JP2005193794A - Vehicular deceleration control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular deceleration control device capable of applying the desired deceleration to a vehicle according to the size of a corner, the vehicle speed and the distance to the corner. <P>SOLUTION: The vehicular deceleration control device performs the deceleration control by the operation of a braking device 200 to generate the braking force to a vehicle and the operation to perform the speed change of a transmission 10 to a gear change stage for a relatively low speed, obtains the required deceleration 401 based on the curvature R of a forward curve road 402, the distance to the curve road and the vehicle speed, and determines the control quantity of the braking device and the changing quantity of the gear change stage. Since the required deceleration is output by using the braking device capable of controlling the output of the deceleration in an analog manner, the vehicle can make a turn at the curve road with the predetermined turning G. Irrespective of the starting point of the deceleration control for the curve road (a place at which the intention of a driver for deceleration such as an accelerator-off is determined), and irrespective of the vehicle speed at which the deceleration control is started, the predetermined deceleration can be reliably performed to an entrance of the curve road. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle deceleration control device, and in particular, performs vehicle deceleration control by an operation of a braking device that generates braking force on the vehicle and an operation of shifting an automatic transmission to a relatively low speed gear stage. The present invention relates to a vehicle deceleration control device.

  Based on the size (radius / curvature) of the corner, the shift stage of the automatic transmission is downshifted and the deceleration by the engine braking force is performed so that the corner (curved road) in front of the vehicle can be turned with the desired turning G. There is known a technique of shift point control for causing the vehicle to act on the vehicle.

  Further, as a technique for cooperatively controlling an automatic transmission and a brake, there is known a technique for operating a brake when the automatic transmission is manually shifted in a direction in which an engine brake is applied. As such an automatic transmission and brake cooperative control device, there is a technique disclosed in Japanese Patent Laid-Open No. Sho 63-38030 (Patent Document 1).

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

JP 63-38030 A

  Depending on the size of the corner, there is a case in which the optimum deceleration cannot be applied to the vehicle when shift point control is performed for a stepped automatic transmission to apply a predetermined deceleration to the vehicle. It is almost. For example, when the shift speed of a stepped automatic transmission is controlled to perform feedback control with a predetermined vehicle speed, deceleration, or the like as a target value, the shift becomes a busy shift. In addition, when the vehicle speed is the same as the current gear position, the gear position selection (downshift amount) by the shift point control is set to be the same regardless of the distance to the corner. In many cases, the optimal deceleration cannot be applied to the vehicle.

  In the above-mentioned Patent Document 1, only a technique for operating a brake at the time of a manual downshift is disclosed, and application to shift speed control and examination of brake control contents are insufficient.

  The shift point control according to the corner is executed (started) under various conditions of the vehicle speed and the distance to the corner, and it is desired that a predetermined deceleration according to each condition is smoothly applied to the vehicle. .

  The objective of this invention is providing the deceleration control apparatus of the vehicle which can make a desired deceleration act on a vehicle according to the magnitude | size of a corner.

  A vehicle deceleration control device according to the present invention is a vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates a braking force on the vehicle, wherein the curvature or radius of a curved road ahead of the vehicle, A required deceleration is obtained based on the distance to the curve road and the vehicle speed, and the control amount of the braking device is determined based on the necessary deceleration.

  According to the present invention, since the necessary deceleration is output using the braking device that can control the output of the deceleration as an analog value (analogously), the curve road can be turned in a predetermined turn G. It becomes possible. Regardless of where the deceleration control starts on the curved road (where the driver ’s intention to decelerate, such as when the accelerator is off), and regardless of the vehicle speed when the deceleration control starts, Predetermined deceleration can be surely performed before the entrance to the curved road. In the case of a stepped automatic transmission, only a certain value of deceleration can be output according to the type of shift, vehicle speed, etc., and the deceleration value to be output can be arbitrarily finely defined as in a braking device. I can't control it. Further, since the braking device can control the output of the deceleration with higher responsiveness than the automatic transmission, it is suitable for feedback control of the actual deceleration with respect to the target value of the deceleration. According to the present invention, a desired deceleration can be applied to the vehicle according to the size of the corner, the vehicle speed, and the distance to the corner.

  The vehicle deceleration control device according to the present invention performs deceleration control of the vehicle by an operation of a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear. A vehicle deceleration control device that performs a curvature or radius of a curved road ahead of the vehicle, a distance to the curved road, and a vehicle speed to obtain a necessary deceleration, and based on the necessary deceleration, The control amount of the braking device and the change amount of the shift stage are determined.

  In the present invention, in the deceleration control, the operation of the braking device (brake control) and the shift operation (shift control) can be performed simultaneously in cooperation. According to the present invention, since the necessary deceleration is output using the braking device that can control the output of the deceleration as an analog value (analogously), the curve road can be turned in a predetermined turn G. It becomes possible. Regardless of where the deceleration control starts on the curved road (where the driver's intention to decelerate, such as accelerator off), and regardless of the vehicle speed when the deceleration control is started, Predetermined deceleration can be surely performed before the entrance to the curved road. A stable deceleration due to the engine braking force can be applied to the vehicle by the shift control of the automatic transmission. When entering a curve, it is possible to generate a braking force that combines the braking force of the braking device and the appropriate gear position after entering the curve, and to make the vehicle drive characteristics after entering the curve and after entering the curve appropriate. it can.

  In the vehicle deceleration control apparatus according to the present invention, the change amount of the shift stage is set such that a deceleration smaller than the necessary deceleration is output by the shift stage after the change of the transmission. It is said.

  In the vehicle deceleration control device according to the present invention, the braking device is at least one of a means for braking the rotation of the wheel and a means for generating electric power based on the rotation of the wheel.

  In the vehicle deceleration control device of the present invention, the braking device is characterized in that feedback control is performed based on the necessary deceleration and the actual deceleration acting on the vehicle.

  In the vehicle deceleration control device according to the present invention, the control of the braking device is terminated when the vehicle enters the curved road.

  According to the vehicle deceleration control device of the present invention, a desired deceleration can be applied to the vehicle according to the size of the corner.

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

(First embodiment)
The first embodiment will be described with reference to FIGS. 1-1 to 8. The present embodiment relates to a vehicle deceleration control device that performs cooperative control of a brake (braking device) and an automatic transmission.

The present embodiment is characterized by the following in the cooperative control of the stepped automatic transmission and the brake when the shift point control (the optimum stage is selected based on the previous corner R or the like) is performed.
1) Sequential feedback control of the braking force is performed so that the other corner can travel at a desired speed.
2) The gear stage of the automatic transmission is set to a gear stage at which a deceleration approximately in the middle of the required deceleration can be obtained so as to leave room for control by feedback control of the brake.

  As described in detail below, the configuration of the present embodiment includes a stepped transmission capable of changing a shift speed or a gear ratio, a shift determination command means (manual shift, shift point control), and a braking force control means. (Brake or MG device), destination road status means for detecting the destination road condition (distance to corner R or corner approach), shift determination command means and braking force control means based on the detection result by the destination road condition means And a means for controlling

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

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

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

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

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

  The ROM 133 stores in advance the operations (control steps) shown in the flowcharts of FIGS. 1-1 and 1-2, and also includes a shift map and a shift control operation for shifting the shift stage of the automatic transmission 10 ( (Not shown) are stored. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

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

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

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

  Next, the configuration of the automatic transmission 10 is shown in FIG. In FIG. 3, the output of the engine 40 as a driving source for traveling constituted by an internal combustion engine is input to the automatic transmission 10 through an input clutch 12 and a torque converter 14 as a fluid power transmission device. Is transmitted to the drive wheel via the differential gear unit and the axle. Between the input clutch 12 and the torque converter 14, a first motor generator MG1 that functions as an electric motor and a generator is disposed.

  The torque converter 14 is directly connected between the pump impeller 20 connected to the input clutch 12, the turbine impeller 24 connected to the input shaft 22 of the automatic transmission 10, and the pump impeller 20 and the turbine impeller 24. And a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28.

  The automatic transmission 10 includes a first transmission unit 32 that switches between two stages of high and low, and a second transmission unit 34 that can switch between a reverse transmission stage and four forward stages. The first transmission unit 32 is supported by the sun gear S0, the ring gear R0, and the carrier K0 so as to be rotatable, and the planetary gear P0 includes a planetary gear P0 meshed with the sun gear S0 and the ring gear R0, and the sun gear S0 and the carrier. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 38 are provided.

  The second transmission unit 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1 so as to be rotatable, and the first planetary gear device 40 including the planetary gear P1 meshed with the sun gear S1 and the ring gear R1, and the sun gear S2, A second planetary gear unit 42 including a planetary gear P2 that is rotatably supported by the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 is rotatable. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.

  The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 120c. Further, the ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 48. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1, the sun gear S2, and the ring gear R0. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 38. The one-way clutch F <b> 1 is engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 22.

  A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 38. The one-way clutch F2 is engaged when the ring gear R3 tries to rotate in the reverse direction.

  In the automatic transmission 10 configured as described above, for example, according to the operation table shown in FIG. 4, it is switched to one of the reverse gears and the five forward gears (1st to 5th) with different gear ratios. In FIG. 4, “◯” represents engagement, a blank represents release, “解放” represents engagement during engine braking, and “Δ” represents engagement not involved in power transmission. The clutches C0 to C2 and the brakes B0 to B4 are all hydraulic friction engagement devices that are engaged by a hydraulic actuator.

  The operation of this embodiment will be described with reference to FIGS. 1-1, 1-2, 2 and 5. FIG.

  FIG. 5 is a chart for explaining the deceleration control of the present embodiment. FIG. 5 shows the control execution boundary line L, the required deceleration 401, the road shape top view, the accelerator opening 301, the deceleration 303 acting on the vehicle, the target deceleration, the deceleration in the automatic transmission 10 (AT output) A shaft torque) 310 and a brake control amount (deceleration at the brake) 302 are shown.

  At a place (time point) corresponding to the symbol A in FIG. 5, the accelerator is OFF (accelerator opening is fully closed) as indicated by the symbol 301, and the brake is OFF (braking force as indicated by the symbol 302). Is zero).

[Step S10]
In step S10, the control circuit 130 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal from the throttle opening sensor 114. If it is determined as a result of step S10 that the accelerator is in an OFF state, the process proceeds to step S20. When the accelerator is fully closed (step S10-Y), it is determined that the driver intends to decelerate, and the deceleration control of this embodiment is performed. On the other hand, if it is not determined that the accelerator is in the OFF state, the process proceeds to step S160. As described above, in FIG. 5, the accelerator opening 301 is set to zero (fully closed) at the position (time point) A.

[Step S20]
In step S20, the control circuit 130 checks the flag F. If the flag F is 0, the process proceeds to step S30. If the flag F is 1, the process proceeds to step S80. If the flag F is 2, the process proceeds to step S100. If the flag F is 3, the process proceeds to step S120. . When this control flow is executed, the flag F is initially 0, so the process proceeds to step S30.

[Step S30]
In step S30, the required deceleration is calculated by the control circuit 130. The necessary deceleration is a deceleration required to turn the other corner at a predetermined desired turning G (in order to enter the corner at a desired vehicle speed). In FIG. 5, the necessary deceleration is indicated by reference numeral 401. In FIG. 5, the necessary deceleration 401 is shown in two places: vehicle speed and “vehicle G (deceleration acting on the vehicle)”.

  In FIG. 5, the horizontal axis indicates the distance. As shown in the “top view of the road shape”, the other corner 402 exists from the point 403 of E to the point 404 of F. In order to turn the corner 402 at a desired turning G set in advance, it is necessary to decelerate to the target vehicle speed 406 corresponding to the radius (or curvature) R405 of the corner 402 at the entrance 403 of the corner 402. . That is, the target vehicle speed 406 is a value corresponding to R405 of the corner 402.

  In order to decelerate from the vehicle speed at the place 407 of the symbol A determined that the accelerator is fully closed in step S10 to the target vehicle speed 406 required at the entrance 403 of the corner 402, the deceleration as indicated by the necessary deceleration 401 is required. Is needed. The control circuit 130 calculates the required deceleration 401 based on the current vehicle speed input from the vehicle speed sensor 122, the distance from the current position to the entrance 403 of the corner 402 and R405 of the corner 402 input from the navigation system device 95. To do. A signal indicating the required deceleration 401 is output as a brake braking force signal SG1 from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1.

  In FIG. 5, a corner having a smaller R than R405 of the corner 402 (hereinafter referred to as a virtual corner, not shown) is considered. For comparison, it is assumed that the virtual corner has an entrance at the same position as the entrance 403 of the corner 402. At the entrance 403 of the virtual corner, R of the virtual corner is smaller than R405, and therefore it is necessary to decelerate to a vehicle speed 406v lower than the target vehicle speed 406 of the corner 402. From this, the required deceleration of the virtual corner is indicated by reference numeral 401v having a larger gradient than the required deceleration 401, and it is indicated that a larger deceleration is required than the required deceleration 401.

  In step S30, if the control circuit 130 determines that there is no corner ahead based on the data input from the navigation system device 95, the necessary deceleration is not obtained. Following step S30, step S40 is executed.

[Step S40]
In step S40, the control circuit 130 determines whether or not this control is necessary based on, for example, the control execution boundary line L. In the determination, in FIG. 5, it is determined that the present control is necessary if it is located above the control execution boundary line L due to the relationship between the current vehicle speed and the distance to the entrance 403 of the corner 402, and the control execution boundary line is determined. If it is positioned lower than L, it is determined that this control is unnecessary. As a result of the determination in step S40, if it is determined that this control is necessary, the process proceeds to step S50. If it is determined that this control is not necessary, this control flow is returned.

  The control execution boundary L is based on the relationship between the current vehicle speed and the distance to the entrance 403 of the corner 402, as long as the deceleration exceeding the preset deceleration due to normal braking does not act on the vehicle. , The line corresponding to the range in which the target vehicle speed 406 cannot be reached (the corner 402 cannot be turned in the desired turn G). In other words, when the vehicle is positioned above the control execution boundary line L, in order to reach the target vehicle speed 406 at the entrance 403 of the corner 402, a deceleration exceeding a preset normal braking deceleration is applied to the vehicle. It is necessary to act.

  Therefore, when the position is higher than the control execution boundary L, the deceleration control corresponding to the corner R of the present embodiment is executed (step S50), and the brake operation amount by the driver is increased by increasing the deceleration. Even if the vehicle is not operated or the operation amount is relatively small (even if the foot brake is stepped on only a little), the vehicle can reach the target vehicle speed 406 at the entrance 403 of the corner 402.

  As the control execution boundary line L of the present embodiment, a control execution boundary line used for shift point control corresponding to a conventional general corner R can be applied as it is. The control execution boundary line L is created by the control circuit 130 based on the data input from the navigation system device 95 and indicating the distance between R405 of the corner 402 and the corner.

  In the present embodiment, in FIG. 5, the time point (location 407) corresponding to the symbol A at which the accelerator opening 301 is zero is located above the control execution boundary line L, and therefore it is determined that this control is necessary. (Step S40-Y), the process proceeds to Step S50.

[Step S50]
In step S50, the control circuit 130 obtains a target deceleration by the automatic transmission 10 (hereinafter, shift speed target deceleration), and based on the shift speed target deceleration, shift control (shift down) of the automatic transmission 10 is performed. ) Is determined. Hereinafter, the contents of step S50 will be described by dividing them into (1) and (2).

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

First, a first method for obtaining the speed target deceleration will be described.
The gear stage target deceleration is set as a value obtained by multiplying the necessary deceleration 401 obtained in step S30 by a coefficient greater than 0 and equal to or less than 1. For example, when the required deceleration 401 is −0.20 G, for example, −0.10 G, which is a value obtained by multiplying a coefficient of 0.5, can be set as the gear stage target deceleration.

Next, a second method for obtaining the shift speed target deceleration will be described.
First, the engine braking force (deceleration G) when the accelerator of the current gear position of the automatic transmission 10 is OFF is obtained (hereinafter referred to as the current gear speed deceleration). A current speed reduction map (FIG. 6) is registered in the ROM 133 in advance. The current shift speed deceleration (deceleration acceleration) is obtained with reference to the current shift speed deceleration map in FIG. As shown in FIG. 6, the current gear speed deceleration is obtained based on the gear speed and the rotational speed NO of the output shaft 120 c of the automatic transmission 10. For example, when the current shift speed is 5th and the output rotational speed is 1000 [rpm], the current shift speed deceleration is -0.04G.

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

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

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

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

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

  After the speed target deceleration is obtained in step S50, it is not set again until the deceleration control of this embodiment is completed. That is, after the shift speed target deceleration is obtained at the start time of the deceleration control (the time before the shift control (step S50) and the brake control (step S70) are actually executed), the deceleration control ends. Is set as the same value. As shown in FIG. 7, the speed target deceleration (value indicated by a broken line) is the same value even if time elapses.

(2) Next, based on the shift speed target deceleration obtained in the above (1), the shift speed to be selected in the shift control of the automatic transmission 10 is determined. Vehicle characteristic data indicating the deceleration G for each vehicle speed at each gear position when the accelerator is OFF as shown in FIG. 8 is registered in advance in the ROM 133.

  As in the above example, assuming that the output rotational speed is 1000 [rpm] and the gear stage target deceleration is −0.12 G, the output rotational speed is 1000 [rpm] in FIG. It can be seen that the speed stage corresponding to the vehicle speed at the time and the speed closest to the speed target deceleration of -0.12G is the fourth speed. Thereby, in the case of the above example, in step S50, it is determined that the gear to be selected is the fourth speed.

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

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

  In step S50, as described above, when the control circuit 130 determines a shift stage to be selected, a shift command is output. That is, a downshift command (shift command) is output from the CPU 131 of the control circuit 130 to the solenoid valve driving units 138a to 138c. In response to the downshift command, the solenoid valve driving units 138a to 138c energize or de-energize the solenoid valves 121a to 121c. As a result, the automatic transmission 10 performs a shift instructed by the downshift command.

  When the downshift command is determined by the control circuit 130 at the location (time point) corresponding to the symbol A in FIG. 5 that there is a need for downshifting as the shift point control of the present embodiment (step S40-Y), simultaneously with it. Is output at (time corresponding to A). As a result, at the time point corresponding to A, the automatic transmission 10 is downshifted to the gear stage to be selected (fourth speed in the above example) determined as described above, and the engine braking force increases accordingly. The deceleration 310 in the automatic transmission 10 and the current deceleration 303 increase from the location (time) of the symbol A. Step S60 is executed after step S50.

[Step S60]
In step S <b> 60, the initial target deceleration is set by the control circuit 130. This initial target deceleration is a target deceleration until the required deceleration 401 is reached. In FIG. 5, the actual deceleration 303 corresponds to a line 304 that coincides with the actual deceleration 303 up to the place (time point) where the required deceleration 401 is reached (the place corresponding to the symbol C). That is, the initial target deceleration 304 is set so as to be swept up from the location corresponding to the symbol A to the location corresponding to the symbol C. The initial target deceleration 304 is designed to gradually increase the deceleration at the initial stage of the deceleration control (the initial phase in FIG. 5) in order to suppress a shock / uncomfortable feeling due to sudden braking. Following step S60, step S70 is executed.

[Step S70]
In step S <b> 70, brake feedback control is executed by the brake control circuit 230. The brake feedback control means that the braking force 302 is controlled according to the deviation between the target deceleration and the actual deceleration 303. Here, the “target deceleration” in step S70 includes both the initial target deceleration 304 obtained in step S60 and the target deceleration obtained again in step S90 described later.

  As indicated by reference numeral 302, the brake feedback control is started at a location (time point) corresponding to the reference numeral A from which the downshift command is output. That is, a signal indicating the initial target deceleration 304 is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as a brake braking force signal SG1 from a location (time) corresponding to the symbol A. The brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220.

  The hydraulic pressure control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, so that the brake force (brake control amount 302) as instructed in the brake control signal SG2 is controlled. ).

  In the feedback control of the brake device 200 in step S70, the target value is the initial target deceleration 304, the control amount is the actual deceleration 303 of the vehicle, and the control target is the brake (braking devices 208, 209, 210, 211). The operation amount is the brake control amount 302, and the disturbance is mainly the deceleration 310 due to the shift of the automatic transmission 10. The actual deceleration 303 of the vehicle is detected by the acceleration sensor 90 or the like.

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

  The brake control in step S70 may be a sweep control instead of the feedback control for the initial target deceleration 304 described above. That is, a method of increasing the braking force with a predetermined gradient (sweep control) may be used. At the locations (time points) corresponding to the symbols A to C in FIG. 5, the braking force 302 increases with a predetermined gradient, and accordingly, the current deceleration 303 increases, and at the time corresponding to C, the current decrease Until the speed 303 reaches the required deceleration 401 (step S80-Y), the brake force 302 continues to increase.

  The above-described predetermined gradient of the initial target deceleration 304 or the sweep control in step S70 is determined by the brake braking force signal SG1 that is referred to when the brake control signal SG2 is generated. The predetermined gradient is changed based on the accelerator return speed at the start of the present control (immediately before the time corresponding to the symbol A in FIG. 5) and the opening before returning the accelerator, which are included in the brake braking force signal SG1. Can be done. For example, when the accelerator return speed or the opening before returning the accelerator is large, the gradient can be increased. Further, by including data indicating the road surface friction coefficient μ in the brake braking force signal SG1, for example, when the road surface friction coefficient μ is low, the gradient can be reduced. It can also be changed according to the vehicle speed, and can be increased as the vehicle speed increases.

[Step S80]
In step S80, the control circuit 130 determines whether or not the actual deceleration 303 has become equal to or greater than the required deceleration 401. As a result of the determination, if the actual deceleration 303 is greater than or equal to the required deceleration 401, the process proceeds to step S90, and if not, the process proceeds to step S190.

  Since the actual deceleration 303 is not equal to or greater than the required deceleration 401 at the first stage when this control flow is executed (step S80-N), the flag F is set to 1 in step S190, and this control flow is reset. The In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 1 (step S20-1), the process proceeds to step S80 and is repeated until the condition of step S80 is satisfied. It is.

  If the condition of step S80 is satisfied (step S80-Y), the process proceeds to step S90. In FIG. 5, the actual deceleration 303 is equal to or higher than the necessary deceleration 401 at the time corresponding to the symbol C. In step S80 and subsequent steps, the brake control in step S70 is continuously executed until the brake control ends in step S110.

[Step S90]
In step S90, the required deceleration 401 is obtained by recalculation by the control circuit 130, and the target deceleration is set according to the obtained necessary deceleration 401. That is, after the location (time point) corresponding to the symbol C in FIG. 5, the sweep-up area of the actual deceleration 303 (initial target deceleration 304) ends.

  In step S90, as in step S30, the control circuit 130 is required to turn the other corner 402 at a preset desired turn G (to enter the corner 402 at a desired vehicle speed 406). The required deceleration 401 is obtained as the deceleration to be obtained. When deceleration control (both shift control and brake control) starts after step S30 (step S50, step S70), the vehicle speed and the current position also change, so the necessary deceleration 401 corresponding to the change is obtained again.

  In step S90, the target deceleration is set to a value that is the same as or close to the required deceleration 401 calculated in step S90. Once the actual deceleration 303 has reached the necessary deceleration 401 (step S80-Y), the target deceleration becomes the same value as or close to the recalculated necessary deceleration 401, and the shock · This is because there is relatively little discomfort.

[Step S100]
In step S <b> 100, the control circuit 130 determines whether or not the vehicle has entered the corner 402. The control circuit 130 performs the determination in step S100 based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the entrance 403 of the corner 402. As a result of the determination in step S100, if it is after entering the corner 402, the process proceeds to step S110, and if not, the process proceeds to step S200.

  In the first stage in which this control flow is implemented, since the vehicle has not entered the corner 402 (step S100-N), the flag F is set to 2 in step S200, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 2 (step S20-2), the process proceeds to step S100 and is repeated until the condition of step S100 is satisfied. It is.

  If the condition of step S100 is satisfied (step S100-Y), the process proceeds to step S110. In FIG. 5, the vehicle has entered the corner 402 at a location (time) corresponding to the symbol E.

[Step S110]
In step S110, the control circuit 130 ends the brake control. This is because after the vehicle enters the corner 402, it is less uncomfortable for the driver that the braking force by the brake does not act on the vehicle. At the end of the brake control, the braking force 302 is swept down. The end of the brake control is transmitted to the brake control circuit 230 by the brake braking force signal SG1. In FIG. 5, the brake control is finished at a location (time point) where corner entry is confirmed (corner entry time point E). Following step S110, step S120 is performed.

[Step S120]
In step S120, the upshift is regulated by the control circuit 130. During cornering after entering the corner 402, upshifting to a relatively high speed gear stage is restricted from the gear stage downshifted in step S50. Normally, even in a shift point control for a general corner, an upshift during cornering after entering the corner is prohibited. Note that downshifting is not particularly restricted in preparation for a case where the driver may desire acceleration force due to kickdown or the like during cornering after entering the corner 402. After step S120, the process proceeds to step S130.

[Step S130]
In step S130, the control circuit 130 determines whether or not the vehicle has escaped from the corner 402. The control circuit 130 performs the determination in step S <b> 130 based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the exit 404 of the corner 402. As a result of the determination in step S130, if the corner 402 has been escaped, the process proceeds to step S140, and if not, the process proceeds to step S210.

  Since the vehicle has not escaped from the corner 402 at the first stage in which this control flow is performed (step S130-N), the flag F is set to 3 in step S210, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), the flag F is 3 (step S20-3), so the upshift remains restricted (step S120), and then The process proceeds to step S130 and is repeated until the condition of step S130 is satisfied.

  If the condition of step S130 is satisfied (step S130-Y), the process proceeds to step S140. In FIG. 5, the vehicle exits the corner 402 at a location (time point) corresponding to the symbol F.

[Step S140]
In step S140, the control circuit 130 cancels the shift restriction. Following step S140, step S150 is performed.

[Step S150]
In step S150, the control circuit 130 sets the flag F to 0. Following step S150, the control flow is reset.

[Step S160] to [Step S180]
In step S160, the control circuit 130 outputs a brake control end command. Step S160 is performed when it is determined that the accelerator is not fully open (step S10-N). Hereinafter, the description will be made separately for each situation where it is determined that the accelerator is not fully open.

  First, when it is determined that the accelerator is not fully opened when the control flow is first executed (the stage where the control is not executed), that is, when the flag F is 0 (step S10-N). ). In this case, since this control (including the control of the braking force) has not been started, the state remains as it is (step S160). Following step S160, the flag F is checked in step S170. In this case, since the flag F is 0 (step S170-0), this control flow is returned.

  Next, a description will be given of the case where it is determined in step S80 or step S100 that the respective conditions are satisfied and the accelerator is stepped on and is not fully opened (step S10-N). In this case, the brake control is finished (step S160), and then the flag F is checked (step S170). In this case, the flag F is 1 or 2 (step S170-1or2), so the flag F is set to 0. After being set (step S180), this control flow is returned. In this case, the downshift by this control has already been performed (step S50), but the downshifted gear stage is maintained as it is, and only the brake control is ended. Since the responsiveness of the shift is not relatively good, the downshifted gear stage is maintained as it is in consideration of the response when the accelerator is turned off again. In this case, if the accelerator is returned again to be fully closed, the flag F is 0 (step S20-0), so the control after step S30 is performed again. Here, if the downshift amount is the same as the previous time in step S50, a command to the same shift stage is output (no shift).

  Next, when the accelerator is stepped on while waiting for the condition to be satisfied in step S130 (a state in which the flag F is 3), the brake control is ended (step S160), and the state is kept as it is. This control flow is returned (step S170-3). In this case, in the second control flow, since the vehicle has already entered the corner 402, when the accelerator is fully closed (step S10-Y), only the part related to the shift is performed (step S20-). 3, Step S120). On the other hand, after entering the corner 402, at the stage waiting for the condition to be satisfied in step S130 (a state where the flag F is 3), if the accelerator is not stepped on, the place where the corner 402 is escaped (time point) Thus, the brake control is finished (step S110).

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

  According to this embodiment described above, the following effects can be obtained.

  When a stepped automatic transmission is used alone (when a brake control device is not used), it is difficult to produce a deceleration that meets the required deceleration because the automatic transmission is stepped. Further, the engine braking force generally decreases with a decrease in vehicle speed, but it is difficult to correct this. Further, since the degree of freedom of the speed change characteristic is low, it is difficult to create a desired initial gradient.

  On the other hand, in the present embodiment, a brake that can output deceleration as an analog value (analog control is possible) is used in combination with a stepped automatic transmission that can output only stepwise deceleration. As a result, it is possible to solve the problems in the case where the above-described stepped automatic transmission is used alone and to obtain the optimum deceleration characteristics. Even when the distance to the corner entrance and the vehicle speed are in various situations, the required deceleration can be obtained according to each situation, and the necessary deceleration can be ensured by using the automatic transmission and brake. It can be made to act smoothly on the vehicle. Further, by coordinating the deceleration of the shift stage of the brake and the automatic transmission, it is possible to obtain acceleration characteristics with good corner rise.

Next, a second embodiment will be described with reference to FIGS. 9-1, 9-2, and 10. FIG.
In the second embodiment, description of parts common to the first embodiment will be omitted, and only characteristic parts will be described.

  In the first embodiment, deceleration control is performed by cooperative control of the brake control device 200 and the automatic transmission 10, but in the second embodiment, the brake control device 200 is used without using the shift control of the automatic transmission 10. The deceleration control is performed independently. Hereinafter, description will be made while comparing with the first actual deceleration.

  In the second embodiment, as shown in FIGS. 9-1 and 9-2, unlike FIGS. 1-1 and 1-2, steps corresponding to Step 50, Step 120, and Step 140 of the first embodiment are used. There is no. In the second embodiment, as the shift point control for the corners, the automatic transmission 10 is not downshifted, and there is no restriction regarding the shift.

  That is, in the second embodiment, the deceleration corresponding to the required deceleration or the target deceleration is performed using only the brake control device 200. In the second embodiment, only the brake control device 200 outputs the deceleration corresponding to the engine braking force due to the shift of the automatic transmission 10 in the first embodiment.

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

It is a flowchart which shows a part of operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of other operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a schematic block diagram of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 1 is a skeleton diagram illustrating an automatic transmission according to a first embodiment of a vehicle deceleration control device of the present invention. It is a figure which shows the action | operation table | surface of the automatic transmission of FIG. It is a figure which shows operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the deceleration which arises according to the output shaft rotation speed and gear stage in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the relationship between the variable speed target deceleration in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention, the present gear stage deceleration, and required deceleration. It is a figure which shows the deceleration for every vehicle speed of each gear stage in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 114 Throttle opening sensor 116 Engine speed sensor 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
200 Brake device 230 Brake control circuit 301 Accelerator opening 302 Brake force (automatic brake)
303 Current deceleration 304 Initial target deceleration 401 Required deceleration 402 Corner 403 Inlet 405 Corner R
406 Target vehicle speed L Control execution boundary line L1 Brake braking force signal line SG1 Brake braking force signal SG2 Brake control signal

Claims (6)

A vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates braking force on the vehicle,
Obtaining a necessary deceleration based on a curvature or radius of a curved road ahead of the vehicle, a distance to the curved road, and a vehicle speed, and determining a control amount of the braking device based on the necessary deceleration; A vehicle deceleration control device characterized by the above. A vehicle deceleration control device that performs deceleration control of the vehicle by an operation of a braking device that generates braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear stage,
A required deceleration is obtained based on the curvature or radius of the curved road ahead of the vehicle, the distance to the curved road, and the vehicle speed, and the control amount of the braking device and the shift speed are determined based on the necessary deceleration. A vehicle deceleration control device characterized by determining an amount of change. The vehicle deceleration control device according to claim 2,
The vehicle speed reduction control device is characterized in that the change amount of the shift stage is set so that a deceleration smaller than the required deceleration is output by the shift stage after the change of the transmission. The vehicle deceleration control device according to any one of claims 1 to 3,
The vehicle deceleration control device, wherein the braking device is at least one of means for braking rotation of a wheel and means for generating electric power based on rotation of the wheel. In the vehicle deceleration control device according to any one of claims 1 to 4,
The vehicle braking control apparatus is characterized in that feedback control is performed based on the necessary deceleration and an actual deceleration acting on the vehicle. The vehicle deceleration control device according to any one of claims 1 to 5,
The vehicle deceleration control device, wherein the control of the braking device is terminated when the vehicle enters the curved road.

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