CN100413735C

CN100413735C - Deceleration control apparatus for vehicle

Info

Publication number: CN100413735C
Application number: CNB2006100077583A
Authority: CN
Inventors: 椎叶一之; 岩月邦裕; 池田幸洋; 星野正喜; 松井章
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2005-02-18
Filing date: 2006-02-20
Publication date: 2008-08-27
Anticipated expiration: 2026-02-20
Also published as: CN1820988A

Abstract

A deceleration control apparatus for a vehicle that performs deceleration control based on a first target deceleration (Greqx) set based on a distance to a starting point of an upcoming curve, when the deceleration control for the curve is started at a position distant from the starting point of the curve; and that performs the deceleration control based on a second target deceleration (Greqy) set based on a lateral acceleration that is estimated to be detected when the vehicle passes the starting point of the curve, when the deceleration control for the curve is started at a position close to the starting point of the curve. With this apparatus, it is possible to perform the deceleration control that provides drive assist according to the intention of the driver and that enhances driving convenience for the driver.

Description

The deceleration control device that is used for vehicle

Technical field

The present invention relates to be used for the deceleration control device of vehicle.

Background technology

Known to the multiple technologies that are used to carry out car retardation control about the information of main vehicle front condition of road surface (for example be about to occur the radius of curvature of bend, and the distance between main vehicle and the bend initial point).

Among Japanese Unexamined Patent Publication No JP-A-08-194889 and the Japanese Unexamined Patent Publication No JP-A-2003-202071 each described and the relevant technology of control setup that is used to handle main vehicle front condition of road surface.Japanese Unexamined Patent Publication No JP-A-08-194889 has described the technology that judgment means and warning device wherein are set.When having bend in the road that identifies vehicle front based on the road information of storing in advance, judgment means judges whether too high current vehicle speed suitably turns along bend that this is about to occur for main vehicle.If judgment means judges that current vehicle speed is too high, then warning device gives the alarm.Suitably turn too highly for main vehicle if judgment means is configured to current vehicle speed, determine that then current vehicle speed surpasses the degree to the suitable speed of a motor vehicle that is about to occur bend along this bend that be about to occur.Warning device is configured to depend on current vehicle speed and surpasses the degree of the suitable speed of a motor vehicle that is about to occur bend is sent dissimilar alarms.According to this technology, chaufeur can rely on the type identification current vehicle speed of alarm to surpass degree to the suitable speed of a motor vehicle that is about to occur bend.

Japanese Unexamined Patent Publication No JP-A-08-194889 has only described based on current vehicle speed and has surpassed the warning device that the degree to the suitable speed of a motor vehicle that is about to occur bend gives the alarm.This open technology of carrying out deceleration control based on the deceleration/decel that calculates to the radius of curvature and the current vehicle speed of the distance that is about to occur the bend initial point, bend of utilizing of not describing.In other words, although Japanese Unexamined Patent Publication No JP-A-08-194889 has described speed of a motor vehicle control (control and throttle-valve control for example lower category), if but even chaufeur is not to car retardation after sending alarm sound, then speed of a motor vehicle control only impels chaufeur that car retardation is carried out (if this open current vehicle speed of only having described is equal to or higher than predetermined extent above the degree to the suitable speed of a motor vehicle that is about to occur bend, then the technology of gear reduction one-level) by the means except that sound basically.This is open not have to describe based on being calculated as the technology that the deceleration/decel of value that basis is about to occur the variations such as radius of curvature of bend carries out deceleration control.

Expectation to be deceleration control according to the intention of chaufeur provide drives the convenience that helps and strengthen driving for chaufeur.

Summary of the invention

An object of the present invention is to provide a kind of deceleration control device that is used for vehicle, its intention according to chaufeur provides drives the convenience that helps and strengthen driving for chaufeur.

A first aspect of the present invention relates to the deceleration control device that is used for vehicle, it is characterized in that when the deceleration control of the bend that is used for soon occurring begins in the position away from the bend initial point, carry out deceleration control based on first desired deceleration, wherein said first desired deceleration is based on to the distance of bend initial point and sets; And when the deceleration control to bend begins in the position near the bend initial point, carry out deceleration control based on second desired deceleration, wherein said second desired deceleration is based on when vehicle passes the bend initial point to be estimated the transverse acceleration that is detected is set.

In first aspect, the transverse acceleration of estimation can be to estimate the transverse acceleration that is detected under the condition that the hypothesis vehicle is turned along this bend with current vehicle speed.

In first aspect, the transverse acceleration of estimation can be to estimate that with the transverse acceleration that is detected this speed of a motor vehicle is to estimate the speed of a motor vehicle that is detected under the condition that the hypothesis vehicle is turned along this bend with such speed of a motor vehicle when vehicle passes the bend initial point.

In first aspect, the transverse acceleration of estimation can be utilized based on the predefined figure of the radius of curvature of the speed of a motor vehicle and bend and obtain.

In first aspect, second deceleration/decel can utilize based on the predefined figure of the radius of curvature of the speed of a motor vehicle and bend and obtain.

In first aspect, can judge based on first desired deceleration still to be that second desired deceleration carries out deceleration control based on the comparative result between first desired deceleration and second desired deceleration.

In first aspect, can still be that second desired deceleration carries out deceleration control based on judging to the distance of bend initial point based on first desired deceleration.

In first aspect, second desired deceleration can be based on the horizontal acceleration of estimating with as setting when another transverse acceleration of the target lateral acceleration of vehicle when bend is turned.

In first aspect, can obtain first desired deceleration and second desired deceleration in a plurality of points in the preset range in the vehicle front road each; Each point is being carried out under the hypothesis state of deceleration control based on cooresponding first desired deceleration and second desired deceleration, can obtain desired deceleration each point; Can determine when carrying out deceleration control desired deceleration based on the desired deceleration of each point for preset range; And can carry out deceleration control based on described definite desired deceleration.

In first aspect, a plurality of nodes that are stored in the road information in the navigationsystem can be used as described a plurality of points, and can obtain desired deceleration to each node.

In first aspect, can and comprise that in the condition of road surface of road surface slippery degree at least one set at least one in first desired deceleration and second desired deceleration changeably based on the required driving mode of driving technique, the chaufeur of chaufeur.

A second aspect of the present invention relates to a kind of deceleration control device that is used for vehicle, it is characterized in that being provided with detection to the distance detection device that is about to occur the bend initial point, and judge based on first desired deceleration still to be that second desired deceleration carries out deceleration control based on detected distance when deceleration control begins to the bend initial point.

In second aspect, first desired deceleration can be based on setting to the distance of bend initial point, and second desired deceleration can not considered to set to the distance of bend initial point.

A third aspect of the present invention relates to a kind of deceleration control device that is used for vehicle, it is characterized in that selecting based on to first desired deceleration of the distance setting that is about to occur the bend initial point with do not consider to second desired deceleration of the distance setting of bend initial point one, and carry out deceleration control based on the desired deceleration of from first desired deceleration and second desired deceleration, selecting.

In the third aspect, can select lower one of degree of deceleration in first desired deceleration and second desired deceleration.

In the third aspect, second desired deceleration can be estimated when passing the bend initial point when vehicle the transverse acceleration that is detected is set.

In the third aspect, second desired deceleration can be estimated the transverse acceleration that will be detected when passing the bend initial point when vehicle and set as the difference between another transverse acceleration of the target lateral acceleration of vehicle when bend is turned.

A fourth aspect of the present invention relates to the deceleration control device that is used for vehicle, its gear by the control toric transmission carries out deceleration control to the bend that be about to occur, it is characterized in that the first lower limit input speed be arranged to toric transmission with based on the corresponding input speed lower limit of first desired deceleration to the distance setting of bend initial point; The second lower limit input speed is arranged to the corresponding input speed lower limit of second desired deceleration that the transverse acceleration with estimating when passing the bend initial point when vehicle to be detected of toric transmission is set, and controls toric transmission based on the minimum value of selecting from the first lower limit input speed and the second lower limit input speed.

According to the above-mentioned deceleration control device that is used for vehicle, can provide according to the intention of chaufeur and drive the convenience that helps and strengthen driving for chaufeur.

Description of drawings

When considered in conjunction with the accompanying drawings, by the following detailed description of reading illustrated embodiments of the invention, the feature that the present invention may be better understood, advantage and technology and industrial significance, wherein

Fig. 1 illustrates routine figure, and the control routine that is undertaken by the deceleration control device that is used for vehicle according to first embodiment of the invention is shown;

Fig. 2 diagram is used for the scheme drawing of the deceleration control device of vehicle according to first embodiment of the invention;

Fig. 3 diagram is used to describe the view of the method for calculating desired deceleration, and this method is used in the common deceleration control device that is used for vehicle;

Fig. 4 diagrammatic curve figure illustrates the desired deceleration that calculates according to method described in Fig. 3;

Fig. 5 diagram is used for describing and is stored in the view of road information node of navigationsystem that is used for the deceleration control device of vehicle according to first embodiment of the invention;

Fig. 6 diagrammatic curve figure is used for describing the method for second deceleration/decel that is used for the deceleration control device of vehicle according to first embodiment of the invention that is used in of obtaining;

Fig. 7 illustrates another diagram of curves, is used for describing the method for second deceleration/decel that is used for the deceleration control device of vehicle according to first embodiment of the invention that is used in of obtaining;

Fig. 8 diagram is used to describe the view of the method for obtaining the maximum target deceleration/decel, and this maximum target deceleration/decel is used in the deceleration control device that is used for vehicle according to first embodiment of the invention;

Fig. 9 diagram is used to describe the view of the effect that obtains by the deceleration control device that is used for vehicle according to first embodiment of the invention;

Figure 10 diagram is used to describe the diagram of curves of the effect that obtains by the deceleration control device that is used for vehicle according to first embodiment of the invention;

Figure 11 diagram is used to describe another diagram of curves of the effect that obtains by the deceleration control device that is used for vehicle according to first embodiment of the invention;

Figure 12 diagram is used to describe the view according to the deceleration control device that is used for vehicle of first embodiment of the invention second modified example;

Figure 13 diagram is used to describe the diagram of curves of second deceleration/decel, and this second deceleration/decel is used in the deceleration control device that is used for vehicle according to first embodiment of the invention the 3rd modified example;

Figure 14 diagram is used for obtaining at the deceleration control device that is used for vehicle according to first embodiment of the invention the 4th modified example the figure of the lateral acceleration G of estimation;

Figure 15 diagram is used for obtaining the figure of second deceleration/decel that uses at the deceleration control device that is used for vehicle according to first embodiment of the invention the 5th modified example;

The figure of deceleration/decel is obtained in every kind of combination that Figure 16 diagram is used for rotating speed (corresponding with the speed of a motor vehicle) to transmission output shaft and gear, and it is used in the deceleration control device that is used for vehicle according to second embodiment of the invention;

Figure 17 diagram is used to describe the diagram of curves of gear desired deceleration, and this gear desired deceleration is used in the deceleration control device that is used for vehicle according to second embodiment of the invention;

Figure 18 diagrammatic curve figure, it illustrates and transmission output speed (corresponding with the speed of a motor vehicle) and the corresponding gear of deceleration/decel, and it is used in the deceleration control device according to second embodiment of the invention;

Figure 19 diagram is according to the explanatory view of the deceleration control device that is used for vehicle of third embodiment of the invention;

Figure 20 illustrates the figure with the corresponding target lateral acceleration G of ground-surface smooth degree, and it is used in the deceleration control device that is used for vehicle according to third embodiment of the invention;

The required driving mode of deceleration control device chaufeur that is used for vehicle that Figure 21 is illustrated in according to third embodiment of the invention is the view how to estimate;

Figure 22 illustrates the figure with the required corresponding target lateral acceleration G of driving mode of chaufeur, and the required driving mode of chaufeur is to estimate at the deceleration control device that is used for vehicle according to third embodiment of the invention;

Figure 23 diagram is used for being described in diagram of curves how to estimate driving technique according to the deceleration control device that is used for vehicle of third embodiment of the invention;

Figure 24 diagram is used to estimate the figure of the driving technique of chaufeur, and it is used in the deceleration control device that is used for vehicle according to third embodiment of the invention;

Figure 25 illustrates the figure with the corresponding target lateral acceleration G of rank of driving technique, and it is used in the deceleration control device that is used for vehicle according to third embodiment of the invention;

Figure 26 illustrates the figure with every kind of corresponding target lateral acceleration G of combination of the required driving mode of the rank of driving technique and chaufeur, and it is used in the deceleration control device that is used for vehicle according to third embodiment of the invention;

Figure 27 illustrates first figure that is proposed to be used in usually according to the deceleration control device that is used for vehicle of fourth embodiment of the invention;

Figure 28 illustrates second figure that is proposed to be used in usually according to the deceleration control device that is used for vehicle of fourth embodiment of the invention;

Figure 29 illustrates the routine figure of the part of control routine, and this control routine is undertaken by the deceleration control device that is used for vehicle according to fourth embodiment of the invention;

Figure 30 illustrates the routine figure of control routine another part, and this control routine is undertaken by the deceleration control device that is used for vehicle according to fourth embodiment of the invention;

Figure 31 diagram is used in the figure according to the deceleration control device that is used for vehicle of fourth embodiment of the invention;

Figure 32 diagram is used to describe the diagram of curves according to the effect of the deceleration control device that is used for vehicle of fourth embodiment of the invention;

Figure 33 diagram is used in the figure according to the deceleration control device that is used for vehicle of fourth embodiment of the invention the 3rd modified example;

Figure 34 diagram is used in another figure according to the deceleration control device that is used for vehicle of fourth embodiment of the invention the 3rd modified example.

The specific embodiment

In following description and accompanying drawing, embodiment describes the present invention in detail with reference example.

To the first embodiment of the present invention be described referring to figs. 1 to 11.First embodiment relates to the deceleration control device that is used for vehicle, and it utilizes drg (brake equipment) to carry out deceleration control.

First embodiment relates to deceleration control device, when detecting bend in the road at vehicle front and detect chaufeur when the intention that reduces the speed of a motor vehicle being arranged, it is controlled and is used to reduce the speed of a motor vehicle to the suitable speed of a motor vehicle (recommended vehicle speed) that is used to vehicle is turned along the bend that is about to occur.According to first embodiment, when the distance between vehicle and the bend initial point is very long, comprise that based on utilization first desired deceleration of setting to the parameter of bend initial point distance carries out deceleration control.On the other hand, the distance between vehicle and bend initial point is not carried out deceleration control based on relying on second desired deceleration of setting to the parameter of bend initial point distance very in short-term.

In other words, when the deceleration control to bend begins in the position away from the bend initial point, the deceleration control device that is used for vehicle according to first embodiment carries out deceleration control based on first desired deceleration, and wherein first desired deceleration is based on to the distance of bend initial point and sets.On the other hand, when the deceleration control to bend began in the position near the bend initial point, deceleration control device carried out deceleration control based on second desired deceleration, and wherein second desired deceleration is not rely on to the distance of bend initial point to set.Herein, time " when the deceleration control to bend begins " refers to detect bend in the road of vehicle front and detects chaufeur have the time of the intention that reduces the speed of a motor vehicle (just when the step S6 place at Fig. 1 carries out affirmative determination), or because the time of the deceleration/decel that the control of turning causes when beginning to act on the vehicle (among Fig. 1 when time that step S8 begins).

According to the distance between vehicle and the bend initial point is long or weak point, carries out deceleration control based on one in first desired deceleration that utilizes different parameters to calculate and second desired deceleration.More specifically, when vehicle away from the position of bend initial point the time, carry out deceleration control based on first desired deceleration, wherein first desired deceleration is based on the speed of a motor vehicle (speed that should reach) of current vehicle speed, recommendation and sets to the distance of bend initial point when vehicle passes the bend initial point.On the other hand, when vehicle near the position of bend initial point the time, carry out deceleration control based on second desired deceleration, wherein second desired deceleration is based on the hypothesis vehicle and passes with current vehicle speed and estimate under the situation of bend initial point the transverse acceleration of obtaining is set.Therefore, can provide the convenience of driving help and strengthening driving for chaufeur according to the intention of chaufeur.

First embodiment also relates to and is used for calculating the method that the vehicle front road is about to occur the desired deceleration in the deceleration control (turn control) of bend that is used in.At first, with reference to figure 3 common method that is used for calculating the desired deceleration that is used in the control of turning is described.

In Fig. 3, label X indicates vehicle, the current location of label P indication vehicle X, and label C indication is about to the bend of appearance in the road in vehicle X the place ahead.In addition, the initial point of label Q indication bend C, the radius of curvature of label R indication bend C, distance between the current some P of label L indication vehicle X and the initial point Q of bend C, the present speed of label V indication vehicle X, the recommended vehicle speed that label Vreq indication vehicle X turns along bend C with target lateral acceleration G, and label Greqx representative realizes the required deceleration/decel (need act on the desired deceleration on the vehicle in the control of turning) of vehicle velocity V req of recommendation with the initial point Q place at bend C for the current vehicle speed V that reduces vehicle X.

In this case, target lateral acceleration G is the expected value of indication vehicle X along the lateral acceleration G of bend C turning.Target lateral acceleration G is the predetermined value of 0.3G to 0.4G.

Recommended vehicle speed Vreq (m/s) obtains according to following equation (1).

V_{req} = \sqrt{R \times G_{yt} \times g} - - - (1)

Herein, " R " represents radius of curvature R (m), and " Gyt " represents the desired value (for example 0.4G) of target lateral acceleration G, and " g " represents acceleration due to gravity.

R: radius of curvature R (m)

The desired value of Gyt: target lateral acceleration G (for example 0.4G)

G: acceleration due to gravity 9.8 (m/s ²)

Desired deceleration Greqx obtains according to following equation (2).

G_{reqx} = \frac{V^{2} - {V_{req}}^{2}}{2 \times L \times g} - - - (2)

Herein, " V " represents current vehicle speed (m/s), and " L " represents the distance (m) between vehicle and the bend initial point.

V: current vehicle speed (m/s)

L: the distance (m) between vehicle and the bend initial point

Fig. 4 illustrate the distance L between the initial point Q of the current some P of vehicle X and bend C and the desired deceleration Greqx that obtains according to equation 2 between relation.According to equation 2 because what comprise distance L is denominator, so even current vehicle speed V surpasses the vehicle velocity V req that recommends slightly, when distance L very in short-term, desired deceleration Greqx is near infinitary value.Thus, when distance L very in short-term, make desired deceleration Greqx act on the vehicle if carry out deceleration control, then chaufeur can feel uncomfortable.

As shown in Figure 4, when distance L is long relatively,, make desired deceleration Greqx act on the vehicle can not go wrong so carry out deceleration control because desired deceleration Greqx can not become too much greater than the actual needs value.On the contrary, when distance L very in short-term because desired deceleration Greqx becomes too much greater than the actual needs value, so that based target deceleration/decel Greqx carries out deceleration control is improper.In other words, it is inappropriate only carrying out deceleration control based on the desired deceleration Greqx that obtains according to equation 2.When distance L relatively in short-term, need the correction target deceleration/decel.First enforcement mainly is to solve such problem.

Following described in detail, comprise the device of the information that is used to detect relevant vehicle front condition of road surface (distance between for example radius of curvature R, and vehicle and the bend initial point) according to the deceleration control device of first embodiment; And at least one deceleration control device that can the control vehicle deceleration/decel, for example automatic transmission with hydraulic torque converter and the electronic control throttle of autobrake actuator, energy recovery drg, the control that can lower category.

In Fig. 2, label 10 indications have a grade automatic transmission with hydraulic torque converter, label 40 indication driving engines, and label 200 indication brake equipments.In automatic transmission with hydraulic torque converter 10, hydraulic pressure supplies power to

electromagnetic valve

121a, 121b by permission/cut-out and 121c controls, and gear can change between five gears thus.Fig. 2 illustrates three

electromagnetic valve

121a, 121b and 121c.But the quantity of electromagnetic valve is not limited to three.

Electromagnetic valve

121a, 121b and 121c drive according to the signal from control circuit 130.

Accelerator-pedal operation amount sensor 113 detects the operational ton of acceleration pedal.Throttle gate open amount sensor 114 detects the open amount of the throttle gate 43 in the inlet channel 41 that is arranged on driving engine 40.The rotating speed of engine speed sensor 116 detection of engine 40.Car speed sensor 122 detects the rotating speed of the output shaft 120c of automatic transmission with hydraulic torque converters 10, and itself and the speed of a motor vehicle are proportional.Gear position sensor 123 detects the position of gear shifting handle.Pattern Select Switch 117 is used to provide the instruction about shift mode.Acceleration pick-up 90 detects the deceleration/decel of vehicle.

The basic function of navigationsystem 95 is that the main vehicle of guiding is to intended destination.Navigationsystem 95 comprises treater; Information storage medium, its store car required information (for example figure, straight way, bend, acclivity, downward slope and express highway) of travelling; First information detecting device, its by autonomous navigation detect main vehicle current location and and condition of road surface, and it comprises geomagnetic sensor, gyroscope and rotation direction sensor; And second information detector, it detects the current location and the condition of road surface of main vehicle by radio navigation, and it comprises gps antenna, gps receiver etc.

Control circuit 130 receives the signal of indicating the result who is detected by accelerator-pedal operation amount sensor 113, throttle gate open amount sensor 114, engine speed sensor 116, car speed sensor 122, gear position sensor 123 and acceleration pick-up 90.Control circuit 130 also receives the signal of ON/OFF state of pointing-type select switch 117 and the signal that transmits from navigationsystem 95.

Control circuit 130 is formed by known microcomputer, and comprises CPU131, RAM132, ROM133, input port 134, output port 135 and common bus 136.The signal that control circuit 130 receives from accelerator-pedal operation amount sensor 113, throttle gate open amount sensor 114, engine speed sensor 116, car speed sensor 122, gear position sensor 123 and acceleration pick-up 90 by input port 134 is from the signal of Pattern Select Switch 117 with from the signal of navigationsystem 95.Solenoid-driven

part

138a, 138b and 138c and braking force signal wire (SW) L1 are connected to output port 135.Braking force signal wire (SW) L1 connects output port 135 to brake control circuit 230.Braking force signal SG1 is by braking force signal wire (SW) L1 transmission.

Control routine (controlled step) shown in the routine figure of Fig. 1 and the figure of Fig. 6 is stored among the ROM133 in advance.The control routine (not shown) of gear shift control also is stored among the ROM133.Control circuit 130 is based on the gear of the various signal change automatic transmission with hydraulic torque converters 10 that receive.

Brake equipment 200 is by brake control circuit 230 controls, and brake control circuit 230 receptions are from the braking force signal SG1 of control circuit 130, and brake activation power is to vehicle thus.Brake equipment 200 comprises hydraulic control circuit 220; And respectively to wheel 204,205,206 and 207 brake equipments 208,209,210 and 211 that are provided with.The brake fluid pressure that is supplied in brake equipment 208,209,210 and 211 each is by hydraulic control circuit 220 controls.Like this, brake equipment 208,209,210 and 211 is controlled the braking force that is applied to wheel 204,205,206 and 207 respectively.Hydraulic control circuit 220 is by brake control circuit 230 controls.

Hydraulic control circuit 220 brake fluid pressure that control is supplied to brake equipment 208,209,210 and 211 according to brake control signal SG2 carries out control of braking thus.Brake control signal SG2 is prepared according to braking force signal SG1 by brake control circuit 230.Braking force signal SG1 exports from the control circuit 130 of automatic transmission with hydraulic torque converter 10, and is input in the brake control circuit 230.Be applied to vehicles whose braking forces and set according to brake control signal SG2 when carrying out control of braking, brake control signal SG2 is prepared based on the various data that are included among the braking force signal SG1 by brake control circuit 230.

Brake control circuit 230 is formed by known microcomputer.Brake control circuit 230 comprises CPU231, RAM232, ROM233, input port 234, output port 235 and common bus 236.Hydraulic control circuit 220 is connected to output port 235.The routine that ROM233 storage is used when based on the various data preparation brake control signal SG2 that is included among the braking force signal SG1.Brake control circuit 230 is based on the various Data Control brake equipments 200 that receive.

Next, will the control routine that the deceleration control device according to first embodiment of the invention carries out be described with reference to figure 1.In the step S1 of Fig. 1, control circuit 130 judges in the road of vehicle front whether have bend.Control circuit 130 judges in step S1 according to the signal that receives from navigationsystem 95.If in the road of step S1 place judgement vehicle front, have bend, then control circuit 130 execution in step S2.On the other hand, if do not have bend in the road of step S1 place judgement vehicle front, then control circuit 130 finishes routines.In the example depicted in fig. 3, because in the road in vehicle X the place ahead, there is bend C, so control circuit 130 execution in step S2.In step S2 and following step, obtain the desired deceleration that is used in the deceleration control of when vehicle passes the initial point of bend C, carrying out.

In step S2, each node that 130 pairs of control circuits are positioned at the search area set by navigationsystem 95 (this scope at random set and for example regional corresponding with 150 meters of vehicle fronts) obtains the first deceleration/decel Greqx and the second deceleration/decel Greqy.The first deceleration/decel Greqx obtains based on current vehicle speed V with from the radius of curvature R of each node of navigationsystem 95 supply and the distance L between main vehicle and each node.The difference that hastens between the G that laterally adds of the second deceleration/decel Greqy based target lateral acceleration G and estimation obtains.

As shown in Figure 5, navigationsystem 95 will be stored as figure information about the data (for example distance L between the radius of curvature R at each node place and main vehicle and each node) of vehicle front condition of road surface.In the example of Fig. 5, the radius of curvature R at node 1 place is that the distance L between 200 meters and main vehicle and the node 1 is 100 meters.The radius of curvature R at node 2 places is that the distance L between 170 meters and main vehicle and the node 2 is 110 meters.The radius of curvature R at node 3 places is that the distance L between 150 meters and main vehicle and the node 3 is 120 meters.The radius of curvature R of destination node is configured to the radius of three arcs that node limits being made up of destination node (for example node among Fig. 5 2) and the front and back node adjacent with destination node (being node 1 and node 3 in this example).

Herein, the first deceleration/decel Greqx obtains according to above-mentioned equation 1 and 2.When obtaining the first deceleration/decel Greqx, in equation 1, " R " is the radius of curvature R at each node place.In equation 2, " L " is the distance between main vehicle and each node.

The second deceleration/decel Greqy is explained by following equation 3.

Greqy＝f{ΔGy}(3)

Difference between the lateral acceleration G of Δ Gy: target lateral acceleration G and estimation

ΔGy＝Gyf-Gyt

The lateral acceleration G of estimating represents that estimation is with the transverse acceleration that is detected when vehicle passes the initial point of bend C with current vehicle speed V.If the lateral acceleration G of estimating is Gyf, then the lateral acceleration G yf of Gu Jiing obtains according to following equation 4.

Gyf = \frac{V^{2}}{R \times g} - - - (4)

In first embodiment, transverse acceleration difference DELTA Gy is used as the index when obtaining desired deceleration, because the degree that vehicle X needed to slow down before the initial point that arrives bend C can obtain roughly based on transverse acceleration difference DELTA Gy.

For example, the second deceleration/decel Greqy can obtain based on transverse acceleration difference DELTA Gy according to predetermined relationship shown in Figure 6 (figure).Relation between the second deceleration/decel Greqy and the transverse acceleration difference DELTA Gy waits based on test results, experience and preestablishes.If desired deceleration obtains in theory, then shown in equation 2, use the item that comprises distance L.As a result, problem has appearred, just, when distance L very in short-term, desired deceleration becomes excessive (approaching infinitary value).For fear of such problem, in first embodiment, use transverse acceleration difference DELTA Gy, because transverse acceleration difference DELTA Gy is the parameter that does not rely on distance L, and when obtaining desired deceleration, can be used as suitable index.

As shown in Figure 6, along with transverse acceleration difference DELTA Gy increases, the second deceleration/decel Greqy is configured to higher value, because the degree that vehicle need slow down before arriving the bend initial point is bigger.On the other hand, Gy reduces along with the transverse acceleration difference DELTA, and the second deceleration/decel Greqy is configured to smaller value, because the degree that vehicle need slow down before arriving the bend initial point is less.When transverse acceleration difference DELTA Gy was equal to or less than predetermined value, the second deceleration/decel Greqy was configured to zero.When vehicle (when transverse acceleration difference DELTA Gy is equal to or less than predetermined value) when passing the initial point of bend a little more than the speed of a motor vehicle of recommended vehicle speed Vreq, vehicle can be turned and not go wrong along bend.Therefore, in this case, can not cause the second deceleration/decel Greqy.Herein, the upper limit of deceleration/decel for example can only be set (seeing the Figure 12 among the Japanese Unexamined Patent Publication No JP-A-2003-202071) based on radius of curvature R (being independent of the parameter of distance L) rather than transverse acceleration difference DELTA Gy.But, as mentioned above, the motoring condition (speed of a motor vehicle) of transverse acceleration difference DELTA Gy reflection vehicle.On the contrary, if the upper limit of deceleration/decel is only set based on radius of curvature R, then do not reflect the motoring condition of vehicle.Thus, more suitably be based on transverse acceleration difference DELTA Gy and set the second deceleration/decel Greqy.In Fig. 6, when transverse acceleration difference DELTA Gy was equal to or higher than predetermined value, the second deceleration/decel Greqy was configured to be no more than predetermined value (0.2G).In addition, as shown in Figure 7, along with transverse acceleration difference DELTA Gy increases, the second deceleration/decel Greqy can be configured to bigger value, and does not set the upper limit of the second deceleration/decel Greqy.Behind completing steps S2, carry out step S3.

In step S3, such as following equation 5 statement, control circuit 130 is selected minimum value (selecting the lower value of degree of deceleration) from the first deceleration/decel Greqx that obtains at step S2 and the second deceleration/decel Greqy, and the representational deceleration/decel Greqi in destination node place is set at the value of such selection.Carry out this step on all nodes in search area.After step S3 finishes, carry out step S4.

Greqi＝min{Greqx，Greqy}(5)

In step S4, such as following equation 6 statement, control circuit 130 from search area the cooresponding representative deceleration/decel Greqi of node in select minimum value (select degree of deceleration the highest value), and to set in the search area representational required deceleration/decel GreqALL be the value of selection like this.After step S4 finishes, carry out step S5.

GreqALL＝max{Greq1，Greq2，...，Greqi}(6)

In step S5, control circuit 130 comes the slope and the maxim (maximum target deceleration/decel) of target setting deceleration/decel based on the representational required deceleration/decel GreqALL that obtains in step S4.Just be not applied to vehicle if representational required deceleration/decel GreqALL does not proofread and correct, then deceleration/decel increases rapidly, causes that chaufeur feels under the weather.Therefore, as shown in Figure 8, desired deceleration increases with predetermined slope K.The slope K that desired deceleration increases is not theoretical value but the desired value that for example obtains based on test results and experience.Slope K can be based on changing such as the driving conditions of the required driving mode of the speed of a motor vehicle, road surface slippery degree and chaufeur (chaufeur hobby sports type driving mode still be normal driving mode) etc.

Under the situation of considering the slope K that desired deceleration increases, calculate the maximum target deceleration/decel.The slope that increases when desired deceleration is " K ", and the distance between main vehicle and the bend initial point is L _CiThe time, can obtain maximum target deceleration/decel Gmax according to following equation 7.

G \max = (t + \sqrt{t^{2} + 2 \times GreqALL \times t / K}) \times K - - - (7)

Herein, t=(V-Vreq)/(GreqALL * g)

According to equation 7, obtain maximum target deceleration/decel Gmax, make the line of the representational required deceleration/decel GreqALL of indication indicate distance L as height _CiLine to become with slope as the area of the rectangle of side be that K and maximum target deceleration/decel Gmax are used as high trapezoidal area and equate.After step S5 finishes, carry out step S6.

In step S6, control circuit 130 judges whether the switch of the idle condition that detects acceleration pedal is ON.In this example, when this switch is ON (just when acceleration pedal is discharged fully), judge that driver intention reduces the speed of a motor vehicle.In step S6, judge according to the signal that transmits from accelerator-pedal operation amount sensor 113 whether acceleration pedal is discharged fully.If judge that in step S6 acceleration pedal is discharged fully, then carries out step S7.On the other hand, if judge that in step S6 acceleration pedal is not discharged fully, then carries out step S1 once more.

In step S7, maximum target deceleration/decel Gmax that control circuit 130 relatively obtains in step S5 when acceleration pedal is discharged fully and the engine brake force that under current gear, obtains, and judge that whether difference is less than predetermined value.Less than predetermined value (needing bigger degree of deceleration), then carry out step S8 if judge difference if judge.If judge that difference is equal to or greater than predetermined value, control routine then resets.

When acceleration pedal was discharged fully, the engine brake force that obtains at the current gear that reaches acted on the vehicle as deceleration/decel.This is because if the difference between engine brake force and the maximum target deceleration/decel Gmax is equal to or greater than predetermined value, then deceleration control (step S8) can be very ineffective, and therefore needn't carry out deceleration control.

In step S8, control circuit 130 carries out deceleration control to obtain desired deceleration.Control circuit 130 carries out deceleration control based on the slope K and the maxim (maximum target deceleration/decel Gmax) of the desired deceleration that obtains at step S5 place.At step S8 place, brake control circuit 230 is braked controlled reset and is made the deceleration/decel of practical function on vehicle become to equal desired deceleration.The braking controlled reset begins at the some place that acceleration pedal is discharged fully.

In other words, in the position that acceleration pedal is discharged fully, the signal of indicating target deceleration/decel (as braking force signal SG1) begins to output to brake control circuit 230 by braking force signal wire (SW) L1 from control circuit 130.Brake control circuit 230 is prepared brake control signal SG2 based on the braking force signal SG1 that receives from control circuit 130, and output brake control signal SG2 is to hydraulic control circuit 220.

By controlling the hydraulic pressure that is supplied to brake equipment 208,209,210 and 211 according to brake control signal SG2, hydraulic control circuit 220 makes brake equipment 208,209,210 and 211 produce braking forces according to the instruction that is included among the brake control signal SG2.

In the controlled reset of the brake equipment 200 in step S8, expected value is a desired deceleration, and controlling quantity is the actual deceleration degree of vehicle, and controlled target is drg (brake equipment 208,209,210 and 211), and operational ton is the amount of braking control (not shown).The actual deceleration degree of vehicle is detected by acceleration pick-up 90.In other words, brake equipment 200 control brake power (amount of braking control) make the actual deceleration degree of vehicle become desired deceleration.When vehicle velocity V during near recommended vehicle speed Vreq, the deceleration control among the step S8 finishes.After step S8 finished, control routine finished.

First embodiment according to above-mentioned can obtain following effect.As mentioned above, the target turning speed of a motor vehicle (recommended vehicle speed Vreq) is based on that radius of curvature R and target lateral acceleration G (Gyt) (equation 1) obtain, and deceleration/decel Greqx is explained by above equation 2, and wherein deceleration/decel Greqx is required to reduce vehicle velocity V to recommended vehicle speed Vreq when vehicle moves to the distance L of bend initial point.Because the distance L to the bend initial point is included in the denominator of equation 2, so deceleration/decel Greqx becomes quite big near the bend initial point time.Therefore, it is unpractical sizable deceleration/decel Greqx is acted on carrying out deceleration control on the vehicle.

In this case, even the difference between current vehicle speed V and the recommended vehicle speed Vreq is very little and in fact do not need deceleration/decel, be output as required deceleration/decel Greqx near the very big value in bend initial point place.In addition, under the situation of Double Tops point bend, need the output deceleration/decel to make vehicle to turn suitably along the bend of the higher degree of deceleration of needs.But output under any circumstance is suitable for the deceleration/decel near the bend of vehicle.As to as described herein, exist equation 2 only can be used in problem effectively away from the position of bend.To describe this problem in detail with reference to figure 9.

Fig. 9 illustrates the acceleration pedal of vehicle X in a situation that the P place is discharged fully.Near the node place of vehicle X, radius of curvature R is 200 meters in the road in vehicle X the place ahead, and is 10 meters from the distance of a P.At the next node place, radius of curvature R is 70 meters, and is 150 meters from the distance of a P.These nodes required deceleration/decel Greqx by indicating by each the bar line shown in label 601 and 602, and when vehicle X during more near cooresponding bend (node) each required deceleration/decel become quite big.When acceleration pedal is discharged fully at a P place, if from selecting maxim at two nodes in respectively by the deceleration/decel Greqx of label 601 indication and the deceleration/decel Greqx by label 602 indications, then the value by label 601a indication is selected as representational required deceleration/decel GreqALL.Because some P is 200 meters a bend (node) near radius of curvature R, so be sizable value to the required deceleration/decel Greqx of this bend (label 601).

For at a vehicle X that P place acceleration pedal is discharged fully, need carry out with radius of curvature R is that 70 meters bend (node) is the deceleration control of target rather than is that 200 meters bend (node) is the deceleration control of target with radius of curvature R.But if only carry out deceleration control based on required deceleration/decel Greqx, shown in label 601a, then carrying out with the bend near vehicle is the deceleration control of target.In addition, deceleration/decel becomes excessive value.

Therefore, in first embodiment, equation 3 and 4 is used to calculate deceleration/decel and does not use parameter about distance.The deceleration/decel Greqy that obtains based on transverse acceleration difference DELTA Gy (it is the difference between the lateral acceleration G (Gyf) of target lateral acceleration G (Gyt) and estimation) can not set based on distance.But deceleration/decel Greqy can set (because transverse acceleration difference DELTA Gy comprises the parameter about the radius of curvature R and the speed of a motor vehicle) based on the radius of curvature R and the speed of a motor vehicle.

Obtain the first deceleration/decel Greqx and the second deceleration/decel Greqy of each node respectively according to equation 2 and 3.Then, from the first deceleration/decel Greqx and the second deceleration/decel Greqy, select minimum value (step S3).Like this, as representative deceleration/decel for each node, for the first deceleration/decel Greqx that selects away from the bend of main vehicle to calculate according to equation 2, and for the second deceleration/decel Greqy that selects near the bend of main vehicle to calculate according to equation 3.Like this, can be independent of to the deceleration/decel of distance calculation the best of bend.

Each node in the search area is selected maxim (step S4) from representational required deceleration/decel Greqi, can calculate representational required deceleration/decel GreqALL to bend thus.Actual bend is formed by a plurality of radius of curvature R that comprise the bend that circles round (transition bend) part.This can handle by selecting maxim the representative deceleration/decel Greqi of each node in search area.Same method can be applied to Double Tops point bend.

In the example depicted in fig. 9, radius of curvature R is that the second deceleration/decel Greqy of 200 meters node is indicated by label 603, is indicated by label 604 and radius of curvature R is the second deceleration/decel Greqy of 70 meters node.Supposing that the second deceleration/decel Greqy is a steady state value, and is indicated as equation 3 and 4 under the constant situation of vehicle velocity V.

The representative deceleration/decel Greqi of node that for radius of curvature R is 200 meters is by from by the deceleration/decel of label 601a indication with by selecting minimum value to obtain the deceleration/decel of label 603a indication.In this case, representative deceleration/decel Greqi is configured to the deceleration/decel by label 603a indication.The representative deceleration/decel Greqi of node that for radius of curvature R is 70 meters is by from by the deceleration/decel of label 602a indication with by selecting minimum value to obtain the deceleration/decel of label 604a indication.In this case, representative deceleration/decel Greqi is configured to the deceleration/decel by label 602a indication.From the representative deceleration/decel Greqi separately (by the representative deceleration/decel of label 602a indication and the representative deceleration/decel of indicating) of each node, select maxim, and representational required deceleration/decel GreqALL is configured to the deceleration/decel by label 603a indication by label 603a.

To further describe the effect of using the second deceleration/decel Greqy with reference to Figure 10 and 11.As mentioned above, in first embodiment, calculate the first deceleration/decel Greqx and the second deceleration/decel Greqy, and the representative deceleration/decel Greqi that locates of bend (node) is configured to the minimum value selected from the first deceleration/decel Greqx and the second deceleration/decel Greqy.As a result, as shown in figure 10, in the zone shown in the label (1) (promptly away from bend initial point Q zone), representative deceleration/decel Greqi is configured to the first deceleration/decel Greqx.In the zone shown in the label (2) (i.e. the zone of close bend initial point Q), representative deceleration/decel Greqi is configured to the second deceleration/decel Greqy.In other words, second deceleration/decel makes at the first deceleration/decel Greqx that does not select to become sizable value near bend initial point Q place as the protection value.

As mentioned above, becoming sizable value near the first deceleration/decel Greqx of bend initial point Q place.In order to avoid using so excessive value near bend initial point Q place, the upper limit (protection value) can be configured such that the deceleration/decel that is used in the deceleration control is no more than predetermined value.Figure 11 illustrates the situation that the upper limit is configured to 0.2G.In Figure 11, label Greqx-1 represents first deceleration/decel when vehicle velocity V is higher than recommended vehicle speed Vreq quite a lot ofly, and label Greqx-2 represents first deceleration/decel when vehicle velocity V is slightly higher than recommended vehicle speed Vreq.

When setting unified protection value; even vehicle velocity V is slightly higher than recommended vehicle speed Vreq (the first deceleration/decel Greqx-2); vehicle velocity V is that (this is identical with the value that vehicle velocity V is higher than (the first deceleration/decel Greqx-1) under the recommended vehicle speed Vreq situation quite a lot ofly) reduces under the 0.2G at deceleration/decel, and excessive thus deceleration/decel acts on the vehicle.

On the contrary, when vehicle velocity V was slightly higher than recommended vehicle speed Vreq, the second deceleration/decel Greqy was configured to than value little when vehicle velocity V is higher than recommended vehicle speed Vreq (equation 3 and 4) quite a lot ofly.As a result, above-mentioned problem no longer occurs.

In first embodiment, as shown in figure 10, be configured to the minimum value from the first deceleration/decel Greqx and the second deceleration/decel Greqy, selected at the representative deceleration/decel Greqi that each bend (node) is located.As a result, in by the zone shown in the label (1) (it is away from the bend initial point), the representative deceleration/decel Greqi of node is configured to the first deceleration/decel Greqx.In by the zone shown in the label (2) (it is near the bend initial point), the representative deceleration/decel Greqi of node is configured to the second deceleration/decel Greqy.

In other words, in first embodiment, the representative deceleration/decel Greqi of node is at o'clock determining based on the comparative result between the first deceleration/decel Greqx and the second deceleration/decel Greqy of switching between the first deceleration/decel Greqx and the second deceleration/decel Greqy.According to the method, the representative deceleration/decel Greqi of node is always represented by the line that passes the crossing point of the first deceleration/decel Greqx and the second deceleration/decel Greqy.Thus, the representative deceleration/decel Greqi of node changes reposefully with respect to the variation to the distance L of bend initial point.In other words, the problem of the discontinuous change of the representative speed Greqi of node can be avoided.

First modified example according to first embodiment, the representative deceleration/decel Greqi of node can be based on judging to the distance of bend (not shown) initial point at the point that switches between the first deceleration/decel Greqx and the second deceleration/decel Greqy (below be called " switching point "), and do not rely on the comparative result between the first deceleration/decel Greqx and the second deceleration/decel Greqy.Distance between switching point and the bend initial point can be predetermined value (being independent of the steady state value of the speed of a motor vehicle and target lateral acceleration G).

In addition, the distance between switching point and the bend initial point can be set with the following methods.The first deceleration/decel Greqx and the second deceleration/decel Greqy calculate the variation of the speed of a motor vehicle behind the bend (and do not consider to detect) based on detected vehicle velocity V when detecting bend.Then, from the first deceleration/decel Greqx that calculates and the second deceleration/decel Greqy, select minimum value.As a result, switching point can be arranged to select the point (distance between switching point and the bend initial point be configured to select the point of the second deceleration/decel Greqy and the distance between the bend initial point) of the second deceleration/decel Greqy.

Second modified example of first embodiment will be described with reference to Figure 12.In above description, used the node that is included in the figure information that is stored in the navigationsystem 95 according to the control method of first embodiment.But, can utilize the figure information except that node to carry out according to the control method of first embodiment.

In Figure 12, label L _SiThe length of indication road straight line portion, and label L _CiIndicate the length of the bend part of circling round, label L _FiIndication has the length of constant curvature part, and label R _FiThe indication radius of curvature R.In second modified example, to the distance of bend initial point (when vehicle move this apart from the time, the speed of a motor vehicle should be reduced to reach recommended vehicle speed Vreq at bend initial point place) by distance L _SiAnd distance L _CiThe phase Calais obtains.Then, the first deceleration/decel Greqx and the second deceleration/decel Greqy are based on distance L _SiWith distance L _CiAnd and radius of curvature R (R _Fi) obtain.

Then, from the first deceleration/decel Greqx and the second deceleration/decel Greqy, select minimum value, and the representative deceleration/decel Greqi of bend is configured to selected value.Select maxim the representative deceleration/decel Greqi of institute in search area, and the representational required deceleration/decel GreqALL in the search area is configured to selected value.

In above description, to the distance of bend initial point (when vehicle move this apart from the time, the speed of a motor vehicle should be reduced to reach recommended vehicle speed Vreq at bend initial point place) be distance L _SiAnd distance L _CiAnd.In addition, distance L only _SiCan be as distance to the bend initial point.As a result, can only carry out deceleration control in the line part office of road.

The 3rd modified example of first embodiment will be described with reference to Figure 13.In first embodiment, the second deceleration/decel Greqy obtains based on transverse acceleration difference DELTA Gy.But the second deceleration/decel Greqy can obtain based on the lateral acceleration G of estimating (Gyf).When the lateral acceleration G of estimating (Gyf) is very big, the degree that vehicle should slow down very high (in first embodiment, the target lateral acceleration G (Gyt) that is used to calculate transverse acceleration difference DELTA Gy is suitable value, and uses the value of substantial constant).

As shown in figure 13, the second deceleration/decel Greqy can be configured to along with the lateral acceleration G of estimating (Gyf) increases and increases.But,, obtain the second deceleration/decel Greqy based on transverse acceleration difference DELTA Gy and will allow chaufeur steering vehicle more cosily as in first embodiment.

Next, will the 4th modified example of first embodiment be described.In first embodiment, obtain the lateral acceleration G of estimation according to equation 4.On the contrary, in the 4th modified example, as shown in figure 14, obtain the lateral acceleration G of estimation according to the figure that utilizes current vehicle speed V and radius of curvature R.The value that is set in advance in the lateral acceleration G of the estimation among the figure of Figure 14 is set according to equation 4 basically.In this case, the value that is set in advance in the lateral acceleration G of the estimation among the figure of Figure 14 can obtain according to the value that equation 4 obtains by the corrections such as result based on the test of travelling.

Next, will the 5th modified example of first embodiment be described.In first embodiment, obtain the second deceleration/decel Greqy based on transverse acceleration difference DELTA Gy.In the 5th modified example, as shown in figure 15, the second deceleration/decel Greqy can directly obtain according to the figure that uses current vehicle speed V and radius of curvature R.The value that is arranged among the figure among Figure 15 is provided with according to equation 4 basically.In this case, the value that is set in advance in the second deceleration/decel Greqy among the figure of Figure 15 can obtain according to the value that equation 4 obtains by the corrections such as result based on the test of travelling.

Next, will the 6th modified example of first embodiment be described.In first embodiment, the lateral acceleration G of estimation is to estimate the lateral acceleration G (with reference to equation 4) that is detected under the situation that the hypothesis vehicle is turned along bend C with current vehicle speed V.In the 6th modified example, substitute under the situation that the hypothesis vehicle is turned along bend C with " current vehicle speed V " and estimate that with the lateral acceleration G that is detected " estimating the lateral acceleration G that is detected " is used as the lateral acceleration G of estimation when vehicle passes the bend initial point.The example of the lateral acceleration G that estimation will be detected when vehicle passes the bend initial point is as follows.

When vehicle passes the bend initial point, the speed of a motor vehicle at bend initial point place certain when before bend, the deceleration control of bend being begun the detected speed of a motor vehicle (current vehicle speed V) low (comprising the speed of a motor vehicle reduction that for example causes) by complete release the accelerator pedal.Below, will the example (1) of the lateral acceleration G of estimating be described to (4).

(1) first example of the lateral acceleration G of estimating will be described.Vehicle velocity V a at bend initial point place be by with current vehicle speed V with estimate less than 1 multiplication.Then, the vehicle velocity V in the equation 4 is replaced by the vehicle velocity V a that estimates at bend initial point place.Like this, the lateral acceleration G that can obtain estimating.

(2) second example of the lateral acceleration G of estimating will be described.The vehicle velocity V b at bend initial point place estimates by deduct predetermined value (for example 10Km/h) from current vehicle speed V.Then, the vehicle velocity V in the equation 4 is replaced by the vehicle velocity V b that estimates at bend initial point place.Like this, the lateral acceleration G that can obtain estimating.

(3) the 3rd example of the lateral acceleration G of estimating will be described.In first example, coefficient is corresponding with the gradient of road.For example, be that if road is the downhill path, then coefficient is the value greater than 0.9 under 0.9 the situation at the coefficient of flat road, for example coefficient is 1.2.On the other hand, if uphill road, then coefficient is the value less than 0.9, and for example coefficient is 0.8.In this case, coefficient can change based on the sideways inclined degree.

(4) the 4th example of the lateral acceleration G of estimating will be described.In first example, coefficient is corresponding with vehicle velocity V.This is to depend on the vehicle velocity V variation because Jake brake is used the actv. degree.In other words, when vehicle velocity V is high, towards the speed height of bend initial point speed of a motor vehicle reduction.On the other hand, when vehicle velocity V was low, the speed that reduces towards the bend initial point speed of a motor vehicle was low.Thus, coefficient can be configured to than value little when vehicle velocity V is low when vehicle velocity V is high.

Next, second embodiment of the present invention will be described.Second embodiment relates to a kind of deceleration control device that is used for vehicle, and it carries out the Collaborative Control of drg (brake equipment) and automatic transmission with hydraulic torque converter.In a second embodiment, will no longer describe those and the same or analogous part of first embodiment, and will only describe the distinctive part of second embodiment.

Shown in Figure 1 those are identical among step S1 to S7 among second embodiment and first embodiment.Have only step S8 among second embodiment to be different from this step of first embodiment.In other words, in first embodiment, make the deceleration/decel that acts on the vehicle become the desired deceleration that in step S5, obtains by only using drg to carry out deceleration control.On the contrary, in a second embodiment, carry out deceleration control and make and to act on the deceleration/decel on the vehicle because the Collaborative Control of drg and automatic transmission with hydraulic torque converter becomes the desired deceleration that obtains in step S5.

In the step S8 of second embodiment, control circuit 130 carries out gear shift control and control of braking.Below, will carry out about the description (A) of gear shift control with about the description (B) of control of braking.

(A) at first, gear shift control will be described.In the gear shift of step S8 control, control circuit 130 obtains the desired deceleration that obtains by automatic transmission with hydraulic torque converter 10 (below be called " gear desired deceleration "), and determines to control the gear that (lowering category) should reach by the gear shift of automatic transmission with hydraulic torque converter 10.Below, will carry out the description of controlling about gear shift among the step S8 (1) and describe (2).

(1) at first, obtain the gear desired deceleration.The gear desired deceleration is corresponding with the engine brake force (deceleration/decel) that obtains by the gear shift control of automatic transmission with hydraulic torque converter 10.The gear desired deceleration is configured to be equal to or less than the value of maximum target deceleration/decel.The gear desired deceleration can obtain with following three kinds of methods.

At first, use description to obtain the first method of gear desired deceleration.The gear desired deceleration be configured to by the maximum target deceleration/decel Gmax that will in step S5, obtain with greater than zero and be equal to or less than the value that 1 multiplication obtains.For example, when maximum target deceleration/decel Gmax be-during 0.20G, for example the gear desired deceleration is set for by with maximum target deceleration/decel Gmax (0.20G) with coefficient (0.5) multiply each other obtain-0.10G.

Next, use description to obtain the second method of gear desired deceleration.At first, obtain engine brake force (deceleration/decel G) when discharging fully under the current gear of acceleration pedal at automatic transmission with hydraulic torque converter 10 (below be called " current gear deceleration/decel ").Current gear deceleration/decel figure (referring to Figure 16) is stored among the ROM133 in advance.Utilize the current gear deceleration/decel figure among Figure 16 to obtain current gear deceleration/decel (deceleration/decel).As shown in figure 16, current gear deceleration/decel is based on that the rotational speed N O of the gear of automatic transmission with hydraulic torque converter 10 and output shaft 120c obtains.For example, when the current rotating speed that reaches the 5th gear and output shaft 120c was 1000rpm, current gear deceleration/decel was-0.04G.

Whether current gear deceleration/decel can turn round and whether carry out oil-break according to the air conditioner of vehicle, obtain by the value that correction utilizes current gear deceleration/decel figure to obtain.Replacedly, a plurality of current gear deceleration/decel figure can be stored among the ROM133 with corresponding with various conditions, for example the condition of air-conditioner operation, the out-of-run condition of air conditioner, the condition of carrying out the condition of oil-break and not carrying out oil-break.The current gear deceleration/decel figure that will use can depend on when precondition and switch.

Next, the gear desired deceleration is configured to the value between current gear deceleration/decel and the maximum target deceleration/decel Gmax.In other words, the gear desired deceleration is configured to greater than current gear deceleration/decel and is equal to or less than the value of maximum target deceleration/decel Gmax.Figure 17 illustrates the example that concerns between gear desired deceleration and current gear deceleration/decel and the maximum target deceleration/decel Gmax.

The gear desired deceleration can obtain according to following equation.

Gear desired deceleration=(the current gear deceleration/decel of maximum target deceleration/decel Gmax-) * coefficient+current gear deceleration/decel

In this equation, coefficient is for greater than zero and be equal to or less than one value.

In this example, if maximum target deceleration/decel Gmax be-0.20G (Gmax=-0.20G), current gear deceleration/decel is-0.04G, and coefficient is 0.5, then the gear desired deceleration is-0.12G.

Finish up to deceleration control, the gear desired deceleration that obtains in step S8 can not become new value.As shown in figure 17, gear desired deceleration (value shown in the dotted line) can not change in time.

(2) next, controlling the gear that should reach by the gear shift of automatic transmission with hydraulic torque converter 10 determines based on the gear desired deceleration that obtains according to the equation of describing in (1).As shown in Figure 18, the ROM133 storage is about the data of vehicle feature, and its indication is used for the deceleration/decel G of the speed of a motor vehicle corresponding to each gear when acceleration pedal discharges fully.

Described as in the example above, if it is the rotating speed of output shaft is 1000rpm and gear desired deceleration is-0.12G, then corresponding and can obtain at this gear place that (gear of deceleration/decel 0.12G) is the fourth speed position near the gear desired deceleration with the speed of a motor vehicle that reaches during for 1000rpm when the rotating speed of output shaft.Like this, in above-mentioned example, the gear of selecting in the gear shift control of step S8 is the fourth speed position.Gear shift among step S8 control (output be used to lower category the order to the gear of selecting) is carried out in the position that acceleration pedal discharges fully.

Herein, the gear that can obtain near the deceleration/decel of gear desired deceleration is should selecteed gear.But, should selecteed gear can be that deceleration/decel is equal to or less than (or being higher than) gear desired deceleration and near the gear of gear desired deceleration.

(B) below, control of braking will be described.In the control of braking of step S8, the controlled reset that brake control circuit 230 carries out drg makes the actual deceleration degree that acts on the vehicle become desired deceleration.The controlled reset of drg carries out at the some place that acceleration pedal discharges fully.

In other words, at the some place that acceleration pedal is discharged fully, the signal of indicating target deceleration/decel (being braking force signal SG1) begins to output to brake control circuit 230 by braking force signal wire (SW) L1 from control circuit 130.Brake control circuit 230 is prepared brake control signal SG2 based on the braking force signal SG1 that receives from control circuit 130, and output brake control signal SG2 is to hydraulic control circuit 220.

In the controlled reset that in step S8, is undertaken by the brake equipment in the control of braking 200, expected value is a desired deceleration, controlling quantity is the actual deceleration degree of vehicle, target control is drg (brake equipment 208,209,210 and 211), operational ton is the amount of braking control (not shown), and interference mainly is the deceleration/decel that the variation (being undertaken by the control of the gear shift among the step S8) by the gear of automatic transmission with hydraulic torque converter 10 obtains.The actual deceleration degree of vehicle is detected by acceleration pick-up 90.

In other words, brake equipment 200 control brake power (amount of braking control) make the actual deceleration degree of vehicle become desired deceleration.Obtaining deceleration/decel by the gear that changes automatic transmission with hydraulic torque converter in step S8 may be inadequate.In this case, amount of braking control being set makes in shortage corresponding deceleration/decel and desired deceleration in generation and the deceleration/decel act on the vehicle.

In a second embodiment, the example of carrying out automatic brake and turning down the Collaborative Control of shelves speed is described as the deceleration control among the step S8.But the deceleration control among the step S8 is not limited to this.Deceleration/decel can be produced by CVT or energy recovery drg.Replacedly, being used to determine to turn down grade gear shift of the degree of speed controls and can carry out independently based on maximum target deceleration/decel Gmax.

Next, will the 3rd embodiment be described with reference to Figure 19.In the 3rd embodiment, will those parts that be different from the foregoing description only be described.In the above-described embodiment, target lateral acceleration G (Gyt) is based on the desired value of test results and experience setting.In the 3rd embodiment, target lateral acceleration G is configured to depend on the value that driving conditions (such as the required driving mode of running environment (weather, ground-surface coefficientoffriction), chaufeur and the driving technique of chaufeur) changes.Thus, calculate according to the deceleration/decel of driver intention or be suitable for the deceleration/decel of condition of road surface.Because recommended vehicle speed Vreq can change by the value that changes target lateral acceleration G, so the first deceleration/decel Greqx can change, and the second deceleration/decel Greqy also can change.

Below, will structure according to the 3rd embodiment be described with reference to Figure 19.As shown in figure 19, have and the first embodiment identical construction according to the deceleration control device of the 3rd embodiment, and comprise surface friction coefficient μ detection/estimation part 112, driving mode estimating part 115 and driving technique estimating part 119.

Surface friction coefficient μ detection/estimation part 112 detects or estimation ground-surface coefficientoffriction or ground-surface smoothness.Surface friction coefficient μ detection/estimation part 112 detects based on the slip rate of the serviceability of serviceability, air outside temperature, ABS, TRC and the VSC of rain brush and tire or estimates ground-surface coefficientoffriction or ground-surface smoothness.Control circuit 130 receives the result of detection/estimation is carried out in indication by surface friction coefficient μ detection/estimation part 112 signal.

As shown in figure 20, control circuit 130 changes target lateral acceleration G based on smoothness and according to the signal that receives from surface friction coefficient μ detection/estimation part 112.If judge road quite sliding (snow road, icing road), then target lateral acceleration G is set at 0.25.If judge road sliding (wet road), then target lateral acceleration G is set at 0.3.If judge road not sliding (dry road), then target lateral acceleration is set at 0.4.

Driving mode estimating part 115 can be arranged to the part of CPU131.Driving mode estimating part 115 is estimated the required driving mode of chaufeur (chaufeur hobby sports type driving mode still is normal driving mode) based on the driving condition of chaufeur and the motoring condition of vehicle.Driving mode estimating part 115 will described in detail after a while.The structure that the structure of driving mode estimating part 115 is not limited to describe after a while is as long as driving mode estimating part 115 is estimated the required driving mode of chaufeur.The sports type driving mode refers to tractive performance and quickens the preferential and vehicle very fast pattern of operation response to chaufeur.

Driving mode estimating part 115 comprises neural network NN.In neural network NN, calculate in a plurality of driver behavior correlation parameters at every turn, import this driver behavior correlation parameter and begin to be used to estimate the calculating of driving mode.Driving mode estimating part 115 is estimated the required driving mode of chaufeur based on the output from neural network NN.

For example, as shown in figure 21, driving mode estimating part 115 comprises signal reading device 96, pre-processing device 98 and driving mode estimating apparatus 100.Signal reading device 96 reads the signal that transmits from throttle gate open amount sensor 114, car speed sensor 122, engine speed sensor 116, gear position sensor 123 etc. with predetermined short relatively time gap.Pre-processing device 98 is driver behavior correlation parameter computing equipments, and it is used for the polytype driver behavior correlation parameter that basis is closely related by signal reading device 96 orders calculated signals that reads and the driver behavior that reflects driving mode.In other words, the output function amount (accelerator-pedal operation amount) that pre-processing device 98 calculates when vehicle launch, i.e. throttle gate open amount TAST when vehicle launch; The maximum rate that the output function amount changes when quickening to operate, the i.e. maximum rate of change ACCMAX of throttle gate open amount; Maximum deceleration GNMAX when carrying out the vehicle braked operation; Vehicle slide running time TCOAST; The constant running time TVCONST of the speed of a motor vehicle; The maxim of the signal that receives from each sensor with predetermined space; The max speed Vmax after chaufeur begins steering vehicle.Driving mode estimating apparatus 100 comprises neural network NN, when it calculates the driver behavior correlation parameters at each pre-processing device 98, allows the driver behavior correlation parameter and is used to estimate the calculating of driving mode.100 outputs of driving mode estimating apparatus are from the driving mode estimated valve of neural network NN output.

Pre-processing device 98 among Figure 21 comprises the cranking time output function amount computing equipment 98a that is used to calculate output function amount (the throttle gate open amount TAST when vehicle launch) when vehicle launch; When quickening to operate, be used to calculate the maximum rate of change computing equipment of the pick-up time output function amount 98b of the maximum rate of change of output function amount (the maximum rate of change ACCMAX of throttle gate open amount); The braking time maximum deceleration computing equipment 98c that when carrying out the vehicle braked operation, is used to calculate maximum deceleration GNMAX; Be used to calculate that vehicle slides running time TCOAST slides running time computing equipment 98d; Be used to calculate the constant vehicle speed running time computing equipment 98e of constant vehicle speed running time TVCONST; The peaked incoming signal that is used for periodically calculating the signal that receives from each sensor with predetermined space (for example three seconds) is maximum value calculation equipment 98f at interval; Be used to calculate the max speed computing equipment 98g of the max speed Vmax after chaufeur begins steering vehicle.

As the maxim in the signal that receives in predetermined space that is calculated by incoming signal interval maximum value calculation equipment 98f, throttle gate open amount TAmaxt, vehicle velocity V maxt, engine speed NEmaxt, longitudinal acceleration NOGBWmaxt (being negative value under the deceleration situation) or deceleration/decel GNmaxt (absolute value) are used.Longitudinal acceleration NOGBWmaxt or deceleration/decel GNmaxt for example obtain based on the rate of change of vehicle velocity V (NOUT).

The neural network NN that is included in the driving mode estimating apparatus 100 shown in Figure 21 can obtain the neuron cluster modeling of live body by utilizing hardware that the software that formed by computer program or combined electronic components form.Neural network NN is configured to as shown in the constructional drawing of the driving mode estimating apparatus 100 of Figure 21.

In Figure 21, neural network NN forms by three layers that comprise input layer, interlayer and output layer.Input layer is formed by (neuron) Xi of neural cell unit (X1 to Xr) of " r " individual unit; Interlayer is formed by the neural cell Yj of unit (Y1 to Ys) of " s " individual unit; And output layer is formed by the neural cell Zk of unit (Z1 to Zt) of " t " individual unit.For the state with neural cell unit is sent to output layer from input layer, be provided with and transmit first DXij, it has coefficient of coupling (weight) Wxij and Xi of neural cell unit of the individual unit of coupling " r " and the Yj of neural cell unit of " s " individual unit; And transmitting first DYjk, it has coefficient of coupling (weight) Wyjk and Yj of neural cell unit of the individual unit of coupling " s " and the Zk of neural cell unit of " t " individual unit.

Neural network NN is the system of pattern connector type, and it is by so-called error reverse transfer learning algorithm study coefficient of coupling (weight) WXij and coefficient of coupling (weight) WYjk.This study is to finish in advance by value that makes the driver behavior correlation parameter and the corresponding test of travelling of driving mode.Thus, when the assembling vehicle, coefficient of coupling (weight) WXij and coefficient of coupling (weight) WYjk are configured to fixed value.

Above-mentioned study is carried out in the following manner.Steering vehicle under in a plurality of chaufeurs each each in sports type driving mode and cruising pattern in different types of road (for example highway, rural highway, hill path and urban highway) each.The driving mode of the chaufeur hobby of obtaining by detection is used as teacher signal, and teacher signal and be imported among the neural network NN by " n " individual unit index (incoming signal) that the pretreatment sensor signal is obtained.Teacher signal obtains for from 0 to 1 value by each that is provided with in the driving mode.For example, normal driving mode is represented by " 0 ", and the sports type driving mode is represented by " 1 ".The signal that receives is normalized to from-1 to+1 or from 0 to 1 value.

As shown in figure 22, target lateral acceleration G changes based on the driving mode of determining by driving mode estimating part 115.When judging that the chaufeur hobby goes slowly when sailing pattern, target lateral acceleration G is set at 0.3.When judging chaufeur hobby cruising pattern, target lateral acceleration G is set at 0.4.When judging chaufeur hobby sports type driving mode, target lateral acceleration G is set at 0.6.

In above example, the required driving mode of chaufeur is estimated by driving mode estimating part 115.But this structure can be to make the driving mode of chaufeur by his hobby of input in control circuit 130 such as operating switch.

Next, driving technique estimating part 119 will be described.Driving technique estimating part 119 can be arranged to the part of CPU131.Driving technique estimating part 119 is estimated the driving technique of chaufeur based on what receive about the information of chaufeur.In the 3rd embodiment, the structure of driving technique estimating part 119 is restriction especially not, as long as can estimate the driving technique of chaufeur.The implication of the driving technique of estimating by driving technique estimating part 119 should be explained in broad scope.

The driving technique that driving technique estimating part 119 is for example estimated chaufeur based on the distance between detected vehicle when acceleration pedal discharges fully and the bend initial point and the speed of a motor vehicle.To describe the driving technique that is undertaken by driving technique estimating part 119 with reference to Figure 23 and 24 estimates.

Figure 23 indication was discharged and the brake pedal time that acceleration pedal should be discharged fully when being depressed fully when acceleration pedal before vehicle passes the bend initial point.Figure 23 illustrates the result who is tested by three chaufeurs with varying level driving technique.

As shown in figure 23, the point (point of driver requested deceleration) that discharges fully of acceleration pedal and the distance between the bend initial point depend on the driving technique of the detected speed of a motor vehicle and chaufeur when acceleration pedal discharges fully.For example, if the speed of a motor vehicle is 100Km/h when acceleration pedal discharges fully, then elementary chaufeur is at the preceding 220 meters complete release thees accelerator pedal in of bend initial point, the middle rank chaufeur is at the preceding 140 meters complete release thees accelerator pedal in of bend initial point, and skillful driving person is at the preceding 110 meters complete release thees accelerator pedal in of bend initial point.

Test result among Figure 23 illustrates more unskilled river from the complete release the accelerator pedal in the farther position of bend initial point, and more skillful driving person from the complete release the accelerator pedal in the nearer position of bend initial point.If the speed of a motor vehicle is very low when acceleration pedal discharges fully, then from the near relatively complete release the accelerator pedal in some place of bend initial point.But the point that driving technique (elementary chaufeur, intermediate chaufeur and skillful driving person) and acceleration pedal discharge fully and the above-mentioned trend of the distance between the bend initial point do not change.

Point that acceleration pedal discharges fully and the distance between the bend initial point do not rely on the degree (Figure 23 comprises three types of data that the degree of radius of curvature R is different) of the radius of curvature R when vehicle passes the bend initial point.Thus, driving technique point that can discharge fully based on acceleration pedal and the distance between the bend initial point and when acceleration pedal discharges fully the detected speed of a motor vehicle estimate.Figure 24 diagram is used for determining the table of chaufeur driving technique.

Judge table, detected vehicle velocity V when acceleration pedal discharges fully according to the driving technique among Figure 24 ₀When becoming low, judge that chaufeur is unskilled river more; And work as vehicle velocity V ₀When becoming higher, judge that chaufeur is skillful driving person more.In addition, when the acceleration pedal point of release place and the distance L between the bend initial point fully ₀When becoming longer, judge that chaufeur is unskilled river more; And work as distance L ₀Become more in short-term, judge that chaufeur is skillful driving person more.In Figure 24, driving technique is divided into three ranks.But driving technique can depend on the control of carrying out based on the driving technique of estimating and be divided into four or more multi-level.

Estimated driving technique is other value of chaufeur driving technique level of representing steering vehicle to turn along bend in the 3rd embodiment.In other words, estimated driving technique is not the absolute driving technique of chaufeur in the 3rd embodiment, but the driving mode corresponding driving technique of suitably along bend turning required with chaufeur.

Will be by being that example is carried out following description with chaufeur M (not shown) with high-level driving technique.Because chaufeur M has high level driving technique, so the vehicle velocity V at the some place that common acceleration pedal discharges fully ₀Very high (for example 70Km/h), and the point that discharges fully of acceleration pedal and the distance L between the bend initial point ₀Very shortly (for example-90m) (see Figure 24).If chaufeur M thinks steering vehicle just and turns along bend Z (not shown) lentamente, and the therefore vehicle velocity V at the some place that discharges fully of acceleration pedal ₀Very low (for example 50Km/h), and the point that discharges fully of acceleration pedal and the distance L between the bend Z initial point ₀Very longly (for example-250m), then judge that based on the driving technique judgement table among Figure 24 chaufeur M is elementary chaufeur, and carry out turning control for elementary chaufeur.Therefore, can carry out (being reflected in the vehicle velocity V at the some place that acceleration pedal discharges fully with the driving technique (comprising) of chaufeur for the required driving mode of bend chaufeur ₀And the point that discharges fully of acceleration pedal and the distance L between the bend initial point ₀On) corresponding deceleration control.As a result, the driving alerting ability of chaufeur has improved.

As shown in figure 25, target lateral acceleration G can change based on the driving technique of being judged by driving technique estimating part 119.When judging that chaufeur is elementary chaufeur, target lateral acceleration G is set at 0.3.When judging that chaufeur is intermediate chaufeur, target lateral acceleration G is set at 0.4.When judging that chaufeur is skillful driving person, target lateral acceleration G is set at 0.6.

In above example, the driving technique of chaufeur is estimated by driving technique estimating part 119.But, structure can be chaufeur by operating switch etc. with in his/her driving technique input control circuit 130.

In above example, the driving mode that road surface slippery degree, chaufeur are required and the driving technique of chaufeur are determined independently of each other.But the driving mode that road surface slippery degree, chaufeur are required and the driving technique of chaufeur can be used in combination.The example that the driving technique of required driving mode of road surface slippery degree, chaufeur and chaufeur is used in combination below will be described.

At first, determine the road surface slippery degree by surface friction coefficient μ detection/estimation part 112.As the result who determines, if judge road surface slippery, then target lateral acceleration G is set at 0.3G.If judge that the road surface is very smooth, then target lateral acceleration G is set at 0.25G.On the other hand, if judge that the road surface is rough, then target lateral acceleration G obtains based on the required driving mode of chaufeur and the driving technique of chaufeur according to figure shown in Figure 26.

In above example, target lateral acceleration G changes based in the driving technique of required driving mode of road surface slippery degree, chaufeur and chaufeur at least one.But, structure can be make among win the deceleration/decel Greqx and the second deceleration/decel Greqy at least one rather than target lateral acceleration G based in the driving technique of required driving mode of road surface slippery degree, chaufeur and chaufeur at least one and change.

Next, will the 4th embodiment be described with reference to Figure 27.In the 4th embodiment, will those parts different with the foregoing description only be described.In the above-described embodiments, use has a grade automatic transmission with hydraulic torque converter.But, in the 4th embodiment, use toric transmission (CVT).Japanese Unexamined Patent Publication No JP-A-2003-202071 has described the technology relevant with the control setup of toric transmission, and wherein the transmitting ratio of toric transmission is controlled so as to and allows vehicle stabilization ground to turn along bend.

In Japanese Unexamined Patent Publication No JP-A-2003-202071, the target input shaft rotating speed of CVT is set based on the distance between vehicle and the bend initial point.Thus, if very short to the distance of bend initial point, then the speed of a motor vehicle needs rapid change sometimes, the feasible transmitting ratio that is difficult to the control toric transmission.The realization of the 4th embodiment mainly is in order to solve such problem.

At first, the common method that is used to obtain CVT target input speed (Nint) in the turning control of using CVT will be described in.The target input speed Nint of CVT (below be called " ultimate aim input speed Nint ") based target input speed Nint ' and set with the corresponding lower limit input speed of degree of deceleration that obtains by the control of turning, wherein target input speed Nint ' is based on that driving conditions (comprising the accelerator-pedal operation amount and the speed of a motor vehicle) obtains.Along with ultimate aim input speed Nint increases, engine brake force increases.

In other words, when the lower limit input speed was higher than target input speed Nint ', ultimate aim input speed Nint was set at the lower limit input speed.On the other hand, when the lower limit input speed was equal to or less than target input speed Nint ', ultimate aim input speed Nint was set at target input speed Nint '.

Basically, the input speed of CVT (transmitting ratio) is controlled based on the desired deceleration Greqx that obtains according to equation 2.More specifically, as shown in figure 27, lower limit input speed (Na1 among Figure 27, Na2, Na3 ...) use the figure (being called " first figure ") of the speed of a motor vehicle and desired deceleration Greqx to obtain by utilizing.If ultimate aim input speed Nint sets based on the lower limit input speed that first figure that utilizes among Figure 27 obtains, then near bend initial point place because the deceleration/decel that the speed change of being undertaken by CVT obtains becomes sizable value (see figure 4), and can not be as actual index value.

Therefore, ultimate aim input speed Nint can set with another kind of method described below.As described in Figure 28, lower limit input speed (Nb1 among Figure 28, Nb2, Nb3 ...) obtain according to the radius of curvature R of using bend and the figure (being called " second figure ") of the speed of a motor vehicle.Final lower limit input speed is set for from the lower limit input speed (Nb1 Figure 28, Nb2, the Nb3 that utilize second figure to obtain ...) and the lower limit input speed (Na1 among Figure 27, Na2, the Na3 that utilize first figure to obtain ...) the middle minimum value of selecting.

But this method has the low problem of accuracy rate in setting deceleration/decel.In addition, because the value of input in second figure is by carrying out the desired value (because the value of input in second figure is not the value of calculating according to equation) that the vehicle ' test obtains repeatedly, obtaining desired value so it has taken for a long time by testing repeatedly.In the drawings, in every row and every row, need to be provided with limited amount scope.For example, in second figure, each in radius of curvature R and the speed of a motor vehicle need be divided into four scopes (greatly, relative greatly, relatively little, little).Use such figure to cause that in the radius of curvature R and the speed of a motor vehicle each need be divided into the problem of finite quantity scope.As a result, following problem has appearred.All radius of curvature R in the same range as are obtained identical lower limit input speed with all speed of a motor vehicle, even the value in this scope is different significantly.In this case, accuracy rate step-down in setting deceleration/decel.Input lower limit input speed does not in the drawings calculate according to equation.The lower limit rotating speed that obtains by the test of repeatedly travelling need be set/import in in the drawings a plurality of unit each.This causes that it takies the problem of coming set-up dirgram for more time.The realization of the 4th embodiment mainly is in order to solve such problem.

Next, will be with reference to Figure 29 and 30 control routines of describing according to the 4th embodiment.Figure 32 is the chart that is used to describe according to the deceleration control of the 4th embodiment.Figure 32 illustrates control and carries out the point " a " that border La, the first deceleration/decel Greqx, the second deceleration/decel Greqy, target turning vehicle velocity V req, the condition of road surface of observing from the top and acceleration pedal discharge fully.The first deceleration/decel Greqx and the second deceleration/decel Greqy among Figure 32 obtain in said method.In Figure 32, because the fact that the speed of a motor vehicle reduces when acceleration pedal discharges fully, when the distance of the point " a " that discharges fully from acceleration pedal increased, the second deceleration/decel Greqy reduced.

In step S10, judge whether acceleration pedal discharges fully.If judge that in step S10 acceleration pedal is discharged fully, then carries out step S20.If acceleration pedal discharges (being "Yes" in step S10) fully, judge that then chaufeur has the intention of decelerating vehicles, and carry out deceleration control according to the 4th embodiment.On the other hand, do not discharge fully, then carry out step S110 if judge acceleration pedal.As mentioned above, in Figure 32, acceleration pedal discharges fully at the some place by label " a " indication." a " locates at point, and gear is the 6th grade.

In step S20, checkmark F.If step S30 is then carried out in sign F indication " 0 ".If step S40 is then carried out in sign F indication " 1 ".Because sign " F " indication " 0 " when control routine initially begins is so carry out step S30.

In step S30, utilize for example control to carry out border La and judge whether and to control.Carry out more than the La of border if indicate current vehicle speed and be positioned at control, then judge and to control to the point that concerns between the distance of bend 402 initial points 403.On the other hand, carry out under the La of border if this point is positioned at control, then judging does not need to control.If in step S30, judge and to control, then execution in step S40.On the other hand, if judgement does not need to control in step S30, this routine then resets.

Border La and current vehicle speed and corresponding to the scope lower limit that concerns between the distance of the initial point 403 of bend 402 are carried out in control.If the point of representing this relation is in scope, unless then act on the vehicle, otherwise can not reach target turning vehicle velocity V req at initial point 403 places of bend 402 (vehicle can not be turned along bend 402 with target lateral acceleration G) above the deceleration/decel of operating the deceleration/decel that obtains by the normal brake application of being scheduled to.In other words, if representing the point of this relation to be positioned at control carries out more than the La of border, then must act on the vehicle, reach target turning vehicle velocity V req with initial point 403 places at bend 402 above the deceleration/decel of operating the deceleration/decel that obtains by the normal brake application of being scheduled to.

Carry out more than the La of border if represent the point of this relation to be positioned at control, then carry out according to the 4th embodiment with the corresponding propulsive effort control of radius of curvature R (step S60).Thus, because the increase of deceleration/decel can reach target turning vehicle velocity V req at initial point 403 places of bend 402, even even the operational ton of complete inoperation drg of chaufeur or drg relatively little (even chaufeur is depressed foot-operated brake a little).

For carrying out border La, can use the employed control commonly used of the speed change spot control of radius of curvature R is carried out the border and do not changed according to the control of the 4th embodiment.Control is carried out border La and is prepared based on the radius of curvature R 405 of indication bend 402 with to the data (receiving from navigationsystem 95) of bend initial point distance by control circuit 130.

In the 4th embodiment, in Figure 32, with acceleration pedal fully the corresponding point of the label of release place " a " be positioned at control and carry out more than the La of border.Thus, judgement need be controlled (being "Yes" in the step 30), and carries out step S40.

In step S40, obtain desired deceleration.Step S40 is corresponding with the step S41 to S43 among Figure 30.At first, in step S41, read current vehicle speed.Then, in step S42, calculate the first deceleration/decel Greqx according to

equation

1 and 2 based on current vehicle speed.In step S43, calculate the second deceleration/decel Greqy according to equation 3 and 4 then based on current vehicle speed.As shown in figure 13, the second deceleration/decel Greqy can obtain based on the degree of lateral acceleration G (Gyf).After completing steps S40, carry out step S50.

In step S50, utilize figure to calculate the lower limit input speed of CVT.Step S50 is corresponding with step S44 and S45.From first deceleration/decel Greqx that step 40 (step S42), obtains and the second deceleration/decel Greqy that in step S40 (step S43), obtains, select minimum value, and in step S44, ultimate aim deceleration/decel Gt is set at the minimum value of obtaining.Next, in step S45, calculate the lower limit input speed based on the ultimate aim deceleration/decel Gt and the speed of a motor vehicle according to the figure among Figure 31.After completing steps S50, carry out step S60.

In step S60, set ultimate aim input speed Nint based on the lower limit input speed that in step S50, obtains.When need turning control, judgement (is "Yes" among the step S30), because the lower limit input speed is higher than target input speed Nint ', so ultimate aim input speed Nint sets lower limit input speed (for deceleration control is set ultimate aim input speed Nint) for.

The controlled reset of the ultimate aim input speed Nint of CVT makes always and reaches the ultimate aim input speed Nint that sets based on operating conditions.Thus, in step S60, mainly send the order of deceleration control being carried out the controlled reset of ultimate aim input speed Nint by setting ultimate aim input speed Nint.Behind completing steps S60, carry out step S70.

In step S70, judge whether the road of vehicle front is forthright (whether having bend in search area).When control routine initially carries out, judge that vehicle front does not have forthright (being "No" among the step S70).Thus, sign F is set at 1 in step S100, and control routine is reset afterwards.In the control routine that carries out once more, when discharging fully, acceleration pedal (is "Yes" among the step S10), sign F indication " 1 " (being " 1 " among the step S20).Thus, carry out step S40, S50 and S60, and carry out control routine repeatedly up in step S70, making sure judgement.If in step S70, make sure judgement, then carry out step S80.

In step S80, ultimate aim input speed Nint switches to the ultimate aim input speed Nint (target input speed Nint ') that is used for normal control from the target input speed Nint (lower limit input speed) that is used for deceleration control.In other words, if the road of vehicle front is forthright (among the step S70 for "Yes"), then needn't make be used to the to turn ultimate aim deceleration/decel Gt of control act on vehicle.Thus, ultimate aim input speed Nint is set at target input speed Nint '.Then, sign F is reset to 0 in step S90, and control routine afterwards resets.

Before the deceleration control according to the 4th embodiment begins (sign F=0), if acceleration pedal does not discharge (being "No" among the step S10), then checkmark F in step S110 fully.If sign F indication " 0 ", control routine then resets.If sign F indication " 1 " judges in step S120 then whether road ahead is forthright.If judging the road of vehicle front is not forthright (being "No" among the step S120), the control routine that then resets, and carry out repeatedly up to judging that vehicle front is forthright (being "Yes" among the step S120).

If judging the road of vehicle front in step S120 is forthright (being "Yes" among the step S120), then ultimate aim input speed Nint switches to the ultimate aim input speed (target input speed Nint ') that is used for normal control from the ultimate aim input speed Nint (lower limit input speed) that is used for deceleration control in step S130.Sign F is reset to " 0 " afterwards in step S140, and control routine resets.Under the situation of CVT, carry out controlled reset continuously up to judging that vehicle front does not have bend.In addition, speed change be not limited to when vehicle when bend is turned.

Next, will first modified example of the 4th embodiment be described.In the step S45 of the 4th embodiment (Figure 30), as shown in figure 31, the lower limit input speed is set based on the ultimate aim deceleration/decel Gt and the speed of a motor vehicle.But in first modified example, the lower limit input speed is only set based on ultimate aim deceleration/decel Gt.

Next, will second modified example of the 4th embodiment be described.In second modified example, lower limit input speed or ultimate aim input speed Nint set under the condition of considering road grade or surface friction coefficient μ.For example, when road is uphill road, considered that the lower limit input speed of road grade can obtain by the lower limit input speed that will set among the step S45 and multiplication less than " 1 ".Like this, when road was uphill road, the deceleration/decel that acts on the vehicle can reduce.Similarly, considered that the lower limit input speed of surface friction coefficient μ can be by obtaining with the lower limit input speed with the corresponding multiplication of surface friction coefficient μ.

Next, will the 3rd modified example of the 4th embodiment be described.In the 4th embodiment, shown in the step S42 to S45 among Figure 30, ultimate aim deceleration/decel Gt is configured to the minimum value selected from the first desired deceleration Greqx and the second desired deceleration Greqy.Then, as shown in figure 31, the lower limit input speed obtains based on the ultimate aim deceleration/decel Gt and the speed of a motor vehicle.Alternatively, in the 3rd modified example, as shown in figure 33, first lower limit input speed (Nc1, Nc2, the Nc3 ...) obtain based on the first deceleration/decel Greqx and the speed of a motor vehicle.As shown in figure 34, second lower limit input speed (Nd1, Nd2, the Nd3 ...) obtain based on the second deceleration/decel Greqy and the speed of a motor vehicle.Then, final lower limit input speed is configured to from first lower limit input speed (Nc1, Nc2, the Nc3 ...) and second lower limit input speed (Nd1, Nd2, the Nd3 ...) the middle minimum value of selecting.

Above embodiment and modified example can make up as required.

Claims

1. deceleration control device that is used for vehicle is characterized in that:

When the deceleration control to the bend (C) that be about to occur will begin in the position away from bend (C) initial point, (Greqx) carries out deceleration control based on first desired deceleration, and wherein said first desired deceleration (Greqx) is based on that the distance (L) of bend (C) initial point sets; And when the deceleration control to bend (C) begins in the position near bend (C) initial point, (Greqy) carries out deceleration control based on second desired deceleration, and wherein said second desired deceleration is based on when vehicle passes the initial point of bend (C) to be estimated the transverse acceleration (Gyf) that is detected is set.

2. the deceleration control device that is used for vehicle according to claim 1 is characterized in that:

The transverse acceleration of described estimation (Gyf) is to estimate the transverse acceleration (Gyf) that is detected under the condition that the hypothesis vehicle is turned along bend (C) with current vehicle speed.

3. the deceleration control device that is used for vehicle according to claim 1 is characterized in that:

The transverse acceleration of described estimation (Gyf) is to estimate that with the transverse acceleration (Gyf) that is detected this speed of a motor vehicle is to estimate the speed of a motor vehicle that is detected under the condition that the hypothesis vehicle is turned along bend (C) with such speed of a motor vehicle when vehicle passes bend (C) initial point.

4. according to each described deceleration control device that is used for vehicle in the claim 1 to 3, it is characterized in that:

The transverse acceleration of described estimation (Gyf) is to utilize the predefined figure of radius of curvature based on the speed of a motor vehicle and bend (C) to obtain.

5. according to each described deceleration control device that is used for vehicle in the claim 1 to 3, it is characterized in that:

Described second desired deceleration (Greqy) is to utilize the predefined figure of radius of curvature based on the speed of a motor vehicle and bend (C) to obtain.

6. according to each described deceleration control device that is used for vehicle in the claim 1 to 3, it is characterized in that:

Based on the comparative result between described first desired deceleration (Greqx) and described second desired deceleration (Greqy), judge based on described first desired deceleration (Greqx) still to be that described second desired deceleration (Greqy) carries out deceleration control.

7. according to each described deceleration control device that is used for vehicle in the claim 1 to 3, it is characterized in that:

Based on judging to the distance (L) of bend (C) initial point based on described first desired deceleration (Greqx) still is that described second desired deceleration (Greqy) carries out deceleration control.

8. according to each described deceleration control device that is used for vehicle in the claim 1 to 3, it is characterized in that:

Described second desired deceleration (Greqy) be based on described estimation horizontal acceleration (Gyf) and as and set when another transverse acceleration of the target lateral acceleration (Gyt) of vehicle when bend (C) is turned.

9. according to each described deceleration control device that is used for vehicle in the claim 1 to 3, it is characterized in that:

To in a plurality of points in the preset range in the vehicle front road each, obtain first desired deceleration (Greqx) and second desired deceleration (Greqy);

Each point is being carried out under the hypothesis state of deceleration control each point is obtained desired deceleration based on cooresponding first desired deceleration (Greqx) and second desired deceleration (Greqy);

Based on the definite desired deceleration when preset range is carried out deceleration control of the described desired deceleration of each point; And

Carry out deceleration control based on described definite desired deceleration.

10. the deceleration control device that is used for vehicle according to claim 9 is characterized in that:

The a plurality of nodes that are stored in the road information in the navigationsystem (95) are used as described a plurality of points, and each described node is obtained desired deceleration.

11., it is characterized in that according to each described deceleration control device that is used for vehicle in the claim 1 to 3:

Based on the required driving mode of driving technique, the chaufeur of chaufeur and comprise that in the condition of road surface of road surface slippery degree at least one set at least one in described first desired deceleration (Greqx) and described second desired deceleration (Greqy) changeably.

12. the deceleration control device that is used for vehicle according to claim 6 is characterized in that:

Select lower one of degree of deceleration in described first desired deceleration (Greqx) and described second desired deceleration (Greqy).

13. the deceleration control device that is used for vehicle according to claim 8 is characterized in that:

Described second desired deceleration (Greqy) is based on when vehicle passes bend (C) initial point to be estimated the transverse acceleration (Gyf) that will be detected and sets as the difference (Δ Gy) between another transverse acceleration of vehicle target lateral acceleration (Gyt) when bend (C) is turned.

14. a deceleration control device that is used for vehicle, its transmitting ratio by the control toric transmission carries out the deceleration control to the bend that is about to occur, and it is characterized in that:

First lower limit input speed (Nc1, Nc2, the Nc3 ...) be configured to described toric transmission with based on the corresponding input speed lower limit of setting to the distance (L) of bend (C) initial point of first desired deceleration (Greqx);

The second lower limit input speed (Nd1, Nd2, Nd3 ...) be configured to described toric transmission with the corresponding input speed lower limit of second desired deceleration (Greqy), described second desired deceleration (Greqy) is based on when vehicle passes bend (C) initial point to be estimated the transverse acceleration (Gyf) that is detected is set, and

Based on described first lower limit input speed (Nc1, Nc2, the Nc3 ...) and described second lower limit input speed (Nd1, Nd2, the Nd3 ...) in lower one control described toric transmission.