JP2005264799A - Speed reduction control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a sufficient speed reduction effect by avoiding the interference of a drive force with a braking force without providing discomfort to a driver. <P>SOLUTION: This speed reduction control device is formed to increase the braking force from a time when a target speed reduction degree Xg* is Xg* > 0 (step S14), control a target throttle opening Acc* in a fully closed state by reducing the target throttle opening by a reduction amount ΔAdn from its previous value (steps S15 to S17) to generate the braking force for speed reduction and suppress the abrupt variation of the throttle opening by reducing the throttle opening in increments of the reduction amount ΔAdn to avoid the interference of the drive force with the braking force so that the speed reduction effect can be provided. When the target speed reduction degree Xg* is reduced to zero or less from that state, after the braking force is reduced so that the increased amount of the braking force becomes zero (steps S22, S23), the target throttle opening Acc* is increased in increments of ΔAup to gradually recover the throttle opening a throttle opening equivalent to the operation amount of an accelerator pedal at the present time (step S24). <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a deceleration control device that performs deceleration control of a vehicle that is turning on a curve or the like.

Conventionally, a safe vehicle speed is calculated from the motion state and driving operation status of a vehicle turning around a curve or a corner, and when the actual vehicle speed exceeds the safe vehicle speed, the vehicle speed is automatically reduced below the safe vehicle speed. And the deceleration control apparatus which prevents a spin, a drift-out, or a rollover etc. is proposed (for example, refer patent document 1). Further, in order to prevent the braking side and the driving side from interfering with each other when controlling the vehicle behavior by performing control intervention regardless of the driving operation of the driver in this way, for example, the amount of accelerator pedal operation by the driver There is also proposed a control device or the like that terminates the vehicle behavior control when the vehicle tends to increase (see, for example, Patent Document 2).
Japanese Patent Laid-Open No. 10-278762 JP 2002-127888 A

  As described above, in order to avoid interference between the braking side and the driving side, when the amount of accelerator pedal operation by the driver tends to increase, the vehicle behavior control is terminated to thereby reduce the braking force and the driving force. Interference can be avoided. However, in this case, when the accelerator pedal operation amount tends to increase in a state where deceleration control is necessary, the deceleration control is not performed, and a sufficient deceleration effect cannot be obtained. .

In addition, when performing deceleration control for the purpose of avoiding interference between the braking side and the driving side, when the driver is operating the accelerator pedal, the throttle valve is controlled to be closed regardless of the driver's operation. A method for generating a braking force has also been proposed. However, in this case, although the deceleration effect can be obtained, the state where the driver is operating the accelerator pedal shifts to the state where the driving force cannot be obtained regardless of the driver's intention, and suddenly accelerates. There is a possibility that the driver may feel uncomfortable because the feeling cannot be obtained.
Therefore, the present invention has been made paying attention to the above-mentioned conventional unsolved problems, avoiding interference between the driving force and the braking force by the deceleration control without giving the driver a sense of incongruity, and is sufficient. It aims at providing the deceleration control apparatus which can acquire the deceleration effect.

  In order to achieve the above object, the deceleration control device according to the present invention performs a deceleration control in accordance with the turning traveling state of the vehicle to ensure a stable turning traveling. Here, when the throttle opening is controlled to the open state by the driver's operation of the accelerator pedal, etc., driving force is generated and braking force is generated by deceleration control, which interferes with each other. Since the throttle opening is gradually controlled in the closing direction when it is started, interference between the driving force and the braking force can be avoided and a deceleration effect can be obtained. At this time, the throttle opening is gradually closed in the closing direction. Therefore, it is possible to prevent the driver from feeling uncomfortable due to the fluctuation of the driving force regardless of the driver's intention.

  Since the deceleration control device according to the present invention gradually controls the throttle opening in the closing direction when the deceleration control is started, it is possible to avoid the interference between the driving force and the braking force and obtain a deceleration effect. Thus, it is possible to avoid giving the passenger a sense of incongruity due to fluctuations in the throttle opening.

Embodiments of the present invention will be described below.
First, a first embodiment will be described.
FIG. 1 is a schematic configuration diagram of a vehicle to which a deceleration control device according to the present invention is applied.
In the figure, reference numeral 1 denotes a brake fluid pressure control unit that controls the brake fluid pressure supplied to each wheel cylinder (not shown) of each wheel 2FL to 2RR. That is, normally, the brake fluid pressure boosted by the master cylinder is supplied to each wheel cylinder in accordance with the depression amount of the brake pedal by the driver, but between the master cylinder and each wheel cylinder, The brake fluid pressure control unit 1 inserted therein controls the brake fluid pressure to each wheel cylinder separately from the operation of the brake pedal.

The brake fluid pressure control unit 1 uses a brake fluid pressure control circuit used for antiskid control and traction control, for example.
The brake fluid pressure control unit 1 controls the brake fluid pressure of each wheel cylinder in accordance with a brake fluid pressure command value from a deceleration controller 10 described later.
Further, the vehicle is provided with an engine throttle control unit 3 that can control the throttle opening of a throttle valve (not shown). The engine throttle control unit 3 can control the throttle opening independently. When the throttle opening command value is input from the deceleration controller 10 described above, the throttle opening is controlled according to the throttle opening command value.

The vehicle also includes a yaw rate sensor 11 for detecting the yaw rate φ ′ generated in the host vehicle, a steering angle sensor 12 for detecting the steering angle δ of the steering wheel 12a, the rotational speeds of the wheels 2FL to 2RR, so-called wheel speed Vwi. Wheel speed sensors 13FL to 13RR for detecting (i = FL to RR) and an accelerator sensor (accelerator operation amount detecting means) 14 for detecting an accelerator pedal depression amount θth (not shown) are provided, and these detection signals are used for the deceleration control. It is output to the controller 10.
The deceleration control controller 10 performs a deceleration control calculation based on various types of input information, and generates control signals to the brake fluid pressure control unit 1 and the engine throttle control unit 3.

FIG. 2 is a block diagram showing a configuration of the deceleration control controller 10.
As shown in FIG. 2, the deceleration controller 10 is based on the steering angle δ from the steering angle sensor 12, the wheel speeds VwFL to VwRR from the wheel speed sensors 13FL to 13RR, and the yaw rate φ ′ from the yaw rate sensor 11. yaw rate calculating section 21 for calculating a yaw rate (yaw rate select value phi ^*) used for the arithmetic processing, yaw rate phi ^* for calculation calculated in the yaw rate calculation section 21, the lateral acceleration limit value Yg calculated in lateral acceleration limit value calculation unit 22 ^{* And} a target vehicle speed calculation unit 23 that calculates a target vehicle speed V ^* based on a road surface friction coefficient, and a target deceleration calculation that calculates a target deceleration Xg ^* based on the target vehicle speed V ^* calculated by the target vehicle speed calculation unit 23 Unit 24, the brake fluid pressure control unit 1, the engine throttle control so as to realize the target deceleration Xg ^* calculated by the target deceleration calculation unit 24. And a deceleration control unit 25 for driving and controlling the control unit 3.

  Next, the processing procedure of the arithmetic processing performed by the deceleration controller 10 will be described with reference to the flowchart of FIG. This arithmetic processing is executed by a timer interrupt every predetermined sampling time. In this flowchart, no communication step is provided, but information obtained by the arithmetic processing is updated and stored in the storage device as needed, and necessary information is read out from the storage device as needed.

In this calculation process, first, in step S1, a calculation yaw rate is calculated.
The calculation of the yaw rate for calculation is performed by the yaw rate calculation unit 21 in FIG. As shown in FIG. 4, the yaw rate calculation unit 21 includes a yaw rate estimation unit 31 that estimates the yaw rate based on the steering angle δ and the wheel speed Vwi (i = FL to RR), and the yaw rate φ ′ detected by the yaw rate sensor 11. And a yaw rate selection unit 32 that selects the larger one of the yaw rate estimation values estimated by the yaw rate estimation unit 31.

The yaw rate estimator 31 calculates the traveling speed V of the host vehicle based on the wheel speed Vwi detected by the wheel speed sensors 13FL to 13RR, and calculates the yaw rate according to a known procedure based on the traveling speed V and the steering angle δ. calculate. In addition, what is necessary is just to use the average value etc. of the wheel speed of the driving wheel, for example as the said traveling speed V.
Then, the yaw rate selection unit 32 selects the yaw rate estimated value estimated by the yaw rate estimation unit 31 and the yaw rate φ ′ detected by the yaw rate sensor 11 and selects the one having a larger absolute value, and this yaw rate select value φ ^* ( φ ^* > 0) is the calculation yaw rate.

  Here, when the yaw rate is generated in the vehicle, the yaw rate estimated value estimated by the yaw rate estimation unit 31 based on the steering angle δ is usually detected earlier than the yaw rate detected by the yaw rate sensor 11. it can. However, on a low μ road or the like, vehicle behavior may occur in a direction in which the yaw rate increases even when the steering wheel is not steered so much, for example, in the slow spin mode. Therefore, by using the yaw rate φ ′ detected by the yaw rate sensor 11 in such a case, the deceleration control is intervened at an early stage, and the deceleration control is started at an earlier stage.

When the yaw rate select value φ ^* is calculated in this way, the process proceeds to step S2, and the lateral acceleration limit value Yg ^* is set. The lateral acceleration limit value Yg ^* is set to about 0.45 [G], for example. The lateral acceleration limit value Yg ^* is a limit value of the target lateral acceleration at which the vehicle can travel in a curve without causing spin, drift-out, or rollover.
Next, the process proceeds to step S3, and the target vehicle speed V ^* is calculated based on the lateral acceleration limit value Yg ^* calculated in step S2.

This target vehicle speed V ^* is calculated according to the following equation (1) based on the yaw rate select value φ ^* calculated in step S1, the lateral acceleration limit value Yg ^* calculated in step S2, and the estimated value μ of the road surface friction coefficient.
V ^* = (μ × Yg ^* ) / φ ^* (1)
The estimated value μ of the road surface friction coefficient may be calculated by a known procedure, or a sensor for detecting the road surface friction coefficient may be provided and the sensor output may be used (road surface friction). Coefficient detection means).
As can be seen from the equation (1), the target vehicle speed V ^* becomes smaller as the road surface friction coefficient μ becomes lower and tends to be subject to control intervention. Similarly, the target vehicle speed V ^* becomes smaller as the lateral acceleration limit value Yg ^* becomes smaller. Thus, the control intervention tends to be performed easily, and the yaw rate selection value φ ^* is set to be small so that the control intervention is facilitated.

Next, the process proceeds to step S4, and the target deceleration Xg ^* is calculated.
Specifically, based on the vehicle speed deviation ΔV (= V−V *), which is the difference between the traveling speed V of the host vehicle calculated in step S1 and the target vehicle speed V ^* calculated in step S3, the following equation (2) Calculate from
Xg ^* = K × ΔV / Δt (2)
In equation (2), K is a preset gain, Δt is a preset predetermined time, and is a required time until the vehicle speed deviation ΔV is zero.
That is, the target deceleration Xg ^* is a vehicle speed deviation ΔV is a difference between the running speed V and the target vehicle speed V ^* of the host vehicle becomes larger in the positive direction, is set so that the target deceleration Xg ^* becomes large. The target deceleration Xg ^* is the deceleration side when Xg ^* > 0.

Here, the case where the target deceleration Xg ^* is calculated based on the vehicle speed deviation ΔV has been described, but the target deceleration Xg ^* is calculated from the following equation (3) in consideration of the difference value of the vehicle speed deviation ΔV ^. May be set.
Xg ^* = (K1 × ΔV + K2 × dΔV) / Δt (3)
In Equation (3), K1 and K2 are preset gains, dΔV is dΔV = [ΔV (t) −ΔV (t−1)], and ΔV (t) is the current vehicle speed deviation, ΔV. (T-1) is the vehicle speed deviation before one calculation cycle. ΔV is assumed to be ΔV> 0.

By considering the difference value of the vehicle speed deviation ΔV in this way, for example, when steering is performed at a relatively high speed, the amount of increase in the target deceleration Xg ^* relative to the amount of change in the yaw rate select value φ ^* also increases. . Therefore, for example, when the driver performs a fast steering operation, the target deceleration immediately responds and increases instantaneously accordingly. As a result, speed reduction control can be quickly performed according to the steering operation of the driver.

Next, the process proceeds to step S5, and control signals for driving and controlling the brake fluid pressure control unit 1 and the engine throttle control unit 3 are set so that the actual deceleration becomes the target deceleration Xg ^* calculated in step S4. Generated and output to each unit.
Specifically, as shown in the flowchart of FIG. 5, first, in step S11, based on the accelerator pedal depression amount θth from the accelerator sensor 14, the corresponding throttle opening is calculated, and this is calculated as the base throttle opening. Degree Accbs. Here, as the base throttle opening degree Accbs, a throttle opening degree corresponding to the accelerator pedal depression amount θth is set, but for example, the inter-vehicle distance between the preceding vehicle and the host vehicle is set to a predetermined distance. If the throttle opening is controlled by driving force control means such as inter-vehicle distance control that keeps the vehicle following and travel control processing that performs speed control so that the host vehicle travels at a predetermined speed, these inter-vehicle distances A target value of the throttle opening by control, speed control, or the like may be set as the base throttle opening Accbs.

Next, the process proceeds to step S12, and it is determined whether or not the target deceleration Xg ^* calculated in step S4 is Xg ^* > 0, that is, whether it is on the deceleration side.
Then, when it is determined in step S12 that the target deceleration Xg ^* is on the deceleration side, the process proceeds to step S13, and the deceleration control flag F indicating whether or not the control intervention by the deceleration control is performed is set to “ON”. Thereafter, the process proceeds to step S14 to perform a braking force increasing process.

In the braking force increasing process in step S14, first, a control signal for the braking fluid pressure control unit 1 for achieving the target deceleration Xg ^* only by the braking force control is generated. That is, a control signal for increasing the braking force is generated. At this time, for example, the braking force increases at a predetermined degree of change so that the vehicle behavior does not become unstable due to the application of the braking force and the required braking force is generated relatively quickly. Generate a control signal.

Next, the process proceeds to step S15, and a value obtained by subtracting a preset reduction amount ΔAdn from the current target throttle opening Acc ^{* is} set as a new target throttle opening Acc ^* (= Acc ^* −ΔAdn). Next, the process proceeds to step S16, and when the target throttle opening Acc ^* is smaller than “0”, the process proceeds to step S17 to limit the target throttle opening Acc ^* to zero, and then the process proceeds to step S18. On the other hand, if the target throttle opening Acc ^* has not reached “0” in step S16, the process proceeds to step S18.

In step S18, a control signal for the braking fluid pressure control unit 1 generated in step S14 is output, and a control signal for achieving the target throttle opening Acc ^* set in step S15 or step S17 is output to the engine. Output toward the throttle control unit 3. Then, the timer interrupt process is terminated and the process returns to the main program (not shown).

On the other hand, when it is determined in step S12 that the target deceleration Xg ^* is not Xg ^* > 0, that is, when the target deceleration Xg ^* is on the acceleration side, the process proceeds to step S21, and the deceleration control flag F When “ON” is “ON”, the process proceeds to step S22, and it is determined whether or not a braking force return process in step S23 described later is completed. If the braking force return process has not ended, the process proceeds to step S23, and a control signal for controlling the braking fluid pressure in the pressure reducing direction so that the increase in the braking fluid pressure by the braking force increasing process becomes zero. Is generated. At this time, for example, control that reduces the braking force at a predetermined degree of change so that the vehicle behavior does not become unstable due to the braking force not being applied, and the generation of the braking force ends relatively quickly. Generate a signal. Then, the process proceeds to step S25.

On the other hand, if the braking force return process is completed in step S22, that is, if the amount of increase in braking force due to the braking force increase process becomes zero, the process proceeds to step S24, and the current target throttle opening Acc ^* is reached. A value obtained by adding a preset increase amount ΔAup is set as a new target throttle opening Acc ^* (= Acc ^* + ΔAup). Then, the process proceeds to step S25.

In this step S25, it is determined whether or not the recovery of the throttle opening has been completed. Specifically, it is determined whether or not the current target throttle opening Acc ^* has reached the current base throttle opening Accbs calculated in step S11, and the target throttle opening Acc ^* has reached the base throttle opening Accbs. When it is determined that recovery of the throttle opening has been completed, the routine proceeds to step S26, the deceleration control flag F is set to “OFF”, and the routine proceeds to step S20. On the other hand, when the target throttle opening degree Acc ^* has not reached the base throttle opening degree Accbs in step S25, the process proceeds to step S20 as it is because the recovery of the throttle opening has not been completed yet. Then, a braking force control signal for the braking fluid pressure control unit 1 and a throttle opening degree control signal for the engine throttle control unit 3 are output.

On the other hand, when the deceleration control flag F is “OFF” in step S21, it is determined that the target deceleration Xg ^* is on the acceleration side and it is not necessary to perform the deceleration control, and the process proceeds to step S27, and in step S11. The calculated base throttle opening degree Accbs is set as the target throttle opening degree Acc ^* . Next, the process proceeds to step S28, and after the deceleration control flag F is maintained “OFF”, the process proceeds to step S20, and control signals to the brake fluid pressure control unit 1 and the engine throttle control unit 3 are output.

Next, the operation of the first embodiment will be described.
Now, the vehicle is not turning, and the target vehicle speed V ^* calculated based on the current yaw rate select value φ ^* , the lateral acceleration limit value Yg ^*, and the road surface friction coefficient μ is relatively large. When Xg ^* is less than or equal to zero, the process proceeds from step S11 to step S12 in FIG. 5 to step S21. At this time, the deceleration control is not intervening and the deceleration control flag F is “OFF”. Control goes to step S27.

Therefore, the base throttle opening Accbs corresponding to the operation amount of the accelerator pedal is set as the target throttle opening Acc ^*, to achieve this target throttle opening Acc ^*, the engine throttle control unit 3 is controlled.
Therefore, the throttle opening is controlled to the throttle opening corresponding to the driver's accelerator pedal operation, and at this time, the braking force control for the braking fluid pressure control unit 1 is not performed. The vehicle behavior depends on the operation of the accelerator pedal and the brake pedal.

From this state, when the vehicle turns on a curve or the like and the target vehicle speed V ^* decreases and the target deceleration Xg ^* becomes greater than zero (Xg ^* > 0), this target deceleration Xg ^* is achieved. The braking force control is performed. That is, as shown in FIG. 5, the process proceeds from step S11 to step S12 to step S13, and after the deceleration control flag F is set to “ON”, the braking force control is performed in the direction of increasing the braking force ( Step S14). Further, as the target throttle opening Acc ^*, a value obtained by subtracting the reduction amount ΔAdn is to be set from the previous target throttle opening Acc ^* (step S15).

Since the deceleration control flag F is set to “ON” while the target deceleration Xg ^* is greater than zero, the processes of steps S14 and S15 are executed through steps S11 to S12 and S13. On the other hand, deceleration is performed so that the braking force is generated to achieve the target deceleration Xg ^* , while the throttle opening is reduced by ΔAdn from the base throttle opening Accbs immediately before the target deceleration Xg ^* becomes Xg ^* > 0. It is controlled so as to gradually become smaller and become fully closed.

That is, as shown in FIG. 6, when the target deceleration Xg ^* (FIG. 6 (a)) is greater than zero (Xg ^* > 0) at time t1, this target deceleration Xg ^* is achieved from this point. Since the braking force is generated and the vehicle is decelerated, the target throttle opening Acc ^* (FIG. 6B) is controlled so as to be gradually fully closed. Accordingly, the throttle opening is The fully closed state is gradually controlled with the slope specified by the reduction amount ΔAdn.

Thus, when the vehicle is turning at a vehicle speed that exceeds the target vehicle speed V ^* that is predicted to be able to travel with stable vehicle behavior, the time when the vehicle speed exceeds the target vehicle speed V ^*. Since the braking force is forcibly generated by the deceleration control, the deceleration control can be started quickly, and the deceleration effect can be obtained at an earlier stage. At this time, since the throttle opening is gradually reduced to the fully closed state when the host vehicle speed exceeds the target vehicle speed V ^* , the throttle opening suddenly becomes the fully closed state. Thus, it is possible to obtain a deceleration effect while avoiding the driver from feeling uncomfortable and avoiding the interference between the driving force and the braking force generated by the deceleration control.

From this state, when the target deceleration Xg ^* becomes equal to or less than 0 due to the own vehicle having finished passing the curve or the deceleration control being performed, the process proceeds from step S12 to step S21 in FIG. In this case, since the deceleration control has been performed before this time and the deceleration control flag F is “ON”, the process proceeds from step S21 to step S22 to step S23 to perform a braking force return process. Control is performed to reduce the braking force. Then, while the braking force return process is not completed, the process proceeds from step S22 to step S23 through step S25, and the target throttle opening degree Acc ^* is not updated. As shown in FIG. When the target deceleration Xg ^* becomes less than or equal to zero, the target throttle opening Acc ^* is maintained at zero and the throttle opening is maintained in a fully closed state.

The increase of the braking force is restored to zero by the deceleration control, the occurrence of the braking force is finished, the process proceeds from step S22 to step S24, as the target throttle opening Acc ^*, the target throttle opening Acc ^* of the previous value Is set to a value obtained by adding the increase amount ΔAup. If the recovery of the throttle opening is not completed, the process is repeatedly performed through steps S21 to S22, S24, and S25, so that the target throttle opening Acc ^* is gradually increased by an increment ΔAup. To increase.

Therefore, as shown in FIG. 6, when the increase in the braking force due to the deceleration control returns to zero at time t3, the throttle opening gradually increases from this point with a slope corresponding to the increase amount ΔAup, and the target throttle opening is increased. When the degree Acc ^* reaches the current base throttle opening degree Accbs, it is determined that the recovery of the throttle opening degree has ended, the process proceeds from step S25 to step S26, and the deceleration control flag F is set to “OFF”.

Therefore, thereafter, the process proceeds from step S11 to step S12 to step S21 to step S27, where the base throttle opening degree Accbs is set as the target throttle opening degree Acc ^* , and the braking force control by the deceleration control is performed. Therefore, the vehicle behavior corresponding to the driver's operation of the accelerator pedal and the brake pedal can be realized.

As described above, when the braking force control by the deceleration control intervention is returned, the throttle opening is gradually recovered to the base throttle opening Accbs. Therefore, the throttle opening suddenly increases with the return of the braking force. It can be avoided that the driver feels uncomfortable due to the increase. At this time, since the throttle opening is increased after the braking force by the deceleration control returns to zero, the interference between the braking force and the driving force by the deceleration control can be avoided and the driving force can be quickly increased. Return can be achieved.
In FIG. 6, the horizontal axis represents elapsed time, (a) is the target deceleration Xg ^* , (b) is the target throttle opening Acc ^* , and (c) is the fluctuation state of the braking force due to the deceleration control. It is a representation.

As described above, when the braking force control is performed by the control intervention by the deceleration control, the throttle opening is gradually controlled to the fully closed state with the start of the braking force control, and the throttle opening with the return of the braking force. Is gradually restored to the base throttle opening degree Accbs, so that a sufficient deceleration effect can be obtained while avoiding vehicle behavior fluctuations accompanying fluctuations in the throttle opening degree and giving the driver a sense of incongruity.
Here, in the first embodiment, the processes in steps S14 and S23 in FIG. 5 correspond to the deceleration control means, and the processes in steps S15 to S17, steps S24, and S25 correspond to the throttle opening control means. doing.

Next, a second embodiment of the present invention will be described.
This second embodiment is the same as the first embodiment except that the reduction amount ΔAdn when controlling the throttle opening to the fully closed state is set according to the road surface friction coefficient μ. Since it is the same, detailed description of the same part is omitted.
In the second embodiment, the deceleration controller 10 executes the calculation process shown in FIG. 7 in the process of step S5 of FIG. That is, the process is performed in the same manner as in the first embodiment, but after the braking force increasing process is performed in step S14 in FIG. 7, the process proceeds to step S14a, and the reduction amount ΔAdn is set according to the road surface friction coefficient μ. To do. Then, the process proceeds to step S15, and in the process of step S15, the target throttle opening degree Acc ^* is set according to the reduction amount ΔAdn set in step S14a.

Specifically, in the process of step S14a, the reduction amount ΔAdn is set according to the road surface friction coefficient μ when the target deceleration Xg ^* becomes Xg ^* > 0. For example, as shown in FIG. 8, the reduction amount ΔAdn is set so that the reduction amount ΔAdn increases in proportion to the road surface friction coefficient μ.
In other words, when the road surface friction coefficient μ is large, such as when driving on a dry road, even if the throttle opening is relatively reduced, the vehicle behavior is disturbed as the throttle opening changes. It can be predicted. Accordingly, by setting the target throttle opening Acc ^* reduction amount ΔAdn to a relatively large value and reducing the throttle opening relatively large, the throttle opening can be quickly controlled to a fully closed state. While suppressing the fluctuation and suppressing the uncomfortable feeling given to the driver, it is possible to improve the deceleration effect by quickly controlling to the fully closed state.

On the other hand, when the road friction coefficient μ is small, such as when driving on a wet road surface, if the throttle opening is greatly reduced, the vehicle behavior may be disturbed depending on the fluctuation of the throttle opening. It is predicted that there will be. Therefore, by setting the reduction amount ΔAdn of the target throttle opening degree Acc ^* to a relatively small value, and reducing the reduction amount of the throttle opening degree to gently control the throttle opening degree to the fully closed state, A deceleration effect can be exhibited while suppressing vehicle behavior fluctuations.

In the second embodiment, the case where the reduction amount ΔAdn is set based on the road surface friction coefficient μ has been described. However, the present invention is not limited to this. For example, as shown in FIG. The reduction amount ΔAdn may be set in accordance with the base throttle opening degree Acccs when the speed Xg ^* becomes Xg ^* > 0. For example, the reduction amount ΔAdn may be increased in proportion to the larger base throttle opening degree Acccs.

  That is, when the base throttle opening degree Accbs is large, the throttle opening degree at the present time is also large, that is, it takes time to control the throttle opening degree to the fully closed state. Therefore, when the base throttle opening degree Acccs is large, the reduction amount ΔAdn is set to a relatively large value, and the reduction amount of the throttle opening degree is increased to increase the time required to control the throttle opening degree to the fully closed state. Shortening can be achieved, that is, a deceleration effect can be quickly exhibited. On the other hand, when the base throttle opening degree Acccs is small, the time required to control the throttle opening degree to the fully closed state is relatively short. Therefore, by setting the reduction amount ΔAdn to a relatively small value, It is possible to sufficiently avoid vehicle behavior fluctuations due to fluctuations and giving the driver a sense of incongruity.

Further, for example, the reduction amount ΔAdn may be sequentially updated and set in accordance with the target deceleration Xg ^* that is sequentially calculated. That is, in step S14a in FIG. 7, a reduction amount ΔAdn corresponding to the target deceleration Xg ^* calculated in the process in step S4 in FIG. 3 is set. For example, as shown in FIG. As the speed Xg ^* increases, the reduction amount ΔAdn is increased in proportion to this.

That is, if the target deceleration Xg ^* is large, that is, the deceleration is required accordingly, so when the target deceleration Xg ^* is large, the reduction amount ΔAdn is set to a relatively large value and relatively quickly. In addition, by controlling the throttle opening to the fully closed state, the deceleration effect can be quickly exhibited according to the required deceleration rate. On the other hand, when the target deceleration Xg ^* is small, the deceleration is not so much required. Therefore, by setting the reduction amount ΔAdn to a relatively small value, , The uncomfortable feeling given to the driver can be reduced. Further, by updating the reduction amount ΔAdn in accordance with the change in the target deceleration Xg ^* , it is possible to control the throttle opening in accordance with the change in the necessary degree of deceleration.

Further, as described above, the reduction amount ΔAdn is not limited to the case where the reduction amount ΔAdn is set based on any one of the road surface friction coefficient μ, the base throttle opening degree Accbs, and the target deceleration Xg ^*. It is also possible to set the reduction amount ΔAdn in consideration of the above. Thus, by setting the reduction amount ΔAdn based on a plurality of conditions, it is possible to set the reduction amount ΔAdn that is more suitable for the driving state and the driving environment, that is, the accurate deceleration according to the driving state and the driving environment. An effect can be obtained.

Next, a third embodiment of the present invention will be described.
The third embodiment is the same as the second embodiment except that the setting method of the reduction amount ΔAdn is different, and thus the detailed description of the same part is omitted.
In the third embodiment, in the process of step S14a of FIG. 7, a different reduction amount ΔAdn is set between the deceleration control start time and other time points. Specifically, when the deceleration control start time, that is, the first time when the deceleration control flag F is switched from “OFF” to “ON”, a relatively large initial reduction value ΔAdn0 (the first reduction value ΔAdn0) 1 degree of change) is set. From the next calculation cycle, a constant value ΔAcnst (second degree of change) smaller than the initial reduction value ΔAdn0 is set as the reduction amount ΔAdn.

Accordingly, in the case of the third embodiment, when the target deceleration Xg ^* becomes Xg ^* > 0, the initial reduction value ΔAdn0 is set as the reduction amount ΔAdn at this time point. Therefore, as shown in FIG. At time t11, the target throttle opening Acc ^* is reduced by the initial reduction value ΔAdn0 from the previous target throttle opening Acc ^* , so the throttle opening is greatly reduced by the initial reduction value ΔAdn0. Thereafter, since a constant value ΔAcnst is set as the reduction amount ΔAdn, as shown in FIG. 11, the throttle opening decreases with a predetermined slope specified by ΔAcnst.

  Here, if the throttle opening is controlled to the fully closed state at time t11, the feeling of acceleration suddenly disappears, which makes the driver feel uncomfortable. However, by reducing the throttle opening by a relatively large initial reduction value ΔAdn0 only once at the first time, the driver feels somewhat uncomfortable. To notify that it is overspeed.

In FIG. 11, the horizontal axis represents the elapsed time, (a) is the target deceleration Xg ^* , and (b) is the target throttle opening Acc ^* .
The initial reduction value ΔAdn0 may be detected in advance and set to a value that does not give the driver an uncomfortable feeling. For example, as shown in FIG. Accordingly, the initial reduction value ΔAdn0 may be set. That is, the initial reduction value ΔAdn0 is set to increase in proportion to the base throttle opening degree Accbs.
In this way, by changing the initial reduction value ΔAdn0 according to the magnitude of the base throttle opening degree Accbs, the degree of the base throttle opening degree Accbs according to the magnitude of the fluctuation of the throttle opening degree in the initial stage, that is, the current acceleration Can be notified to the driver, and the driver can be more effectively recognized as being overspeed.

In the third embodiment, the target throttle opening Acc ^* is greatly reduced by the initial reduction value ΔAdn0 only for the first time when the target deceleration Xg ^* becomes Xg ^* > 0. As described above, the present invention is not limited to this. After the target deceleration Xg ^* reaches Xg ^* > 0, the target throttle opening Acc ^* is reduced relatively greatly only for a relatively short period, and thereafter the target throttle is gradually opened. The degree Acc ^* may be reduced. In short, when the target throttle opening Acc ^* is controlled to be in the closed state, the target throttle opening Acc ^* is reduced relatively large in the initial stage, so that the driver The target throttle opening Acc ^* may be reduced by any procedure as long as it can be recognized that the vehicle is overspeed.

Further, the constant value ΔAcnst may be an arbitrarily set value. For example, as in the second embodiment, any one of the road surface friction coefficient μ, the base throttle opening degree Accbs, and the target deceleration Xg ^* may be used. Alternatively, the reduction amount ΔAdn may be set in consideration of a plurality of conditions.

Next, a fourth embodiment of the present invention will be described.
In the fourth embodiment, the amount of increase ΔAup when the throttle opening is returned from the fully closed state to the base throttle opening Accbs in the second embodiment is set according to the road surface friction coefficient μ. Since it is the same except that it did as described above, detailed description of the same part is omitted.
In the fourth embodiment, the deceleration control controller 10 executes a calculation process shown in FIG. That is, the process is performed in the same manner as in the second embodiment, but if the return of the braking force is not completed in the process of step S22 in FIG. 13, the process proceeds to step S24a, and according to the road surface friction coefficient μ. The increase amount ΔAup is set (recovery degree setting means). Then, the process proceeds to step S24, and in the process of step S24, the target throttle opening degree Acc ^* is set according to the increase amount ΔAup set in step S24a.

Specifically, in the process of step S24a, the increase amount ΔAdn is set according to the road surface friction coefficient μ when the target deceleration Xg ^* becomes Xg ^* > 0. As the road surface friction coefficient μ, for example, the road surface friction coefficient μ when the target deceleration Xg ^* detected in the process of step S14a becomes Xg ^* > 0 may be held in advance.
For example, as shown in FIG. 14, the increase amount ΔAdn is set so that the increase amount ΔAup increases in proportion to the increase in the road surface friction coefficient μ.

  In other words, when the road surface friction coefficient μ is large, such as when driving on a dry road, even if the throttle opening is increased relatively large, the vehicle behavior will not be disturbed with the fluctuation of the throttle opening. Can be predicted. Therefore, by increasing the throttle opening relatively large, the throttle opening can be quickly returned to the base throttle opening Accbs, and sufficient acceleration effect can be achieved while suppressing the vehicle behavior fluctuation and suppressing the uncomfortable feeling given to the driver. Can be obtained.

  Conversely, when driving on wet road surfaces, etc., when the road surface friction coefficient μ is small, there is a possibility that the vehicle behavior may be disturbed due to fluctuations in the throttle opening in some cases when the throttle opening is greatly increased. It is predicted that there will be. For this reason, the increase amount ΔAup of the throttle opening is set to a relatively small value, and the throttle opening is gradually returned to the base throttle opening Accbs, so that the vehicle behavior fluctuation on the low μ road surface is suppressed and smooth. You can move on to acceleration.

In the fourth embodiment, the case where the increase amount ΔAup is set based on the road surface friction coefficient μ has been described. However, the present invention is not limited to this. For example, the calculation is performed in step S3 of FIG. The target vehicle speed V ^* change amount ΔV ^* may be calculated, and the increase amount ΔAup may be set in accordance with the target vehicle speed change amount ΔV ^* .
That is, in the process of step S24a of FIG. 13, the change amount ΔV ^* of the target vehicle speed V ^* calculated in step S3 is sequentially calculated, and the increase amount ΔAup is sequentially updated according to the variation of the change amount ΔV ^*. .

For example, as shown in FIG. 15, the increase amount ΔAup increases the increase amount ΔAup from the reference value ΔAup1 proportionally as the change amount ΔV ^* increases when the target vehicle speed V ^* increases. On the other hand, when the target vehicle speed V ^* is in the decreasing direction, the increase amount ΔAup is maintained at the reference value ΔAup1.
By doing so, when the target vehicle speed V ^* changes in the increasing direction, the vehicle behavior changes in the direction in which the yaw rate decreases, that is, in the direction in which the steering angle is returned. Therefore, the increase amount ΔAup is increased, By increasing the recovery speed of the throttle opening to the base throttle opening, it is possible to avoid giving a sense of stall when the driver is about to accelerate at the end of the curve. Further, by sequentially updating the increase amount ΔAup according to the change state of the target vehicle speed V ^* , it is possible to give an acceleration feeling in accordance with the change in the degree of acceleration demand of the driver.

Here, as shown in FIG. 15, the case where the increase amount ΔAup is changed according to the change amount ΔV ^* when the target vehicle speed V ^* is in the increasing direction has been described. As shown in FIG. 8, the increase amount ΔAup may be set to ΔAup2 larger than the reference value ΔAup1 regardless of the change amount ΔV ^* .
In the fourth embodiment, a case has been described in which the reduction amount ΔAdn and the increase amount ΔAup are both set according to the road friction coefficient μ, as applied to the second embodiment. As described in the second embodiment, the amount ΔAdn may be set according to the base throttle opening degree Accbs and the target deceleration Xg ^* . Also, the amount ΔAdn may be set according to the first embodiment, Or you may make it combine with 3rd Embodiment.

Next, a fifth embodiment of the present invention will be described.
Since the fifth embodiment is the same as the first embodiment except that the arithmetic processing executed in step S5 in FIG. 3 is different, detailed description of the same part is omitted.
In the fifth embodiment, as shown in the flowchart of FIG. 16, the processing of step S16a and step S17a is executed in place of the processing of step S16 and step S17 of FIG.

That is, in the fifth embodiment, as in the first embodiment, when the target deceleration Xg ^* becomes Xg ^* > 0, the braking force increasing process is executed to generate the braking force. Along with (Step S14), the throttle opening is gradually decreased by a preset reduction amount ΔAdn (Step S15). At this time, the throttle opening is not controlled to the fully closed state, but is set to a preset minimum value Accmin. It comes to restrict.

Therefore, as shown in FIG. 17, when the target deceleration Xg ^* becomes Xg ^* > 0 at time t21, the generation of the braking force is started and the throttle opening is specified by the reduction amount ΔAdn. When the minimum value Accmin is reached, the minimum value Accmin is maintained thereafter. Then, when the target deceleration Xg ^* becomes zero or less at time t22, a braking force recovery process for setting the increase in braking force to zero is started. When the increase in braking force becomes zero at time t23, from this point in time, The throttle opening Acc ^* is increased by a preset increase amount ΔAup.

  Therefore, in this case as well, it is possible to obtain the same operation and effect as in the first embodiment, and in the fifth embodiment, the throttle opening is also generated when the braking force is generated by the deceleration control. Is not controlled to a fully closed state, and a certain amount of driving force is secured. For this reason, it is possible to obtain a deceleration effect while avoiding giving a feeling of stall to the driver's accelerator operation.

In this case, when recovering the throttle opening to the base throttle opening Accbs, it is sufficient to recover from the minimum value Accmin to the base throttle opening Accbs. In comparison, the time required for recovery can be shortened, and quicker recovery at the end of braking force control by deceleration control can be achieved.
In FIG. 17, the horizontal axis represents the elapsed time, (a) is the target deceleration Xg ^* , and (b) is the target throttle opening Acc ^* .

Next, a sixth embodiment of the present invention will be described.
In the sixth embodiment, in the fifth embodiment, the minimum value Accmin is set according to a base throttle opening degree (hereinafter referred to as Accbs (driver)) corresponding to the driver's accelerator pedal operation. Since it is the same except having made it do, detailed description of the same part is abbreviate | omitted.
In the sixth embodiment, as shown in the flowchart of FIG. 18, after the target throttle opening Acc ^* is calculated in the process of step S15 as in the fifth embodiment, the process proceeds to step S15a. Then, after setting the minimum value Accmin, the process proceeds to step S16a, and the minimum value Accmin set in step S15a is compared with the target throttle opening Acc ^* .

  In step S15a, the minimum value Accmin is updated in accordance with the base throttle opening degree Accbs sequentially calculated in step S11 (minimum opening degree setting means). For example, as shown in FIG. 19, the minimum value Accmin is increased when the base throttle opening degree Accbs (driver) corresponding to the driver's accelerator pedal operation is less than or equal to the threshold value Accbs1. Accordingly, the minimum value Accmin increases in proportion to this, and when the base throttle opening degree Accbs (driver) is larger than the threshold value Accbs1, the minimum value Accmin is set to a specified value Accmin1 (for example, about 15%). It is like that.

  In other words, when the base throttle opening degree Accbs (driver) is relatively large, the minimum value Accmin is set to a certain value to avoid interference between the braking force and the driving force due to the deceleration control, and to the driver's accelerator pedal operation. Acceleration is ensured. Conversely, when the base throttle opening degree Acccs (driver) is relatively small and the driver does not expect acceleration feeling so much, the minimum value Accmin is changed in proportion to the base throttle opening degree Accbs (driver). By doing so, it is possible to avoid the interference between the braking force and the driving force due to the deceleration control while generating the driving force in accordance with the acceleration feeling expected by the driver.

In the sixth embodiment, the case where the specified value Accmin1 is fixed has been described. However, the present invention is not limited to this. For example, the specified value Accmin1 is changed based on the road surface friction coefficient μ. Also good. That is, in the process of step S15a in FIG. 18, first, the specified value Accmin1 is set based on the road surface friction coefficient μ when the target deceleration Xg ^* becomes Xg ^* > 0. For example, as shown in FIG. 20, the specified value Accmin1 is set so that the specified value Accmin1 becomes larger in proportion to the higher road friction coefficient μ. Then, according to the correlation between the minimum value Accmin indicated by the broken line shown in FIG. 19 and the base throttle opening degree Accbs (driver), the threshold value Accbs1 of the base throttle opening degree Accbs (driver) corresponding to the specified value Accmin1 is set. Set. If the base throttle opening degree Accbs (driver) is larger than the threshold value Accbs1, the specified value Accmin1 corresponding to the road surface friction coefficient μ is set as the minimum value Accmin, and the base throttle opening degree Accbs (driver) is set to the threshold value Accbs1. Below, the minimum value Accmin corresponding to the base throttle opening degree Accbs (driver) is specified according to the correlation between the minimum value Accmin indicated by the broken line shown in FIG. 19 and the base throttle opening degree Accbs (driver).

  That is, when the road surface friction coefficient μ is large, such as when driving on a dry road, the vehicle can be considered to be able to travel stably. By ensuring the Accmin to a relatively large value and reflecting the driver's intention, it is possible to avoid giving the driver a feeling of stall. On the other hand, when the road surface friction coefficient μ is small, such as when traveling on a wet road surface, the specified value Accmin1 is set to a relatively small value, and the minimum value Accmin is set to a relatively small value. Stable driving can be performed while securing driving force.

For example, in the case of a vehicle equipped with a transmission, the specified value Accmin1 may be set based on the gear ratio. For example, as shown in FIG. 21, the specified value Accmin1 may be set to a larger value in proportion to the higher gear position for setting the gear ratio.
In other words, as the gear position is larger, the torque of the drive shaft is less likely to be transmitted. Therefore, by increasing the specified value Accmin1, the driver's response to the accelerator pedal operation can be accelerated and avoiding the driver from feeling stalled. can do.

  Also, for example, as shown in FIG. 22 (a), the minimum value Accmin is set according to the linear function specified by the gain Kacc according to the base throttle opening degree Accbs (driver) corresponding to the driver's accelerator pedal operation. You may make it do. That is, the minimum value Accmin is sequentially updated according to the base throttle opening degree Accbs (driver) calculated sequentially, and at this time, the minimum value Accmin is proportional to the larger the base throttle opening degree Accbs (driver). By setting it to a large value, it is possible to ensure a feeling of acceleration in accordance with the degree of acceleration expected by the driver. Further, at this time, by updating the minimum value Accmin according to the base throttle opening degree Accbs (driver) sequentially calculated, the feeling of acceleration can be changed in accordance with the degree of acceleration expected by the driver.

At this time, as shown in FIG. 22B, for example, the gain Kacc is changed according to the road surface friction coefficient μ at the time when the target deceleration Xg ^* becomes Xg ^* > 0. Good. As shown in FIG. 22B, when the road surface friction coefficient μ is larger, the gain Kacc is set to a larger value and the minimum value Accmin is set to a larger value. When it is predicted that the vehicle behavior will not be disturbed even if force is generated, the acceleration value expected by the driver can be given by securing the minimum value Accmin to a certain value.

In the case of a vehicle equipped with a transmission, the gain Kacc may be changed according to the gear ratio. That is, the gear position specifying the gear ratio is detected, and the gain Kacc is changed according to the gear position when the target deceleration Xg ^* becomes Xg ^* > 0, as shown in FIG. You may make it make it. As shown in FIG. 22 (c), by setting the gain Kacc to a larger value and setting the minimum value Accmin to a larger value when the gear position becomes higher, that is, when the torque of the drive shaft becomes difficult to be transmitted, It is possible to speed up the response of the driver to the accelerator pedal operation, and to avoid giving the driver a feeling of stall.

  FIG. 22 illustrates the case where the gain Kacc for calculating the minimum value Accmin is changed in accordance with the road surface friction coefficient μ and the gear position. For example, FIG. The basic relationship L1 between the base throttle opening degree Accbs (driver) corresponding to the driver's accelerator pedal operation and the minimum value Accmin is offset in a direction that becomes smaller depending on the road surface friction coefficient μ and the gear position, and after the offset In accordance with the relationship L2, the minimum value Accmin may be updated and set according to the base throttle opening degree Accbs (driver) calculated sequentially.

At this time, the offset amount ΔAccmin may be set to a fixed value arbitrarily set in advance, and as shown in FIG. 23B, the offset amount ΔAccmin is set to be smaller as the road surface friction coefficient μ is larger, The minimum value Accmin may be set to a larger value as the road surface friction coefficient μ is larger, and when the gear position is high, that is, when the gear ratio is small as shown in FIG. The offset amount ΔAccmin may be set to be a smaller value as the gear position is higher, and the minimum value Accmin may be set to a larger value as the gear position is higher. By offsetting the minimum value Accmin in this way, when the accelerator pedal is operated in a region where the driver has operated or not operated the accelerator pedal, for example, in a region where the throttle opening is 5% or less, the accelerator pedal The minimum value Accmin fluctuates with the variation of the stepping amount θth, that is, the variation of the base throttle opening Accbs (driver), and the target throttle opening Acc ^* varies with the variation of the minimum value Accmin, and the throttle Hunting of the opening can be prevented. In other words, when the road surface friction coefficient μ is low and the vehicle behavior fluctuation is likely to occur with the fluctuation of the throttle opening, or when the drive shaft torque is easily transmitted due to the low gear position, the vehicle behavior fluctuation is likely to occur with the fluctuation of the throttle opening. Since the offset amount ΔAccmin becomes large, even when a rough operation is performed, it is possible to avoid the hunting of the throttle opening due to the fluctuation of the minimum value Accmin and to suppress the vehicle behavior fluctuation. Can do.

In the sixth embodiment, the description has been given of the case where the minimum value Accmin is set based on either the road surface friction coefficient μ, the gear position, or the like. In this way, the minimum value Accmin can be set in consideration of a plurality of conditions such as the road surface friction coefficient μ and the gear position. A minimum value Accmin can be set.
Moreover, although the said 5th or 6th embodiment demonstrated the case where it applied to the said 1st Embodiment, it is not restricted to this, Any of the said 2nd to 4th embodiment. Needless to say, they may be combined.

It is a schematic block diagram which shows an example of the vehicle carrying the deceleration control apparatus in this invention. It is a block diagram which shows the function structure of the deceleration control controller of FIG. It is a flowchart which shows an example of the process sequence of the arithmetic processing performed with the deceleration control controller of FIG. It is a block diagram which shows the structure of the yaw rate calculation part 21 of FIG. It is a flowchart which shows an example of the process sequence of the control signal output process performed by step S5 of FIG. It is a timing chart with which it uses for operation | movement description of 1st Embodiment. It is a flowchart which shows an example of the process sequence of the control signal output process in 2nd Embodiment. It is an example of the control map used by the arithmetic processing of FIG. It is an example of the control map used in the other example of 2nd Embodiment. It is an example of the control map used in the other example of 2nd Embodiment. It is a timing chart with which it uses for operation | movement description of 3rd Embodiment. It is an example of the control map used in the other example of 3rd Embodiment. It is a flowchart which shows an example of the process sequence of the control signal output process in 4th Embodiment. It is an example of the control map used by the arithmetic processing of FIG. It is an example of the control map used in the other example of 4th Embodiment. It is a flowchart which shows an example of the process sequence of the control signal output process in 5th Embodiment. It is a timing chart with which it uses for operation | movement description of 5th Embodiment. It is a flowchart which shows an example of the process sequence of the control signal output process in 6th Embodiment. It is an example of the control map used by the arithmetic processing of FIG. It is an example of the control map used in the other example of 6th Embodiment. It is an example of the control map used in the other example of 6th Embodiment. It is an example of the control map used in the other example of 6th Embodiment. It is an example of the control map used in the other example of 6th Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Braking fluid pressure control unit 2FL-2RR Wheel 3 Engine throttle control unit 10 Deceleration control controller 11 Yaw rate sensor 12 Steering angle sensor 13FL-13RR Wheel speed sensor 14 Accelerator sensor

Claims (29)

In a deceleration control device that performs deceleration control according to a turning traveling situation of a vehicle,
A deceleration control apparatus characterized in that when the deceleration control is started, the throttle opening of the engine is gradually controlled in the closing direction. Deceleration control means for performing deceleration control according to the turning traveling state of the vehicle;
A throttle opening control means for controlling the throttle opening of the engine, and a deceleration control device comprising:
The throttle opening control means is configured to gradually control the throttle opening in a closing direction at a preset change degree when the deceleration control is started by the deceleration control means. Deceleration control device.   3. The deceleration control device according to claim 2, further comprising a change degree setting means for setting a change degree of the throttle opening in the closing direction in accordance with a traveling state of the vehicle. A road surface friction coefficient detecting means for detecting a road surface friction coefficient of the traveling road surface;
4. The deceleration according to claim 3, wherein the degree of change setting means sets the degree of change to a larger value as the road surface friction coefficient detected by the road surface friction coefficient detecting means is larger. Control device. The deceleration control means sets a target deceleration according to a turning traveling situation of the vehicle, performs the deceleration control so as to achieve the target deceleration,
5. The change degree setting means is configured to set the change degree to a larger value as the target deceleration set by the deceleration control means is larger. Deceleration control device. Accelerator operation amount detection means for detecting the operation amount of the accelerator pedal is provided,
The change degree setting means sets the change degree to a larger value as the operation amount of the accelerator pedal detected by the accelerator operation amount detection means is larger. The deceleration control device according to claim 5. A driving force control means for controlling the throttle opening of the engine and controlling the driving force so as to generate a specified required driving force;
The said change degree setting means sets the said change degree to a larger value, so that the said required driving force is large, The any one of Claims 3-5 characterized by the above-mentioned. Deceleration control device.   The throttle opening control means controls the throttle opening at a first degree of change until a preset initial period elapses from the time when deceleration control by the deceleration control means is started, and the initial period 8. The throttle opening is controlled with a second degree of change that is smaller than the first degree of change after the elapse of time. The deceleration control device according to any one of the preceding claims. Accelerator operation amount detection means for detecting the operation amount of the accelerator pedal is provided,
9. The throttle opening control means increases the first change degree as the accelerator pedal operation amount detected by the accelerator operation amount detection means increases. The deceleration control device described. In a vehicle provided with driving force control means for controlling driving force so as to control the throttle opening of the engine and generate a specified required driving force,
The deceleration control device according to claim 9, wherein the throttle opening control means increases the first degree of change as the required driving force increases. Accelerator operation amount detection means for detecting the operation amount of the accelerator pedal is provided,
The throttle opening control means recovers the throttle opening to the throttle opening corresponding to the accelerator pedal operation amount detected by the accelerator operation amount detection means when the deceleration control by the deceleration control means is completed. The deceleration control device according to any one of claims 2 to 10, wherein the deceleration control device is provided. A driving force control means for controlling the throttle opening of the engine and controlling the driving force so as to generate a specified required driving force;
3. The throttle opening control means is adapted to recover the throttle opening to a throttle opening corresponding to the required driving force when deceleration control by the deceleration control means is completed. The deceleration control device according to any one of claims 10 to 10.   The deceleration control device according to claim 11 or 12, wherein the throttle opening control means recovers the throttle opening with a preset change degree.   14. The deceleration control device according to claim 13, further comprising a recovery change degree setting means for setting a change degree of the throttle opening in a recovery direction according to a traveling state of the vehicle. A road surface friction coefficient detecting means for detecting a road surface friction coefficient of the traveling road surface;
15. The recovery change degree setting means sets the change degree to a larger value as the road surface friction coefficient detected by the road surface friction coefficient detection means is larger. Deceleration control device. The deceleration control means sets a target vehicle speed according to the turning traveling condition of the vehicle, performs deceleration control so that the traveling speed of the host vehicle becomes the target vehicle speed,
15. The recovery change degree setting means sets the change degree to a larger value as the increase degree of the target vehicle speed set by the deceleration control means is larger. Item 16. The deceleration control device according to item 15.   The deceleration control according to any one of claims 2 to 16, wherein the throttle opening control means controls the throttle opening to a fully closed state with the degree of change. apparatus.   The throttle opening control means is configured to control the throttle opening to a minimum opening preset by the degree of change. Deceleration control device.   19. The deceleration control device according to claim 18, further comprising a minimum opening setting means for setting a minimum opening of the throttle opening according to a traveling state of the vehicle. Accelerator operation amount detection means for detecting the operation amount of the accelerator pedal is provided,
The deceleration according to claim 19, wherein the minimum opening setting means sets the minimum opening according to an operation amount of an accelerator pedal detected by the accelerator operation amount detection means. Control device.   The minimum opening setting means sets the minimum opening to a predetermined constant value when the operation amount of the accelerator pedal is larger than a preset threshold value, and 21. The deceleration control device according to claim 20, wherein the deceleration control device is set to a value smaller than a constant value. A road surface friction coefficient detecting means for detecting a road surface friction coefficient of the traveling road surface;
The deceleration according to claim 21, wherein the minimum opening setting means sets the constant value to a larger value as the road surface friction coefficient detected by the road surface friction coefficient detection means is larger. Control device.   23. The deceleration control device according to claim 21, wherein the minimum opening setting means sets the constant value to a larger value as the speed ratio of the transmission is smaller.   21. The deceleration control device according to claim 20, wherein the minimum opening setting means sets the minimum opening to a larger value as the operation amount of the accelerator pedal is larger. A road surface friction coefficient detecting means for detecting a road surface friction coefficient of the traveling road surface;
25. The minimum opening setting means sets the minimum opening to a larger value as the road friction coefficient detected by the road friction coefficient detection means is larger. Deceleration control device.   26. The deceleration control device according to claim 24 or 25, wherein the minimum opening setting means sets the minimum opening to a larger value as the speed ratio of the transmission is smaller. .   25. The minimum opening setting means sets the minimum opening to a fully closed state when an operation amount of the accelerator pedal is equal to or less than a preset threshold value. The deceleration control device according to any one of claims 26. A road surface friction coefficient detecting means for detecting a road surface friction coefficient of the traveling road surface;
28. The minimum opening degree setting means sets the threshold value to a larger value as the road surface friction coefficient detected by the road surface friction coefficient detection means is smaller. Deceleration control device.   29. The deceleration control device according to claim 27 or 28, wherein the minimum opening setting means sets the threshold value to a larger value as the transmission gear ratio of the transmission device is larger. .

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