, it is determined that corner control is unnecessary. On the other hand, for example, if the accelerator opening is made zero at the position of the reference symbol P4 above the specific control execution boundary line Le, it is determined that corner control is necessary. If it is determined that corner control is necessary, the process proceeds to step SA40, and if not, the control flow is reset.

[Step SA40]
In step SA40, the control circuit 130 determines the downshift destination gear position based on the required deceleration Greqx (401). The required deceleration Greqx (401) is calculated based on the above formula 2. In the ROM 133, vehicle characteristic data indicating deceleration for each vehicle speed at each gear stage when the accelerator is OFF as shown in FIG. 7 is registered in advance.

  Here, assuming that the required deceleration Greqx is −0.12 G and the output rotational speed of the output shaft 120 c of the automatic transmission 10 is 1000 [rpm], the output rotational speed is 1000 [ rpm] corresponds to the vehicle speed at the time of [rpm], and the shift speed at which the required deceleration Greqx is closest to −0.12G is the fourth speed. Thereby, in step SA40, the downshift destination gear stage is determined to be the fourth speed.

  In this example, the speed stage closest to the required deceleration Greqx is selected as the downshift destination speed stage, but the downshift destination speed stage is a deceleration that is equal to or lower than the required deceleration Greqx. In this case, a shift speed that is the closest to the required deceleration Greqx may be selected. Following step SA40, step S46 of FIG. 1 is performed.

[Step S46]
In step S46, a shift command to the downshift destination gear determined in step SA40 is output. In this example, a shift command to the fourth speed is output. The shift command is output substantially simultaneously with the time when the accelerator is turned off (step S10-Y). Following step S46, step S50 is performed.

[Step S50]
In step S50, the control circuit 130 determines whether or not the vehicle has entered the corner 402 (vehicle turning determination). The control circuit 130 performs the determination in step S50 based on the steering angle value, the lateral G size of the vehicle, and the like. Alternatively, based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the entrance b of the corner 402, the determination in step S50 is performed. As a result of the determination in step S50, if it is after entering the corner 402, the process proceeds to step S60, and if not, the process proceeds to step S100.

[Step S100]
In step S100, the flag F is set to 1, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 1 (step S20-1), the process proceeds to step S50 and is repeated until the condition of step S50 is satisfied. It is.

[Step S60]
In step S60, the control circuit 130 restricts new upshifts and downshifts. During cornering after entering the corner 402, the gear may be upshifted to a higher gear than the gear associated with the downshift command output in step S46 (fourth gear in the above example). Be regulated. Normally, even in a shift point control for a general corner, an upshift during cornering after entering the corner is prohibited. Also regarding the downshift, during cornering after entering the corner 402, the downshift including the downshift to the gear position related to the downshift command output in step S46 is restricted. . This is because during cornering, an increase in deceleration is prevented, contributing to vehicle stability. After step S60, the process proceeds to step S70.

[Step S70]
In step S <b> 70, the control circuit 130 determines whether or not the vehicle has escaped from the corner 402. The control circuit 130 determines whether or not the vehicle has escaped from the corner 402 based on the steering angle value or the lateral G acting on the vehicle. Alternatively, the determination in step S <b> 70 is performed based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the exit d of the corner 402. If it is after exiting the corner 402 as a result of the determination in step S70, the process proceeds to step S80, and if not, the process proceeds to step S110.

  Since the vehicle has not escaped from the corner 402 at the first stage when this control flow is executed (step S70-N), the flag F is set to 2 in step S110, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 2 (step S20-2), new upshifts and downshifts remain restricted ( Step S60) is repeated until the condition of Step S70 is satisfied. If the condition of step S70 is satisfied (step S70-Y), the process proceeds to step S80.

[Step S80]
In step S80, the shift restriction is canceled by the control circuit 130. As a result, the restriction on the upshift and the downshift performed in step S60 is released. Following step S80, step S90 is performed.

[Step S90]
In step S90, the control circuit 130 sets the flag F to 0. After step S90, this control flow is reset.

[Step S120] to [Step S140]
Before the deceleration control of the present embodiment is started (with flag F = 0), if the accelerator is not fully closed (step S10-N), it is determined whether cornering is being performed (step S120). If the result of the determination is cornering (step S120-Y), this control flow is reset. When cornering is not in progress (step S120-N), the shift restriction is canceled (step S130), and the flag F is cleared and reset (step S140). Note that in the initial state when this control is started, the shift is not restricted and the flag F is also 0, so it remains as it is.

  If the determination is negative in step S50, or if the accelerator is stepped on while waiting for a negative determination in step S70 to make a positive determination (step S10-N), The determination in step S120 is performed, and necessary measures are taken according to the determination result.

  According to the present embodiment, as described above, the conventional control execution boundary line Lc has been erroneously determined that corner control is necessary only because the distance L is small, and originally corner control is unnecessary. The additional control execution boundary line Ld is set so that a case where at least a part of the difference between the vehicle speed and the target turning vehicle speed Vreq is small is eliminated, and the additional control execution boundary line Ld and the conventional control are controlled. The necessity of corner control is determined based on the MAX select line (specific control execution boundary line Le) with the execution boundary line Lc.

  Thereby, when it is below the additional control execution boundary line Ld (for example, the point P3), it is determined that the corner control is unnecessary. Therefore, the corner control determination is performed only by the conventional control execution boundary line Lc. The above problem (for example, it has been determined that corner control is necessary at the point P3) is reduced. Therefore, the driver's uncomfortable feeling is reduced.

  On the other hand, the MAX selection line (specific control execution boundary line Le) between the additional control execution boundary line Ld and the conventional control execution boundary line Lc is the same as the control execution boundary line Lc in a range where the distance L is somewhat large. The reason for this is as follows. As described above, when it is determined only by the conventional control execution boundary line Lc, corner control is necessary even though the difference between the vehicle speed and the target turning vehicle speed Vreq is small to some extent because corner control is not originally required. The reason why the erroneous determination was made was that the distance L was small, but even if the determination was made only with the conventional control execution boundary line Lc, in the range where the distance L is so large that the erroneous determination is not made, Since no problem occurs, the necessity of corner control can be determined based on the control execution boundary line Lc as before. In this case, in the range determined based on the control execution boundary line Lc (the range where the distance L is large), corner control is inherently necessary when positioned above the control execution boundary line Lc.

  In the range where the distance L is large enough to use the control execution boundary line Lc as the MAX select line (specific control execution boundary line Le), from the time point when the downshift command is output by the driver's accelerator OFF as described above. Even considering the response delay until the actual shift starts, there is a high possibility that the shift is completed before entering the corner 402 (during non-turning). This is preferable in terms of vehicle stability.

  When the vehicle speed is sufficiently higher than the target turning vehicle speed Vreq, the place where the accelerator is turned off is likely to be a place where the distance L from the corner 402 is large (for example, the point P1). Is determined to require corner control based on the control execution boundary line Lc as the specific control execution boundary line Le.

(First modification of the first embodiment)
In the first embodiment, the necessity of corner control is determined based on the control execution boundary line Lc, the additional control execution boundary line Ld, and the specific control execution boundary line Le that is the MAX select line. On the other hand, in this modification, instead of the specific control execution boundary line Le that is the MAX select line, a specific control execution boundary line (not shown) serving as a reference for determining whether or not corner control is required is The additional control execution boundary line Ld can be used when the distance L is less than or equal to a predetermined value, and the control execution boundary line Lc can be used when the distance L exceeds the predetermined value.

  That is, in the first embodiment, the additional control execution boundary line Ld is used in a range where the distance L is smaller than the intersection point Q between the control execution boundary line Lc and the additional control execution boundary line Ld in FIG. The control execution boundary line Lc is used in a range where the distance L is larger than the above, but in this modification, the switching point between the control execution boundary line Lc and the additional control execution boundary line Ld is not limited to the intersection point Q, and is arbitrarily set. can do.

(Second modification of the first embodiment)
The specific control execution boundary line Le can be variably set based on the driving direction of the driver. For example, when the driver's driving orientation is sport driving orientation, the target lateral G of Equation 1 can be set to a higher value than in the case of normal driving orientation. In this case, when the driver is oriented to sports travel, the target turning vehicle speed Vreq is calculated as a higher value than when the driver is oriented to normal travel. In conjunction with the change in the target turning vehicle speed Vreq, the control execution boundary line Lc and the additional control execution boundary line Ld at the time of sports travel orientation may be set to a higher vehicle speed side than at the time of normal travel orientation. it can. Thereby, in the case of sports driving orientation, it can be made difficult to determine that corner control is necessary compared to the case of normal driving orientation.

  According to the present modified example, when the driver is oriented to sports driving, the control execution boundary line Lc and the target turning vehicle speed Vreq are calculated corresponding to the target turning vehicle speed Vreq calculated as a higher value than when the driver is oriented to normal driving. Since it is only necessary to set the additional control execution boundary line Ld on the high vehicle speed side, it is possible to appropriately cope with the change in the driver orientation.

  In the above description, the control execution boundary line Lc and the additional control execution boundary line Ld at the time of sports travel orientation are described as being set on the higher vehicle speed side than at the time of normal travel orientation. It is also possible to adopt a configuration in which at least one of the control execution boundary line Lc and the additional control execution boundary line Ld is set on the higher vehicle speed side.

(Third Modification of First Embodiment)
In the first embodiment, when it is determined that corner control is necessary (step SA32-Y), the downshift destination gear stage is obtained based on the required deceleration Greqx (step SA40). On the other hand, in this modified example, the necessity determination of the corner control itself is performed based on the specific control execution boundary line Le as in the first embodiment, and it is determined that the corner control is necessary as a result of the determination. For example, as shown in FIG. 8, the downshift destination gear position in this case is determined based on the road gradient and the size of the corner 402 ahead of the vehicle with reference to a preset map. it can. According to the map, for example, when the road slope is a gentle downhill and the corner 402 is a slow corner, the downshift destination gear is determined to be the fourth speed.

(Fourth modification of the first embodiment)
In the first embodiment, the reference for determining the necessity of corner control is changed according to the point where the driver's intention to decelerate is detected (whether or not it is in the vicinity of the corner 402). That is, when the point where the driver's intention to decelerate is detected is in a range where the distance L is greater than the intersection Q between the control execution boundary line Lc and the additional control execution boundary line Ld, the control execution boundary line Lc (specific The control execution boundary line Le) is used as a reference, and when the distance L is smaller than the intersection Q, the additional control execution boundary line Ld (specific control execution boundary line Le) is used as a reference.

  In the fourth modified example, the determination method of the downshift destination gear position when it is determined that corner control is necessary according to the specific control execution boundary line Le is also according to the point where the driver's intention to decelerate is detected. Can be changed. For example, when the driver's intention to decelerate is detected in a range where the distance L is smaller than the intersection point Q (point P4 in FIG. 5), the downshift destination gear stage is the same as in the third modification example. For example, as shown in FIG. 8, a predetermined map is referred to and determined based on a road gradient and a corner 402 in front of the vehicle. On the other hand, the driver intends to decelerate in a range where the distance L is greater than the intersection Q. Is detected (point P1 in FIG. 5), the downshift destination gear stage is determined based on the required deceleration Greqx (step SA40), as in the first embodiment. May be.

  As described above, in the range where the distance L is small, the required deceleration Greqx tends to be close to infinity. If the shift stage to be downshifted is determined based on the required deceleration Greqx, it is originally required. There is a possibility that a deceleration that is larger than the actual deceleration will act on the vehicle. Thus, in a range where the distance L is small, the downshift destination gear can be determined based on a preset map, as shown in FIG.

(Fifth Modification of First Embodiment)
A fifth modification of the first embodiment relates to a vehicle deceleration control device that performs cooperative control of a brake (braking device) and an automatic transmission. In the fifth modification, the description of the parts common to the first embodiment will be omitted, and only the characteristic parts will be described.

  In the first embodiment, the deceleration control is performed using only the deceleration due to the downshift of the transmission so that the deceleration acting on the vehicle is close to the required deceleration Greqx, whereas in the fifth modification, The deceleration control is performed by the cooperative control of the brake and the automatic transmission so that the deceleration acting on the vehicle becomes the required deceleration Greqx.

  The operation of this modification will be described with reference to FIGS. 9A, 9B, and 10.

  FIG. 10 is a chart for explaining the deceleration control of this modification. FIG. 10 shows a control execution boundary line Lc, an additional control execution boundary line Ld, a specific control execution boundary line Le, a required deceleration 401 (Greqx), a road shape top view, an accelerator opening 301, and a deceleration 303 acting on the vehicle. A target deceleration, a deceleration (AT output shaft torque) 310 in the automatic transmission 10, and a brake control amount (deceleration in the brake) 302 are shown.

  At a place (time point) corresponding to the reference symbol t1 in FIG. 10, the accelerator is OFF (accelerator opening is fully closed) as indicated by reference symbol 301, and the brake is OFF (braking force as indicated by reference symbol 302). Is zero).

[Step SB10]
Step SB10 is the same as step S10 in FIG.

[Step SB20]
In step SB20, the control circuit 130 checks the flag F. As a result, if the flag F is 0, the process proceeds to step SB30, if the flag F is 1, the process proceeds to step SB80, if the flag F is 2, the process proceeds to step SB100, and if the flag F is 3, the process proceeds to step SB120. . When this control flow is executed, since the flag F is initially 0, the process proceeds to step SB30.

[Step SB30]
In step SB30, the control circuit 130 obtains the necessary deceleration 401 (necessary deceleration Greqx) by calculation. The required deceleration 401 is obtained by the above mathematical formula 2 of the first embodiment.

  In FIG. 10, as in FIG. 5, the horizontal axis indicates the distance, and the corner 402, the target turning vehicle speed Vreq, the control execution boundary line Lc, the additional control execution boundary line Ld, as shown in “Top view of road shape”, The specific control execution boundary line Le is the same as that in FIG.

  A signal indicating the necessary deceleration 401 calculated by Equation 2 is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as the brake braking force signal SG1.

  In step SB30, if it is determined that there is no corner ahead based on the data input from the navigation system device 95 by the control circuit 130, the necessary deceleration 401 is not obtained. Following step SB30, step SB40 is executed.

[Step SB40]
In step SB40, the control circuit 130 determines whether corner control is necessary. The criterion for determining whether or not it is necessary is the MAX selection line (specific control execution boundary line Le) between the control execution boundary line Lc and the additional control execution boundary line Ld, as in step SA31 and step SA32 of the first embodiment. be able to. As a result of the determination in step SB40, when it is determined that corner control is necessary, the process proceeds to step SB50, and when it is determined that corner control is not necessary, this control flow is returned.

  In this modified example, in FIG. 10, the point corresponding to the sign P5 where the accelerator opening 301 is zero is located above the specific control execution boundary line Le, so it is determined that corner control is necessary (step SB40). -Y), go to Step SB50.

[Step SB50]
In step SB50, the control circuit 130 obtains a target deceleration by the automatic transmission 10 (hereinafter, shift speed target deceleration), and based on the shift speed target deceleration, shift control (shift down) of the automatic transmission 10 is performed. ) Is determined. Hereinafter, the contents of step SB50 will be described by dividing them into (1) and (2).

(1) First, the gear position target deceleration is obtained.
The gear stage target deceleration corresponds to the engine braking force (deceleration acceleration) to be obtained by the shift control of the automatic transmission 10. The gear stage target deceleration is set as a value equal to or less than the required deceleration 401. As will be described later, in this modification, the brake control device 200 performs feedback control so that the actual deceleration matches the target deceleration set so as to correspond to the required deceleration 401. In order to leave an adjustment range (room for control) for making the actual deceleration coincide with the target deceleration, the gear stage target deceleration is set as a value equal to or less than the necessary deceleration 401.
The following three methods are conceivable as a method for obtaining the speed target deceleration.

First, a first method for obtaining the speed target deceleration will be described.
The gear stage target deceleration is set as a value obtained by multiplying the necessary deceleration 401 obtained in step SB30 by a coefficient greater than 0 and equal to or less than 1. For example, when the required deceleration 401 is −0.20 G, for example, −0.10 G, which is a value obtained by multiplying a coefficient of 0.5, can be set as the gear stage target deceleration.

Next, a second method for obtaining the shift speed target deceleration will be described.
First, the engine braking force (deceleration G) when the accelerator of the current gear position of the automatic transmission 10 is OFF is obtained (hereinafter referred to as the current gear speed deceleration). A current speed reduction map (FIG. 11) is registered in advance in the ROM 133. The current shift speed deceleration (deceleration acceleration) is obtained with reference to the current shift speed deceleration map of FIG. As shown in FIG. 11, the current shift speed deceleration is obtained based on the shift speed and the rotational speed NO of the output shaft 120 c of the automatic transmission 10. For example, when the current shift speed is 5th and the output rotational speed is 1000 [rpm], the current shift speed deceleration is -0.04G.

  Note that the current gear speed deceleration may be corrected by a value obtained from the current gear speed deceleration map according to various situations such as whether the vehicle is operating an air conditioner or whether a fuel cut is present. In addition, a plurality of current speed stage deceleration maps are prepared in the ROM 133 for each situation such as whether the vehicle is operating an air conditioner or whether a fuel cut is present, and the current speed stage deceleration used according to those situations. You may switch maps.

  Next, the shift speed target deceleration is set as a value between the current shift speed deceleration and the required deceleration 401. That is, the gear stage target deceleration is obtained as a value that is larger than the current gear stage deceleration and is equal to or less than the necessary deceleration 401. An example of the relationship between the speed target deceleration, the current speed reduction, and the required deceleration 401 is shown in FIG.

The speed target deceleration is obtained by the following equation.
Speed target deceleration = (Necessary deceleration−Current speed deceleration) × Coefficient + Current speed deceleration In the above equation, the coefficient is a value greater than 0 and less than or equal to 1.

  In the above example, the required deceleration = −0.20 G, the current gear speed deceleration = −0.04 G, and when the coefficient is set to 0.5 and calculated, the gear speed target deceleration is −0.12 G. .

  As described above, the coefficient is used in the first and second methods for determining the target gear position deceleration, but the value of the coefficient is not a theoretical value, but can be appropriately set from various conditions. Value. That is, for example, in a sports car, a relatively large deceleration is preferred when decelerating, and therefore the value of the coefficient can be set to a large value. Further, even for the same vehicle, the value of the coefficient can be variably controlled according to the vehicle speed and 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. In the case of a vehicle in which a mode called an intended so-called luxury mode or economy mode can be selected, when the sport mode is selected, the shift speed target deceleration is set so that a larger shift speed change occurs than in the luxury mode or the economy mode.

  After the shift speed target deceleration is obtained in step SB50, it is not set again until the deceleration control of this modification is completed. That is, after the shift speed target deceleration is obtained at the start time of the deceleration control (the time before the shift control (step SB50) and the brake control (step SB70) are actually executed), the deceleration control ends. Is set as the same value. As shown in FIG. 12, the speed target deceleration (value indicated by a broken line) is the same value even if time elapses.

(2) Next, based on the shift speed target deceleration obtained in the above (1), the shift speed to be selected in the shift control of the automatic transmission 10 is determined. As described above, vehicle characteristic data indicating the deceleration G for each vehicle speed at each gear position when the accelerator is OFF as shown in FIG. 7 is registered in the ROM 133 in advance.

  As in the above example, assuming that the output rotational speed is 1000 [rpm] and the gear stage target deceleration is −0.12 G, the output rotational speed is 1000 [rpm] in FIG. It can be seen that the speed stage corresponding to the vehicle speed at the time and the speed closest to the speed target deceleration of -0.12G is the fourth speed. Thereby, in the case of the above example, in step SB50, it is determined that the gear to be selected is the fourth speed.

  Further, the following method can be used as a method for selecting the gear position that is the closest to the gear position target deceleration. The maximum value (maximum deceleration) of deceleration due to the shift of the automatic transmission 10 is obtained by referring to the maximum deceleration map stored in the ROM 133 in advance. In the maximum deceleration map, the maximum deceleration value indicates the type of shift (for example, the combination of the shift stage before the shift and the shift stage after the shift, such as 4th speed → 3rd speed, 3rd speed → 2nd speed). It is determined as a value based on the vehicle speed (output rotation speed). With reference to the maximum deceleration map, the shift speed that is the closest to the shift speed target deceleration is determined as the shift speed to be selected from the current vehicle speed and the current shift speed.

  In this case, the gear stage that is the closest to the gear stage target deceleration is selected as the gear stage to be selected, but the gear stage to be selected is a deceleration that is equal to or lower than (or more than) the gear stage target deceleration. In this case, the shift speed that is the closest to the shift speed target deceleration may be selected.

  In step SB50, as described above, when the shift stage to be selected is determined by the control circuit 130, a shift command is output. That is, a downshift command (shift command) 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, the solenoid valve driving units 138a to 138c energize or de-energize the solenoid valves 121a to 121c. As a result, the automatic transmission 10 performs a shift instructed by the downshift command.

  When the downshift command is determined by the control circuit 130 at the location (time point) corresponding to the symbol t1 in FIG. 10 (step SB40-Y) that it is necessary to downshift as the shift point control of this modification (step SB40-Y) at the same time. Is output at (time corresponding to t1). As a result, at the time corresponding to t1, the automatic transmission 10 is downshifted to the gear position to be selected (fourth speed in the above example) determined as described above, and the engine braking force increases accordingly. The deceleration 310 in the automatic transmission 10 and the current deceleration 303 increase from the location (time point) of the symbol t1. Step SB60 is executed after step SB50.

[Step SB60]
In step SB60, the control circuit 130 sets an initial target deceleration. This initial target deceleration is a target deceleration until the required deceleration 401 is reached. In FIG. 10, the actual deceleration 303 corresponds to the line 304 that matches the actual deceleration 303 up to the place (time point) where the required deceleration 401 is reached (the place corresponding to the symbol t3). That is, the initial target deceleration 304 is set to sweep up from a location corresponding to the symbol t1 to a location corresponding to the symbol t3. The initial target deceleration 304 is designed to gradually increase the deceleration at the initial stage of the deceleration control (the initial phase in FIG. 10) in order to suppress a shock / uncomfortable feeling due to sudden braking. Following step SB60, step SB70 is executed.

[Step SB70]
In step SB70, brake feedback control is executed by the brake control circuit 230. The brake feedback control means that the braking force 302 is controlled according to the deviation between the target deceleration and the actual deceleration 303. Here, the “target deceleration” in step SB70 includes both the initial target deceleration 304 obtained in step SB60 and the target deceleration obtained again in step SB90 described later.

  As indicated by reference numeral 302, the brake feedback control is started at a location (time point) corresponding to the reference sign t1 at which the downshift command is output. That is, a signal indicating the initial target deceleration 304 is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as a brake braking force signal SG1 from a location (time) corresponding to the symbol t1. 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 pressure control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, so that the brake force (brake control amount 302) as instructed in the brake control signal SG2 is controlled. ).

  In the feedback control of the brake device 200 in step SB70, the target value is the initial target deceleration 304, the control amount is the actual deceleration 303 of the vehicle, and the control target is the brake (braking devices 208, 209, 210, 211). The operation amount is the brake control amount 302, and the disturbance is mainly the deceleration 310 due to the shift of the automatic transmission 10. The actual deceleration 303 of the vehicle is detected by the acceleration sensor 90 or the like.

  That is, in the brake device 200, the brake braking force (brake control amount 302) is controlled so that the actual deceleration 303 of the vehicle becomes the initial target deceleration 304. That is, the brake control amount 302 is set so as to generate a deceleration that is insufficient for the deceleration 310 due to the shift of the automatic transmission 10 when the initial target deceleration 304 is generated in the vehicle.

  The brake control in step SB70 may be sweep control instead of the feedback control for the initial target deceleration 304 described above. That is, a method of increasing the braking force with a predetermined gradient (sweep control) may be used. In the places (time points) corresponding to the symbols t1 to t3 in FIG. 10, the braking force 302 increases with a predetermined gradient, and accordingly, the current deceleration 303 increases, and at the time point corresponding to t3, the current decrease. Until the speed 303 reaches the required deceleration 401 (step SB80-Y), the brake force 302 continues to increase.

  The above-mentioned predetermined gradient of the initial target deceleration 304 or the sweep control in step SB70 is determined by the brake braking force signal SG1 that is referred to when the brake control signal SG2 is generated. The predetermined gradient is changed based on the accelerator return speed at the start of the present control (immediately before the time corresponding to t1 in FIG. 10) and the opening before returning the accelerator, which are included in the brake braking force signal SG1. Can be done. For example, when the accelerator return speed or the opening before returning the accelerator is large, the gradient can be increased. Further, by including data indicating the road surface friction coefficient μ in the brake braking force signal SG1, 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.

[Step SB80]
In step SB80, the control circuit 130 determines whether or not the actual deceleration 303 has reached the required deceleration 401 or more. As a result of the determination, if the actual deceleration 303 is greater than or equal to the required deceleration 401, the process proceeds to step SB90, and if not, the process proceeds to step SB190.

  In the first stage in which this control flow is implemented, the actual deceleration 303 is not equal to or greater than the required deceleration 401 (step SB80-N), so the flag F is set to 1 in step SB190, and this control flow is reset. The In the control flow again, when the accelerator is fully closed (step SB10-Y), since the flag F is 1 (step SB20-1), the process proceeds to step SB80 and is repeated until the condition of step SB80 is satisfied. It is.

  If the condition of step SB80 is satisfied (step SB80-Y), the process proceeds to step SB90. In FIG. 10, the actual deceleration 303 is equal to or greater than the required deceleration 401 at the time corresponding to the reference t3. Even after step SB80, the brake control at step SB70 is continuously executed until the brake control is completed at step SB110.

[Step SB90]
In step SB90, the required deceleration 401 is obtained by recalculation by the control circuit 130, and the target deceleration is set according to the obtained required deceleration 401. That is, after the place (time point) corresponding to the symbol t3 in FIG. 10, the sweep-up region of the actual deceleration 303 (initial target deceleration 304) ends.

  In step SB90, as in step SB30, the control circuit 130 is required to turn the other corner 402 at a preset target lateral G (to enter the corner 402 at the target turning vehicle speed Vreq). The required deceleration 401 is obtained as the deceleration. When deceleration control (both shift control and brake control) starts after step SB30 (step SB50, step SB70), the vehicle speed and the current position also change, so the necessary deceleration 401 corresponding to the change is obtained again. The necessary deceleration 401 is obtained by the above equation 2 in the same manner as described above.

  In step SB90, the target deceleration is set to a value that is the same as or close to the required deceleration 401 calculated in step SB90. Once the actual deceleration 303 has reached the necessary deceleration 401 (step SB80-Y), the target deceleration becomes the same or close to the recalculated necessary deceleration 401, and the shock braking due to sudden braking is performed. This is because there is relatively little discomfort.

[Step SB100]
Step SB100 is the same as step S50 of the first embodiment, and a description thereof will be omitted.

[Step SB110]
In step SB110, the control circuit 130 ends the brake control. This is because after the vehicle enters the corner 402, it is less uncomfortable for the driver that the braking force by the brake does not act on the vehicle. At the end of the brake control, the braking force 302 is swept down. The end of the brake control is transmitted to the brake control circuit 230 by the brake braking force signal SG1. In FIG. 10, the brake control is finished at a location (time point) at which corner entry is confirmed (corner entry time point b). Following step SB110, step SB120 is performed.

[Step SB120] to [Step SB150]
Steps SB120 to SB150 are the same as steps S60 to S90 in the first embodiment, and thus the description thereof is omitted.

[Step SB160] to [Step SB180]
In step SB160, the control circuit 130 outputs a brake control end command. Step SB160 is performed when it is determined that the accelerator is not fully closed (step SB10-N). The following description will be made separately for each situation where it is determined that the accelerator is not fully closed.

  First, when the first control flow is executed (the stage where the control is not executed), that is, when the flag F is 0, it is determined that the accelerator is not fully closed (step SB10- N) will be described. In this case, since this control (including the control of the braking force) has not been started, the state remains as it is (step SB160). Following step SB160, the flag F is checked in step SB170. In this case, since the flag F is 0 (step SB170-0), this control flow is returned.

  Next, a case will be described in which it is determined in step SB80 or step SB100 that the accelerator is stepped on and the non-fully closed state is determined while each condition is satisfied (step SB10-N). In this case, the brake control is finished (step SB160), and then the flag F is checked (step SB170). In this case, the flag F is 1 or 2 (step SB170-1or2), so the flag F is set to 0. After being set (step SB180), this control flow is returned. In this case, the downshift by this control has already been performed (step SB50), but the downshifted gear stage is maintained as it is, and only the brake control is ended. Since the responsiveness of the shift is not relatively good, the downshifted gear stage is maintained as it is in consideration of the response when the accelerator is turned off again. In this case, if the accelerator is returned again to be fully closed, the flag F is 0 (step SB20-0), so the control after step SB30 is performed again. Here, if the downshift amount is the same as the previous time in step SB50, a command to the same shift stage is output (no shift).

  Next, when the accelerator is stepped on while waiting for the condition to be satisfied in step SB130 (in the state where the flag F is 3), the brake control is terminated (step SB160), and the state is kept as it is. This control flow is returned (step SB170-3). In this case, since the vehicle has already entered the corner 402 in the control flow again, when the accelerator is fully closed (step SB10-Y), only the portion related to the shift is executed (step SB20-). 3, Step SB120). On the other hand, after entering the corner 402, at the stage waiting for the condition to be satisfied in step SB130 (a state where the flag F is 3), if the accelerator is not stepped on, the place where the corner 402 is escaped (time point) Thus, the brake control is finished (step SB110).

  In the above, the handling when the driver performs a brake operation while this control is performed is not touched, but when the driver operates the brake, the driver operates the brake. And the brake control can be stopped.

  The brake control in the fifth modified example may be performed by using a braking device that generates a braking force on the vehicle, such as a regenerative braking by an MG device provided in the power train system, instead of the brake. .

(Sixth Modification of First Embodiment)
In the first embodiment, the corner control is described as being performed by controlling the gear position of the stepped automatic transmission 10, but instead, the control of the gear ratio of the CVT can be performed.

(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 above embodiment is omitted by assigning the same reference numerals.

  In the second embodiment, as in the first embodiment, corner control is performed by applying a deceleration caused by a downshift of the transmission to the vehicle. In the second embodiment, in principle, the control according to FIG. 1 of the first embodiment is performed, but the detailed control contents of steps S30 and S40 in FIG. 1 are replaced with those described in FIG. Thus, it is replaced with the one shown in FIG.

  In the present embodiment, the reason why the additional control execution boundary line Ld is provided is that, as described above, in the region where the distance L is small, the necessary deceleration Greqx is calculated as a value close to infinity. When the necessity of corner control is determined based on the control execution boundary line Lc provided corresponding to the required deceleration Greqx, and the deceleration to be applied to the vehicle in the corner control is determined based on the required deceleration Greqx. In the case where the difference between the vehicle speed and the target turning vehicle speed Vreq is so small that it is not necessary to apply the deceleration that is the same as or close to the required deceleration Greqx at the corner control, an excessive deceleration is applied to the vehicle and the vehicle is driven. It is to reduce the problem of making the person feel uncomfortable.

[Step SC31]
In step SC31 of FIG. 13, the control circuit 130 determines whether corner control is necessary based on the conventional control execution boundary line Lc. In FIG. 5, if it is located above the control execution boundary line Lc due to the relationship between the distance L to the corner 402 and the vehicle speed, it is determined that corner control is necessary, and the vehicle is positioned below the control execution boundary line Lc. Then, it is determined that corner control is unnecessary.

  For example, when the accelerator opening is set to zero at the position of the code P3 or P4 above the control execution boundary line Lc, it is determined that corner control is necessary. If it is determined that corner control is necessary, the process proceeds to step SC32. Otherwise, this control flow is reset.

[Step SC32]
In step SC32, the control circuit 130 determines whether corner control is necessary based on the additional control execution boundary line Ld. For example, if the accelerator opening is zero at the position indicated by reference sign P3 below the additional control execution boundary line Ld, it is determined that corner control is unnecessary. On the other hand, when the accelerator opening is zero at the position of the reference symbol P4 above the additional control execution boundary line Ld, it is determined that corner control is necessary. If it is determined that corner control is necessary, the process proceeds to step SC33, and if not, the process proceeds to step SC34.

[Step SC33]
In step SC <b> 33, the control circuit 130 determines the downshift destination gear position based on the required deceleration Greqx (401). The required deceleration Greqx (401) is calculated based on the above formula 2. That is, in step SC33, the same shift speed as the shift speed determined in step SA40 in FIG. 6 (fourth speed in the above example) is determined as the downshift destination speed. That is, in the second embodiment, when the accelerator opening is set to zero at the position of P4, downshift control is performed to the same gear as in the first embodiment. Following step SC33, step S46 of FIG. 1 is performed.

[Step SC34]
In step SC34, the control circuit 130 determines a shift stage for one speed higher than the shift stage obtained based on the required deceleration Greqx (401) as the downshift destination shift stage. Step SC34 is performed when it is located above the control execution boundary line Lc (step SC31-Y) but below the additional control execution boundary line Ld (step SC32-N). For example, the position is P3.

  When the difference between the vehicle speed and the target turning vehicle speed Vreq is small as in the case where it is located below the additional control execution boundary line Ld, a large deceleration acts on the vehicle even when corner control is performed. There is no need to let them. In particular, in the region where the distance L is small, the required deceleration Greqx is calculated as a value close to infinity, so that the shift speed obtained based on the required deceleration Greqx (by the method described in step SA40 in FIG. 6). When downshift control is performed to the required shift speed), an excessive deceleration acts on the vehicle, giving the driver a sense of incongruity.

  Therefore, in the present embodiment, although it is located above the control execution boundary line Lc (step SC31-Y), if it is located below the additional control execution boundary line Ld (step SC32-N), a necessary reduction is required. Instead of directly determining the shift speed determined based on the speed Greqx as the shift speed to be downshifted, the shift speed for one speed higher than the shift speed determined based on the required deceleration Greqx is downshifted. The previous gear position is determined (step SC34). As a result, a deceleration smaller than the speed determined based on the required deceleration Greqx acts on the vehicle, reducing the driver's uncomfortable feeling. Following step SC34, step S46 of FIG. 1 is performed.

(First Modification of Second Embodiment)
Next, a first modification of the second embodiment will be described with reference to FIG.
Hereinafter, only differences from the second embodiment will be described in the present modification.

  In the second embodiment, it is located above the control execution boundary line Lc (step SC31-Y). However, if it is located below the additional control execution boundary line Ld (step SC32-N), the necessary reduction is required. The shift stage for one speed higher than the shift stage obtained based on the speed Greqx has been determined as the downshift destination shift stage (step SC34).

  Instead, in this modified example, although it is located above the control execution boundary line Lc (step SD31-Y), it is located below the additional control execution boundary line Ld (step SD32-N). Based on the required deceleration Greqx only when the speed determined based on the required deceleration Greqx is equal to or lower than the specific speed (specific speed or a speed lower than the specific speed) (step SD35-Y). If the shift speed for one speed higher than the shift speed determined in this way is determined as the shift speed to be downshifted (step SD36), and the shift speed determined based on the required deceleration Greqx is not less than the specific speed ( In step SD35-N), the shift speed determined based on the required deceleration Greqx is determined as it is as the shift speed to be shifted down (step SD34).

  Steps SD31 to SD33 in FIG. 14 are the same as steps SC31 to SC33 in FIG. Step SD34 is the same as step SD33, and step SD36 is the same as step SC34.

[Step SD35]
In step SD35, the control circuit 130 determines whether or not the speed determined based on the required deceleration Greqx is equal to or lower than a specific speed (a specific speed or a lower speed than the specific speed). Here, the specific stage can be, for example, the second speed. In this case, when the shift speed (step SD34) obtained by the required deceleration Greqx is 3rd speed or higher (step SD35-N), the shift speed is directly the downshift destination speed (step SD34). Otherwise, the shift stage for one speed higher than the shift stage (step SD34) obtained by the required deceleration Greqx is set as the downshift destination shift stage (step SD36).

  In this modification, when the distance L is small and the difference between the vehicle speed and the target turning vehicle speed Vreq is small (step SD32-N), the downshift control to the low speed gear stage below the specific stage is performed. It is prevented from being done. The above-mentioned problem that the shift is started during cornering due to a response delay from the downshift command output based on the driver's accelerator OFF to the actual shift start, which is disadvantageous in terms of vehicle stability. Is particularly likely to be a serious problem when downshift control is performed to a low speed gear. On the other hand, in the present modification, in the above case (step SD32-N), the above-described problem is caused by performing control so as not to perform the downshift to the low speed gear stage that is equal to or lower than the specific stage. Is reduced.

(Second Modification of Second Embodiment)
Hereinafter, in the present modification, only differences from the second embodiment or the first modification of the second embodiment will be described.

  In each of steps SC33 and SC34 in FIG. 13 and steps SD33, SD34 and SD36 in FIG. 14, the gear position is determined based on the required deceleration Greqx (described in step SA40 in FIG. 6). The gear position was determined by the method). Instead, in steps SC33, SC34, SD33, SD34, and SD36, the gear position can be determined based on, for example, a map as shown in FIG.

  In this case, in step SC33, step SD33, and step SD34, for example, the shift stage determined based on the map as shown in FIG. 8 is determined as the downshift destination shift stage. In step SC34 and step SD36, for example, FIG. The shift speed for one speed higher than the shift speed determined based on the map as shown in FIG.

(Third Modification of Second Embodiment)
Hereinafter, only differences from the second embodiment will be described in the present modification.

  This modification relates to a vehicle deceleration control device that performs cooperative control of a brake and an automatic transmission in the second embodiment, as in the fifth modification of the first embodiment.

  In this modification, when positioned above the control execution boundary line Lc (step SC31-Y) and above the additional control execution boundary line Ld (step SC32-Y) (in step SC33 of FIG. 13 above) In the corresponding case), downshift control and brake control (cooperative control) are performed by the same method as in step SB50 and subsequent steps in FIG. 9-1 of the second embodiment.

  On the other hand, in this modified example, although it is located above the control execution boundary line Lc (step SC31-Y), it is located below the additional control execution boundary line Ld (step SC32-N) (in FIG. 13 above). In the case corresponding to step SC34), in step SB50 and the subsequent steps in FIG. 9-1 of the second embodiment, the required deceleration 401 (which is a reference for obtaining the speed target deceleration, the brake control amount, and the target deceleration). (Greqx) is applied in place of the correction required deceleration.

  That is, the correction required deceleration is obtained by multiplying the required deceleration 401 by a coefficient larger than 0 and smaller than 1. In the present modification, when the shift speed target deceleration, the brake control amount, and the target deceleration are obtained, the necessary deceleration 401 is replaced with the corrected necessary deceleration, and the same method as in the second embodiment is used. Desired.

In the embodiment described above, the following items are disclosed.
(Section)
When a driver's intention to decelerate is detected, when the vehicle speed is higher than a target vehicle speed, a vehicle deceleration control device that performs deceleration control so that deceleration is applied to the vehicle,
Means for detecting a corner in front of the vehicle;
Means for detecting the driver's deceleration intention;
Means for determining the required deceleration 401 based on the distance to the corner and the target lateral G201 (FIG. 15) during cornering of the corner;
Outside the vicinity of the corner, the target vehicle speed is the first deceleration for causing the vehicle to apply a deceleration 202 corresponding to the required deceleration 401 in order to corner the corner at the target lateral G201. A first target vehicle speed (control execution boundary line Lc) that is a criterion for determining whether or not control is necessary;
In the vicinity of the corner, the target vehicle speed is a second target vehicle speed (additional control execution boundary line Ld) higher than the first target vehicle speed (control execution boundary line Lc),
The first deceleration control is executed when the vehicle speed is higher than the first target vehicle speed (control execution boundary line Lc) when the intention to decelerate is detected outside the vicinity of the corner. A vehicle deceleration control device.

  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 figure for demonstrating operation | movement of the conventional deceleration control apparatus of a vehicle. In the first embodiment of the vehicle deceleration control device of the present invention, it is a graph showing the relationship between the required deceleration and the distance to the corner. It is a figure for demonstrating operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows other operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the deceleration for every vehicle speed of each gear stage in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the gear stage map used in the modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of operation | movement of the other modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of operation | movement of the other modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure for demonstrating operation | movement of the other modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is another figure which shows the deceleration for every vehicle speed of each gear stage in the other modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the gear stage target deceleration in the other modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this 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 flowchart which shows operation | movement of the modification of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. In the first embodiment of the vehicle deceleration control apparatus of the present invention, it is a diagram for explaining the relationship between the shift amount of corner control and the necessity.

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 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
200 Braking device 230 Brake control circuit 301 Accelerator opening 302 Brake control amount 303 Actual deceleration of vehicle 304 Initial target deceleration 310 Deceleration in automatic transmission 401 Necessary deceleration 402 Corner 405 Corner R
Greqx Required deceleration Vreq Target turning vehicle speed L Distance to corner Lc Control execution boundary line Ld Additional control execution boundary line Le Specific control execution boundary line L1 Brake braking force signal line SG1 Brake braking force signal SG2 Brake control signal

Claims (11)

When a driver's intention to decelerate is detected, when the vehicle speed is higher than a target vehicle speed, a vehicle deceleration control device that performs deceleration control so that deceleration is applied to the vehicle,
Means for detecting a corner in front of the vehicle;
Means for detecting the driver's deceleration intention,
Outside the vicinity of the corner, the target vehicle speed is set based on at least the distance to the corner, and a criterion for determining whether the deceleration control is necessary for cornering of the corner at the target lateral G. Is the first target vehicle speed,
In the vicinity of the corner, the target vehicle speed is a second target vehicle speed that is higher than the first target vehicle speed. When a driver's intention to decelerate is detected, when the vehicle speed is higher than the determined target vehicle speed, a vehicle deceleration control device that performs deceleration control so that the deceleration acts on the vehicle,
Means for detecting a corner in front of the vehicle;
Means for detecting the driver's deceleration intention;
Based on at least the distance to the corner, a first target vehicle speed setting that sets a first target vehicle speed that is a criterion for determining whether or not the deceleration control is necessary for cornering of the corner at the target lateral G is performed. Means,
Second target vehicle speed setting means for setting a second target vehicle speed higher than the first target vehicle speed in the vicinity of the corner;
A vehicle deceleration control device comprising: target vehicle speed determining means for determining a higher one of the first target vehicle speed and the second target vehicle speed as the target vehicle speed. The vehicle deceleration control device according to claim 2,
The target vehicle speed determining means, instead of determining the higher of the first target vehicle speed and the second target vehicle speed as the target vehicle speed, if the distance to the corner is equal to or less than a preset value, A vehicle deceleration control device, wherein a target vehicle speed is determined as the target vehicle speed, and the first target vehicle speed is determined as the target vehicle speed when a distance to the corner is greater than a preset value. When a driver's intention to decelerate is detected, when the vehicle speed is higher than a target vehicle speed, a vehicle deceleration control device that performs deceleration control so that deceleration is applied to the vehicle,
Means for detecting a corner in front of the vehicle;
Means for detecting the driver's deceleration intention;
Means for determining a necessary deceleration based on a distance to the corner and a target lateral G during cornering of the corner;
Outside the vicinity of the corner, the target vehicle speed is the first deceleration control for causing the vehicle to apply a deceleration corresponding to the required deceleration because the corner is cornered at the target lateral G. The first target vehicle speed that is a criterion for determining whether or not it is necessary,
In the vicinity of the corner, the target vehicle speed is a second target vehicle speed that is higher than the first target vehicle speed,
The vehicle deceleration control device, wherein the first deceleration control is executed when a vehicle speed is higher than the first target vehicle speed when the intention to decelerate is detected outside the vicinity of the corner. The vehicle deceleration control device according to claim 4,
In the vicinity of the corner, when the intention to decelerate is detected, if the vehicle speed is higher than the second target vehicle speed, the first decelerating control is executed. . The vehicle deceleration control device according to any one of claims 1 to 5,
In the vicinity of the corner, when the intention to decelerate is detected, if the vehicle speed is lower than the second target vehicle speed, the deceleration control is not executed. The vehicle deceleration control device according to any one of claims 1 to 5,
Executed when the vehicle speed is higher than the second target vehicle speed when the intention to decelerate is detected in the vicinity of the corner and the vehicle speed is higher than the first target vehicle speed and lower than the second target vehicle speed. The vehicle deceleration control apparatus is characterized in that the deceleration control is performed such that a relatively small deceleration obtained by a method different from the deceleration control to be performed acts on the vehicle. The vehicle deceleration control device according to any one of claims 1 to 5,
Executed when the vehicle speed is higher than the second target vehicle speed when the intention to decelerate is detected in the vicinity of the corner and the vehicle speed is higher than the first target vehicle speed and lower than the second target vehicle speed. When the vehicle speed is higher than the second target vehicle speed when a deceleration to be applied to the vehicle is obtained in the same manner as the deceleration control, and the obtained deceleration is larger than a predetermined value set in advance. A specific deceleration relatively smaller than the obtained deceleration is obtained by a method different from the deceleration control executed at a time, and the deceleration control is performed such that the specific deceleration acts on the vehicle. A vehicle deceleration control device characterized by the above. The vehicle deceleration control device according to any one of claims 1 to 8,
The second target vehicle speed is a value that is substantially independent of the distance to the corner. The vehicle deceleration control device according to any one of claims 1 to 9,
The second target vehicle speed is higher than a target turning vehicle speed required at an entrance of the corner because cornering of the corner is performed at the target lateral G. The vehicle deceleration control device according to any one of claims 1 to 10,
At least one of the first target vehicle speed and the second target vehicle speed is changed based on the driving direction of the driver.

Images