JP2003237420A - Vehicular deceleration control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular deceleration control device having no possibility of interfering with operation of a vehicle behavior stabilizing control device for stabilizing behavior of a traveling vehicle. <P>SOLUTION: This vehicular deceleration control device has a travel position selecting operation device (a deceleration setting operation device) 86 for setting deceleration of the vehicle, and a VSC control device 106 for performing control for stabilizing turning behavior of the vehicle, and controls deceleration of the vehicle so as to establish preset deceleration set by the travel position selecting operation device 86. An interference avoiding means 116 is arranged for avoiding interference between a setting change in the deceleration of the vehicle by operation of the travel position selecting operation device 86 and operation of the VSC control device 106 to suitably prevent the deterioration in turning behavior stability of the vehicle caused by the setting change in the deceleration of the vehicle by the operation of the travel position selecting operation device 86. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a deceleration control device for a vehicle capable of decelerating traveling using rotational resistance of a driving force source, and more particularly to an operation amount of a deceleration setting operating device for setting a set deceleration. The present invention relates to a technique for improving the operability by changing the change amount of the set deceleration with respect to.

[0002]

2. Description of the Related Art There has been proposed a vehicle capable of decelerating using a rotational resistance of a driving force source and provided with a setting means capable of setting a deceleration of the vehicle by an operation of a driver. For example, this is the hybrid vehicle described in Japanese Patent Laid-Open No. 8-79907. According to such a vehicle, during deceleration traveling of the vehicle in which the accelerator pedal is not operated, deceleration traveling is performed at a desired deceleration set by the driver's operation of the deceleration setting operation device.

[0003]

By the way, in the conventional vehicle as described above, in order to stabilize the behavior of the running vehicle by controlling the vehicle behavior stabilizing control device, for example, the driving force or the braking force of the wheels. When the VSC control device is provided, the VSC control device may interfere with the operation of the VSC control device when the deceleration is changed by setting the vehicle deceleration by operating the deceleration setting operation device. . For example, if the driving force of the driving wheel is changed by changing the deceleration, the operation of the VSC control device that similarly changes the driving force or the braking force of the driving wheel does not function sufficiently, so that the vehicle turns. There was a possibility that the behavior stability would decrease.

The present invention has been made in view of the above circumstances, and its purpose is to interfere with the operation of the vehicle behavior stabilization control device for stabilizing the behavior of the vehicle during traveling. An object of the present invention is to provide a deceleration control device for a vehicle.

[0005]

The object of the present invention to achieve such an object is to provide a deceleration setting operation device for setting and operating a deceleration of a vehicle, and a turning behavior of a running vehicle. A vehicle deceleration control device that includes a vehicle behavior stabilization control device that performs control for stabilizing, and that controls the deceleration of the vehicle so that the deceleration is set by the deceleration setting operation device. An interference avoiding means for avoiding an interference between a change in the vehicle deceleration setting by the operation of the deceleration setting operation device and an operation of the vehicle behavior stabilization control device is included.

[0006]

According to the present invention, the interference avoiding means avoids the interference between the setting change of the vehicle deceleration by the operation of the deceleration setting operation device and the operation of the vehicle behavior stabilization control device. It is possible to preferably prevent the behavior stability of the vehicle from being deteriorated due to the setting change of the vehicle deceleration by the operation of the speed setting operation device.

[0007]

Other Embodiments Preferably, the interference avoiding means prioritizes the operation of the vehicle behavior stabilizing control device. With this configuration, when the vehicle deceleration setting change operation is performed by the deceleration setting operation device, the operation of the vehicle behavior stabilization control device is prioritized, so that the vehicle deceleration by the operation of the deceleration setting operation device is performed. It is possible to suitably prevent the behavior stability of the vehicle from being deteriorated due to the speed setting change.

Further, preferably, the interference avoiding means limits a change range of the vehicle deceleration by operating the deceleration setting operation device. With this configuration, when the vehicle deceleration setting changing operation is performed by the deceleration setting operation device, the deceleration setting range is limited by limiting the change range of the vehicle deceleration by the operation of the deceleration setting operation device. It is possible to preferably prevent the behavior stability of the vehicle from being deteriorated due to the setting change of the vehicle deceleration by the operation of the operation device.

Further, preferably, the interference avoiding means sets the range of change of the vehicle deceleration by the operation of the deceleration setting operation device to a value that does not interfere with the operation of the vehicle behavior stabilization control device. With this configuration, when the vehicle deceleration setting change operation is performed by the deceleration setting operation device, the change range of the vehicle deceleration by the operation of the deceleration setting operation device is equal to the operation of the vehicle behavior stabilization control device. By limiting to a value that does not interfere, it is possible to preferably prevent the behavior stability of the vehicle from being deteriorated due to the setting change of the vehicle deceleration by the operation of the deceleration setting operation device.

Preferably, the interference avoiding means delays a change in the vehicle deceleration caused by the operation of the deceleration setting operation device. Thus, when the vehicle deceleration setting changing operation is performed by the deceleration setting operation device, the change in the vehicle deceleration due to the operation of the deceleration setting operation device is delayed, so that the deceleration setting operation device It is possible to preferably prevent the behavior stability of the vehicle from being deteriorated due to the setting change of the vehicle deceleration by the operation of.

Further, preferably, the setting of the vehicle deceleration by the operation of the deceleration setting operation device is performed at the time of switching from non-decelerated traveling to decelerated traveling or at the time of switching from decelerated traveling to non-decelerated traveling. Is. In this case, it is preferable that the behavior stability of the vehicle is deteriorated due to the setting change of the vehicle deceleration performed at the time of switching from non-decelerated traveling to decelerated traveling or at the time of switching from decelerated traveling to non-decelerated traveling. To be prevented.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton view for explaining the structure of a power transmission device for a hybrid vehicle to which a deceleration control device according to an embodiment of the present invention is applied. In the figure, the output of the engine 10 as a driving force source includes a damper (vibration damping device) 12 for suppressing rotation fluctuation and torque fluctuation, a single pinion type planetary gear device 14, a first counter shaft 16, and a second counter. A pair of drive wheels (front wheels) 24 through a shaft 18, a differential gear device (final reduction gear) 20, and a pair of axles 22 in order.
Is being transmitted to.

The planetary gear unit 14 is a composite distribution mechanism that mechanically combines or distributes power, and includes a carrier 14c connected to the damper 12 and the engine 10 via a central shaft 26, and the central shaft 26. The sun gear 14s connected to the engine-side motor generator MG1 functioning as a generator and an electric motor (driving force source) via a tubular first sleeve shaft 28 concentrically provided on the outer periphery, and the first sleeve shaft 28 of the sun gear 14s. Via a tubular second sleeve shaft 30 concentrically provided on the outer circumference, the wheel-side motor generator MG2 functioning as an electric motor and a generator and the first sprocket 32 for power transmission are connected to be rotatable with respect to the carrier 14c. A ring gear 14r meshed with a sun gear 14s via a supported planetary gear 14p.
It has and.

The first counter shaft 16 and the second counter shaft 18 are rotatably supported by a housing 34 so as to be parallel to the central shaft 26, and one end of the first counter shaft 16 has the above-mentioned structure. An endless annular silent chain 38 wound around the first sprocket 32.
A second sprocket 40 that is operatively connected via a counter gear pair 42 that meshes with each other is provided at the other end of the first counter shaft 16 and one end of the second counter shaft 18.
And 44 are provided, and at the other end of the second counter shaft 18, a gear 48 that meshes with the final gear 46 of the differential gear device 20 is provided. The differential gear device 20
Is a pair of differential bevel gears 50 and the pair of differential bevel gears 5
And a differential gear box 54 fixed to the final gear 46 and rotatably supporting a pinion 52 that accommodates 0 and meshes with the pair of differential bevel gears 50, and the power transmitted to the final gear 46. Left and right axle 22
And the drive wheels 24 that rotate with it are evenly distributed, allowing their differential.

The hydraulic pump 56 is connected to the engine 10 via the central shaft 26 and is rotationally driven by the engine 10. Further, the motor generator MG1 and the motor generator MG2
Is operatively connected to the drive wheels 24 in order to function as a driving force source or for deceleration traveling by regenerative braking, and is composed of, for example, an AC rotating electric machine including a stator and a rotor. Motor generator MG1 is often made to function as a generator, and motor generator MG2 is often made to function as an electric motor. These motor generators MG1 and MG2 and engine 10 function as a driving force source of the vehicle.

2 and 3 show the second counter shaft 1 described above.
8 illustrates a parking lock device 60 of a hybrid vehicle for locking the rotation of the vehicle 8.
It is the figure seen from the axial center direction of the counter shaft 18, and FIG. 3 is the figure seen from the direction orthogonal to the axial center. The parking lock device 60 has a lock gear 62 fixed to the second counter shaft 18, and a meshing tooth 64 for meshing with the lock gear 62 to prevent its rotation.
A lock pole 66 provided on the housing 34 so as to be rotatable between a meshing position and a non-meshing position that mesh with each other.
A cam surface 68 provided at the tip of the lock pole 66, and a parking rod 70 movably supported by the housing 34 in the longitudinal direction so as to be parallel to the axial direction of the second counter shaft 18. , The parking rod 7
No. 0 meshes with a taper surface 72 that engages with the cam surface 68 and moves the parking rod 70 to the lock gear 62 side, and a rack 74 formed at the base end portion of the parking rod 70. An electric motor 78 having a pinion 76, a guide hole 80 for fitting the leading end of the parking rod 70 and guiding the parking rod 70, and a guide member 82 fixed to the housing 34 are provided. By moving the parking rod 70 to the tip side, the lock pole 66 is moved to the lock gear 6
The lock pole 66 is moved to the non-meshing position by driving the parking rod 70 to the base end side by driving it to the 2 side to bring it to the meshing position. The parking rod 70 preferably doubles as a valve of a manual valve provided in the hydraulic circuit, and can be moved to a position corresponding to each traveling position. Such a shift mechanism is referred to as shift-by-wire because the hydraulic circuit is switched and operated according to the traveling position via a wire (electric wire). As a result, the parking lock is automatically performed or the parking lock is released according to a command from the electronic control unit 98 described later.

4 and 5 illustrate the traveling position selection operation device 86. FIG. 4 shows the vicinity of the driver's seat 88 of the vehicle schematically showing the arrangement of the traveling position selection operation device 86, and FIG. It is a perspective view of the traveling position selection operation device 86. The traveling position selection operation device 86 of the present embodiment is provided on both the left and right sides of the driver's seat 88 for operating the steering wheel 84 so that the driver's dominant arm or the like can operate the left and right hands with a desired hand. Are provided in each. The right travel position selection operation device 86 is provided inside the door 90, and the left travel position selection operation device 86 is provided between a passenger seat and a driver seat 88 (not shown). The traveling position selection operation device 86 is provided so as to be tiltable in any of the front-rear direction and the left-right direction, so that the "+" position for decreasing the deceleration, the "-" position for increasing the deceleration, An automatic return type shift operation lever 92 which is selectively operated to four positions of an R (reverse) position for selecting reverse running and a D (drive) position for selecting forward running, and its shift operation. P (parking) is provided at the front position of the lever 92.
A P switch 94, which is an automatic return type button that is operated to select a position, is also provided at a position on the front side of the shift operation lever 92, and is N (neutral).
And an N switch 96, which is an automatic reset button operated to select a position. The shift operation lever 92, the P switch 94, and the N switch 96 are
It functions as a shift operation member that is operated to select the traveling position of the vehicle and a deceleration setting operation body that changes the setting deceleration of the vehicle. Also, the above "+"
The position and the "-" position are decelerating traveling positions that are decelerated to select the deceleration when the vehicle is decelerating, and are the number of times the shift operating lever 92 is operated to the "-" position or the holding time. Accordingly, the target deceleration is sequentially increased, and the target deceleration is sequentially decreased according to the number of times the "+" position is operated or the holding time. That is, each time the target deceleration is increased in accordance with the number of times the shift operation lever 92 is operated to the "-" position or the holding time, a traveling position with a large deceleration is selected and operated to the "+" position. The running position with the smaller deceleration is selected according to the number of times or the holding time. Therefore, the traveling position selection operation device 86 also functions as a deceleration deceleration setting operation device that selects the set deceleration of the vehicle.
Here, the deceleration means a negative acceleration, and its magnitude is represented by the absolute value of the acceleration.

FIG. 6 illustrates a signal input to the electronic control unit 98 and a signal output from the electronic control unit 98. For example, the electronic control unit 98 includes an accelerator opening signal indicating the accelerator opening θ _ACC that is the operation amount of the accelerator pedal, the second sleeve shaft 30, and the first counter shaft 1.
6, a vehicle speed signal corresponding to the rotational speed of any one of the second counter shafts 18, a signal indicating the acceleration G of the vehicle detected by the acceleration sensor, a signal indicating the shift position which is the operation position of the shift operation lever 92, etc. are illustrated. Not supplied from the sensor. From the electronic control unit 98,
An injection signal for controlling the amount of fuel injected from the fuel injection valve into the cylinder of the engine 10, an ignition signal for starting the engine 10, an operation command of the motor generator MG1, and a motor generator MG2 for running the motor. An operation command, an operation command of the motor generator MG1 for regeneration, and a display command for displaying the operation position of the shift operation lever 92 on the display device 99 provided on the dashboard are output.

The electronic control unit 98 includes a CPU, RO
It is configured to include a so-called microcomputer including M, RAM, an input / output interface, etc.
By performing signal processing according to a program stored in advance in the ROM while using the temporary storage function of the above, the motor drive is performed based on the actual vehicle speed and the required driving force (= accelerator opening θ _ACC ) from the relationship stored in advance. It is determined whether the engine is running, and the drive power source switching control that drives the vehicle with the determined drive power source (motor), accelerator pedal is not operated, that is, accelerator opening θ _ACC and throttle opening θ
A target deceleration during deceleration with _{TH equal} to zero is determined, and regeneration control for obtaining the target deceleration, shift operation lever 92 is operated to the deceleration position "-" or "+" position. In response to this, the deceleration selection operation control for switching the target deceleration to a plurality of stages, the shift operation lever 92 from the "-" position or the "+" position which is the deceleration traveling position to the D position or the N position which is the non-deceleration position. Setting deceleration change control for controlling the amount of change in the set deceleration with respect to the operation amount when the switch is operated to, the change in the deceleration of the vehicle related to the operation for changing the set deceleration by the shift operation lever 92, and the vehicle behavior stabilization VSC controller 10 which is a controller
The interference avoidance control for avoiding the interference with the VSC control operation of No. 6 is executed.

FIG. 7 shows the main part of the control function of the electronic control unit 98, that is, the change in the set deceleration set by the operation of the shift operation lever 92 of the traveling position selection operation unit 86 and the VSC control of the VSC control unit 106. It is a functional block diagram explaining the interference avoidance control function for avoiding interference with operation. In FIG. 7, drive source switching control means 100 determines the optimum drive force source for improving fuel economy, that is, either engine 10 or motor generator MG2 based on the actual vehicle speed and the required load based on the relationship stored in advance. Select and switch to the selected driving force source.
Thus, for example, motor running using the motor generator MG2 is selected in the low vehicle speed / low load region, and engine running using the engine 10 is selected in the other regions. More specifically, for example, when the engine 10 is warmed up, the air conditioner compressor does not need to be driven, and the vehicle is stopped in a state where the secondary battery (not shown) is sufficiently charged, the engine 10 and the motor generator M are stopped.
G1 and motor generator MG2 are stopped. However, when the engine 10 needs to be warmed up or the secondary battery needs to be charged, the motor generator M
The engine 1 is driven even when the vehicle is stopped to drive the G1 to rotate.
0 is rotationally driven. In this state, since the drive wheels 24 are stopped and the ring gear 14r is also stopped rotating, the motor generator MG1 that also functions as a motor.
Drives the sun gear 14s to rotate the engine 1
After starting 0, the started engine 10 rotationally drives the motor generator MG1 to warm up the engine 10 and charge the secondary battery.

When the vehicle is normally started, the motor generator MG2 rotates the ring gear 14r and the sprocket 32 directly connected to the ring gear 14r so that the drive wheels 24 are rotated. At this time, the motor generator MG1 is rotated in the reverse direction to stop the rotation of the engine 10, and while the motor generator MG1 secures the creep torque,
The motor starts running. When the vehicle speed is equal to or higher than the predetermined vehicle speed, the motor generator MG1 that also functions as a motor rotationally drives the sun gear 14s to start the engine 10, and even if the rotation speed of the engine 10 is maintained at a predetermined rotation speed at which fuel consumption is suitable, Motor generator M
As the rotation speed of G1 is reduced, the ring gear 1
The rotation of 4r and the sprocket 32 directly connected thereto is increased, and the vehicle speed V is increased. During steady running,
Engine running is performed exclusively by the engine 10. In this case, the motor-generator MG1 is set to the low speed rotation state by the dynamic braking, and the ring gear 14r causes the engine 10 to rotate.
Is driven to speed up. At the time of acceleration request such as acceleration operation from the steady running state, the rotation speed of the engine 10 is increased and the motor generator MG1
The motor generator MG2 is rotationally driven by using the generated electric power at the same time as the rotational speed of the motor M is rotationally driven, and the output torque of the engine 10 is matched with the output torque of the engine 10 to accelerate the vehicle. Be seen. At the time of starting, for example, a part of the output of the engine 10 is transmitted to the motor generator MG2 via the motor generator MG1 and converted into the driving force of the vehicle to control the rotation speed of the motor generator MG1. Is provided with a function of a continuously variable transmission that changes the rotation speed of the ring gear 14r without depending so much on changes in the engine rotation speed.

Regeneration control means or deceleration control means 102
Is during non-acceleration traveling of the vehicle in which the accelerator pedal is not operated, that is, during deceleration traveling (so-called engine braking traveling), and when the deceleration traveling position is selected by the shift operation lever 92, regardless of the rotation state of the engine 10. The ring gear 14r and the motor generator MG2 directly connected to the ring gear 14r are rotationally driven by the kinetic energy of the vehicle, and the secondary battery is charged with the electric energy generated by the motor generator MG2 to recover energy. ). In this case, since the electric power generated by motor generator MG2 corresponds to the rotational resistance of motor generator MG2, the actual vehicle speed V (km / h) and shift operation lever 92 are selected from the relationship stored in advance as shown in FIG. The target deceleration, that is, the set deceleration is determined based on the decelerated position thus determined, and the amount of power generation by the motor generator MG2 is controlled so that the set deceleration is obtained. The set deceleration is canceled by operating the shift operation lever 92 to the non-decelerated traveling position. When the brake pedal is operated, for example, the hydraulic wheel brake device 104 and the regenerative brake by the motor generator MG2 are cooperatively controlled so that the required braking force based on the brake pedal operation amount is obtained, and the regenerative brake has priority. Energy efficiency is further enhanced by being activated automatically. In FIG. 8 above,
The line with (0) indicates the basic value (default value) of the target deceleration, and the line with (I-), (II-)
Lines marked with and lines marked with (III-) indicate deceleration levels in a plurality of stages, and are sequentially selected each time the shift operation lever 92 is operated to the "-" position. . In addition, each time the shift operation lever 92 is operated to the “+” position, the selected line is sequentially returned.

The VSC control device (turning behavior stabilization control device) 106 stabilizes the behavior of the vehicle in the turning direction, in other words, in order to prevent understeer and oversteer, the wheel brake device 104 controls each wheel. Selectively controls braking force, vehicle and driving force. The VSC operating state determination means 108 determines whether the VSC control device 106 is operating the VSC control. The deceleration change operation determination means 110 determines whether the shift operation lever 92 has been operated to the "-" position or the "+" position, which is the deceleration travel position, that is, whether the deceleration change operation has been performed. Selection operation device 86
It judges based on the signal from. Deceleration interference determination means 1
Reference numeral 12 denotes an actual result of a change in the set deceleration due to the shift operation lever 92 being operated to the "-" position or the "+" position, which is the deceleration traveling position, in response to the VSC control operation request from the VSC control device 106. Whether the VSC control operation from the VSC control device 106 is affected by the deceleration change, that is, whether the turning behavior stabilization of the vehicle is impaired is determined by, for example, the vehicle speed V, the steering angle, the yaw rate, The determination is made based on the amount of change in the set deceleration.

The set deceleration change control means 114 includes the traveling position selection operating device (deceleration setting operating device) 86.
Deceleration by selectively selecting from the line (0) to the line (III-) in FIG. 8 according to the number of times the shift operating lever 92 is operated to the "-" position or the length of the operating time. The set deceleration used in the control means 102 is changed so as to be successively increased, while the shift operation lever 92 is moved to the “+” position or the length of the operation time is changed to the line (0) in FIG. By making a selective selection in this direction, the set deceleration is changed so as to become gradually smaller. Further, the set deceleration change control means 114
Is a deceleration change operation determination means 11 during deceleration traveling.
When the shift operation lever 92 of the traveling position selection operation device (deceleration setting operation device) 86 is operated to 0 to the "-" position or the "+" position, the operation of changing the set deceleration that is the target value during deceleration travel If it is determined that the vehicle deceleration is performed, the amount of change in the set deceleration with respect to the set deceleration changing operation of the shift operation lever 92 is set to the vehicle state based on the vehicle speed, the presence or absence of deceleration, or the size of the actual deceleration. Change accordingly. For example, when the shift operation lever 92 is operated from the D position or the N position to the "-" position or the "+" position, the setting change of the vehicle deceleration is performed when switching from the non-decelerated traveling to the decelerated traveling, When the shift operation lever 92 is operated from the "-" position or the "+" position to the D position or the N position, the vehicle deceleration setting is changed when the deceleration traveling is switched to the non-deceleration traveling. .

The interference avoiding means 116 changes the set deceleration by operating the shift operating lever 92 and VSC.
When the operation request of the control device 106 is duplicated,
If a change in the set deceleration occurs while the VSC controller 106 is operating, the VSC controller 10 changes during the change in the set deceleration.
When the operation request of No. 6 is generated, the traveling position selection operation device (deceleration setting operation device) 86 is shifted so that the VSC control operation by the VSC control device 106 is not affected and the turning behavior of the vehicle is not affected. Operating lever 92
The interference between the change of the set deceleration due to and the operation of the VSC controller 106 is avoided. This interference avoidance is performed by giving priority to the operation of the VSC control device 106, limiting the change range of the vehicle deceleration by operating the shift operation lever 92, or delaying the change of the actual deceleration of the vehicle. Be seen. The limit of the change range of the vehicle deceleration is a value that does not interfere with the VSC operation of the VSC control device 106, that is, VS.
The value is set so as not to affect the C operation. Then, the display means 118 causes the display device 99 to display the set deceleration changed by the set deceleration change control means 114 in response to the operation of the shift operation lever 92.

9 to 13 show the interference avoiding means 11 described above.
6 is a time chart explaining the interference avoidance operation of No. 6; FIG. 9 shows that, for example, when the shift operation lever 92 is operated by the shift operation lever → -D or D →-during the VSC operation, the interference avoidance is performed in the interval from the time point t _{1 to the} time point t ₂ or the interval from the time point t _{3 to the} time t _4. It shows a case in which the change in the deceleration change is made gentle by the means 116, so that the change in the regenerative braking, that is, the change in the deceleration is delayed as compared with the conventional case shown by the broken line. In this case, from time t _{1 to} time t
_In the section at the time point ₂ or the time point from the time point t _{3 to the} time point t ₄ , the D display or the − display blinks. Figure 10
For example, the shift operation lever 92 is-
→ When the D operation is performed, the interference avoidance means 116 prohibits the change of the deceleration, that is, the change (decrease) of the regenerative braking after the time point t ₁ , so that the VSC control is performed as compared with the conventional case shown by the broken line. The operation of device 106 is prioritized. In this case, from the time point t ₁ at t ₂ time intervals - but the display is caused to blink, if elapsed t ₂ when the - → D configuration changes the deceleration by the operation is canceled. In FIG. 11, for example, when the shift operation lever 92 is operated by D →-during VSC operation traveling, the change in deceleration, that is, the change (increase) in regenerative braking is prohibited by the interference avoiding means 116 after time t _3. By
Compared with the conventional case shown by the broken line, the VSC controller 10
6 is prioritized. In this case, the D- displayed at t ₄ time interval from t ₃ time is caused to blink, the D → after a lapse of t ₄ time - changing settings deceleration by the operation is canceled. FIG. 12 shows V
When the shift operation lever 92 is operated by-→ D during the SC operation traveling, the interference avoiding means 116 after the time point t ₁
Change of change of deceleration i.e. regenerative braking (reduced) is delayed by, and by being maintained in an intermediate value which is determined so as not to interfere with the VSC operates at t ₂ time after, compared to the conventional case shown by a broken line Thus, interference with VSC operation is prevented. In FIG. 13, for example, when the shift operation lever 92 is operated D →-during VSC operation traveling, the interference avoidance means 116 delays the change in deceleration, that is, the change (increase) in regenerative braking, after the time point t ₃ . Moreover, by maintaining the intermediate value determined so as not to interfere with the VSC operation after the time point t ₄ , the interference with the VSC operation is prevented as compared with the conventional case shown by the broken line.

FIG. 14 shows the main part of the control operation by the electronic control unit 98, that is, the change in the set deceleration set by the operation of the shift operation lever 92 of the traveling position selecting operation unit 86 during traveling and the VSC control unit 106. VS
It is a flowchart explaining the interference avoidance control operation for avoiding the interference with C control operation, and is several msec to several tens m.
It is repeatedly executed with an extremely short cycle of about sec.

In FIG. 14, in S1 corresponding to the deceleration change operation determining means 110, the shift operation lever 92 is operated.
Is operated between the "-" position or the "+" position, which is the deceleration traveling position, and the D position or the N position, which is the non-deceleration traveling position, or is operated between the "-" position or the "+" position. By doing so, it is determined based on a signal from the traveling position selection operating device 86 whether or not the operation of changing the set deceleration, which is the target value during deceleration traveling, has been performed. If the determination in S1 is negative, after another position which is the actual operation position of the shift operation lever 92, that is, the non-deceleration traveling position is displayed on the display device 99 and another control is executed in S2. , This routine is ended.

If the determination in S1 is affirmative, in S3 corresponding to the VSC operating determination means 108,
VSC control device 10 for stabilizing turning behavior of a vehicle
It is judged whether or not the VSC control operation by 6 is in operation.
If the determination in S3 is negative, the set deceleration change control is executed in S4 corresponding to the set deceleration change control means 112. As a result, the set deceleration change with respect to the operation (the number of times or the time) of the shift operation lever 92 is changed according to the vehicle state, and the convenience of the operation is enhanced within a range in which a sudden deceleration change does not occur. And
In S5 corresponding to the display means 118, the corresponding position corresponding to the operation of the shift operation lever 92 and the set deceleration set by the shift operation lever 92 are displayed on the display device 99.

However, if the determination at S3 is affirmative, at S6 corresponding to the deceleration interference determination means 112, the shift operation lever 92 is in the deceleration traveling position during the VSC control operation from the VSC control device 106. Whether or not the VSC control operation from the VSC controller 106 is affected by the actual deceleration change due to the change in the set deceleration due to the operation to the certain "-" position or the "+" position, that is, the turning behavior of the vehicle is stable. Whether or not the vehicle speed is affected by the deterioration of
It is determined based on the steering angle, the yaw rate, the change amount of the set deceleration, and the like. If the determination in S6 is negative, the above S4 and subsequent steps are executed.

However, if the determination in S6 is affirmative, in S7 corresponding to the interference avoiding means 116,
The change in the set deceleration is prohibited, or the change in the set deceleration is suppressed by using a delay or the like, so that the interference with the VSC control operation is avoided. The display means 118
In S8 corresponding to, the corresponding position corresponding to the operation of the shift operation lever 92, and the shift operation lever 9
The set deceleration set by 2 is displayed on the display device 99.

As described above, according to the present embodiment, the traveling position selection operation device (deceleration setting operation device) 86 for setting the deceleration of the vehicle and the control for stabilizing the turning behavior of the vehicle. In the vehicle deceleration control device for controlling the deceleration of the vehicle to be the set deceleration set by the traveling position selection operation device (deceleration setting operation device) 86,
Since the interference avoiding means 116 for avoiding the interference between the setting change of the vehicle deceleration by the operation of the traveling position selection operation device 86 and the operation of the VSC control device 106 is provided, the operation of the traveling position selection operation device 86 is performed. It is possible to preferably prevent the turning behavior stability of the vehicle from being deteriorated due to the setting change of the vehicle deceleration.

Further, according to the present embodiment, the interference avoiding means 1
Reference numeral 16 is for giving priority to the operation of the VSC control device 106. Therefore, when the vehicle deceleration setting changing operation is performed by the traveling position selection operating device (deceleration setting operating device) 86, the traveling position selection operating device is operated. (Deceleration setting operation device) It is preferable to prevent deterioration of the turning behavior stability of the vehicle due to a change in the setting of the vehicle deceleration by operating the deceleration setting operating device 86.

Further, according to this embodiment, the interference avoiding means 1
Reference numeral 16 limits the range of change of the vehicle deceleration by operating the traveling position selection operating device (deceleration setting operating device) 86. Therefore, the vehicle deceleration setting changing operation can be performed by the traveling position selection operating device 86. When it is performed, it is possible to preferably prevent the turning behavior stability of the vehicle from being deteriorated due to the setting change of the vehicle deceleration by the operation of the traveling position selection operation device 86.

Further, according to the present embodiment, the interference avoiding means 1
Reference numeral 16 denotes the change range of the vehicle deceleration by operating the traveling position selection operation device (deceleration setting operation device) 86.
Since the value does not interfere with the operation of the C control device 106, when the vehicle deceleration setting changing operation is performed by the traveling position selection operation device 86, the vehicle is operated by the operation of the traveling position selection operation device 86. It is possible to preferably prevent the deterioration of the turning behavior stability of the vehicle due to the change of the deceleration setting.

Further, according to this embodiment, the interference avoiding means 1
Reference numeral 16 delays a change in the vehicle deceleration due to the operation of the travel position selection operation device (deceleration setting operation device) 86. Therefore, the travel position selection operation device 86 performs a vehicle deceleration setting change operation. When the vehicle is hit, it is possible to preferably prevent the turning behavior stability of the vehicle from being deteriorated due to the setting change of the vehicle deceleration by the operation of the traveling position selection operation device 86.

Further, according to this embodiment, the setting change of the vehicle deceleration by the operation of the traveling position selection operating device (deceleration setting operating device) 86 is performed when switching from non-decelerated traveling to decelerated traveling or from decelerated traveling. Since it is performed when switching to non-deceleration running, the turning behavior of the vehicle is caused by the setting change of the vehicle deceleration that is performed when switching from non-deceleration running to deceleration running or when switching from deceleration running to non-deceleration running. The decrease in stability is preferably prevented.

Further, according to the present embodiment, a traveling position selection operating device (deceleration setting operating device) 86 for setting and operating the deceleration of the vehicle is provided, and the setting set by the traveling position selection operating device 86 is provided. In the vehicle deceleration control device that controls the deceleration of the vehicle so as to achieve deceleration, the set deceleration change control means 114 causes the set deceleration change amount with respect to the operation of the shift operation lever 92 of the traveling position selection operation device 86. Is changed according to the vehicle state, so that the operability regarding the setting operation of the set deceleration by the shift operation lever 92 is enhanced.

Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-described embodiment, the change in the set deceleration is suppressed or prohibited so that the interference with the turning behavior stabilization control of the vehicle is suppressed. In addition, interference with a device that stabilizes the vehicle behavior during braking may be suppressed. In this case, instead of the VSC control device 106 and the VSC operation determining means 108, an ABS control device and an ABS operation determining means are provided.

In the above-mentioned embodiment, the deceleration control means 1
The set deceleration used by 02 is determined by the vehicle speed V and the operation set value of the shift operation lever 92 from the relationship of FIG. 8, but may be a constant value regardless of the vehicle speed V.

In the above-described embodiment, the engine 10 and the motor generator MG2 are provided as the driving force source,
Although the hybrid vehicle that selectively uses them has been described, an electric vehicle that includes an electric motor (rotary electric machine) as a driving force source may be used.

Further, in the above-described embodiment, a traveling position selecting operation of a type in which a plurality of types of deceleration traveling positions having target deceleration are selected according to the number of times the shift operation lever 92 is operated to the "-" position and the time. Although the device 86 is used, for example, a shift position selection operation of a type in which the shift operation lever 92 is operated to three positions, two positions, and L positions, which are a plurality of types of engine brake travel positions provided subsequent to the D position. The device may be used.

Further, although the automatic parking lock device 60 of the above-mentioned embodiment is provided so as to directly block the rotation of the second counter shaft 18, for example, the first counter shaft 16 and the second sleeve shaft 30. Etc. may be provided.

Further, the above-described vehicle has a mechanism for converting the exhaust energy of the engine 10 into electric energy, for example, a mechanism in which a motor generator is connected to a supercharger and regenerative operation of the motor generator causes engine braking. It may be provided and the mechanism is used for deceleration control of the vehicle.

Further, the deceleration and the set deceleration used in the above-mentioned embodiment are negative accelerations indicating the target deceleration of the vehicle, but the deceleration represented by the index indicating the magnitude of the deceleration. It may be a speed level or a variable corresponding to it, such as a regenerative amount or a regenerative braking amount.

Although not illustrated one by one, the present invention can be carried out in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a configuration of an automatic parking lock device provided on a second counter shaft of the power transmission device of FIG. 1, and is a diagram viewed from an axial direction of the second counter shaft.

3 is a view for explaining the configuration of an automatic parking lock device provided on the second counter shaft of the power transmission device of FIG. 1, and is a view seen from a direction perpendicular to the axis of the second counter shaft. .

4 is a diagram schematically illustrating the vicinity of a driver's seat of the hybrid vehicle of FIG.

5 is a perspective view illustrating a traveling position selection operation device provided near the driver's seat in FIG. 4. FIG.

FIG. 6 is a diagram illustrating input / output signals of an electronic control unit provided in the vehicle of the embodiment of FIG.

7 is a main part of a control function of the electronic control device of FIG. 6, that is, a shift operation lever 92 of a traveling position selection operation device.
FIG. 6 is a functional block diagram illustrating an interference avoidance control function for avoiding interference between a change in the set deceleration set by the operation and the VSC control operation of the VSC control device.

8 is a diagram showing a pre-stored relationship for determining a target deceleration used in the deceleration control means of FIG.

9 is a time chart for explaining the interference avoiding operation by the interference avoiding means of FIG. 7, showing the inclination of the deceleration change when the shift operation lever is operated by-→ D operation or D →-during VSC operation. This shows a case where the change in regenerative braking, that is, the change in deceleration is delayed as compared with the conventional case shown by the broken line by being made gentle.

10 is a time chart for explaining an interference avoiding operation by the interference avoiding means of FIG. 7, and when the shift operation lever is operated from-→ D during VSC operation traveling, a change in deceleration, that is, a change in regenerative braking ( (Reduction) is prohibited.

11 is a time chart for explaining the interference avoiding operation by the interference avoiding means of FIG. 7, and when the shift operation lever is operated by D → − during VSC operation traveling, change in deceleration, that is, change in regenerative braking ( Increase) is prohibited.

FIG. 12 is a time chart for explaining an interference avoiding operation by the interference avoiding means of FIG. 7, when the shift operation lever is operated from − → D during VSC operation traveling, a change in deceleration, that is, a change in regenerative braking ( Decrease) is delayed and VSC
It shows the case where the intermediate value is maintained so as not to interfere with the operation.

13 is a time chart for explaining an interference avoiding operation by the interference avoiding means of FIG. 7, when the shift operation lever is operated from D → during VSC operation traveling, a change in deceleration, that is, a change in regenerative braking ( Increase) is delayed and VSC
It shows the case where the intermediate value is maintained so as not to interfere with the operation.

14 is a main part of a control operation of the electronic control device of FIG. 6, that is, a shift operation lever 9 of a travel position selection operation device.
6 is a flowchart illustrating an interference avoidance control operation for avoiding interference between a change in the set deceleration set by the operation 2 and the VSC control operation of the VSC control device.

[Explanation of symbols]

86: Travel position selection operation device (deceleration setting operation device) 92: Shift operation lever (deceleration setting operation member) 98: Electronic control device (deceleration control device) 106: VSC control device (vehicle behavior stabilization control device) 116: Interference avoidance means

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Claims (9)

[Claims] 1. A deceleration setting operation device for setting and operating a deceleration of a vehicle, and a vehicle behavior stabilization control device for performing control for stabilizing the behavior of a vehicle during traveling, the deceleration setting. A deceleration control device for a vehicle, which controls a deceleration of a vehicle so as to achieve a set deceleration set by an operating device, comprising: changing a deceleration setting of a vehicle by operating the deceleration setting operation device and stabilizing the vehicle behavior. A deceleration control device for a vehicle, comprising: interference avoiding means for avoiding interference with the operation of the activation control device. 2. The deceleration control device for a vehicle according to claim 1, wherein the interference avoiding means prioritizes the operation of the vehicle behavior stabilization control device. 3. The deceleration control device for a vehicle according to claim 1, wherein the interference avoiding means limits a change range of the vehicle deceleration by operating the deceleration setting operation device. 4. The vehicle according to claim 3, wherein the interference avoiding means sets a change range of the vehicle deceleration by the operation of the deceleration setting operation device to a value that does not interfere with the operation of the vehicle behavior stabilization control device. Deceleration control device. 5. The deceleration control device for a vehicle according to claim 1, wherein the interference avoiding means delays a change in the vehicle deceleration due to an operation of the deceleration setting operation device. 6. The deceleration of the vehicle according to claim 1, wherein the setting change of the vehicle deceleration by the operation of the deceleration setting operation device is performed when switching from non-decelerated traveling to decelerated traveling. Control device. 7. The deceleration of the vehicle according to claim 1, wherein the setting change of the vehicle deceleration by the operation of the deceleration setting operation device is performed at the time of switching from the decelerating traveling to the non-decelerating traveling. Control device. 8. The vehicle behavior stabilization control device is a turning behavior stabilization control device that controls a driving force or a braking force of wheels to stabilize the vehicle behavior during turning travel.
The deceleration control device for a vehicle according to any one of 1 to 7. 9. The deceleration control device for a vehicle according to claim 1, wherein the deceleration of the vehicle is generated by regenerative braking by a rotating electric machine provided in the vehicle.