JP2005306285A - Deceleration control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To execute deceleration control without giving a sense of incongruity to a driver when its own vehicle travels around a curve. <P>SOLUTION: A target braking fluid pressure P<SP>*</SP>is calculated based on a turning travel condition, and accordingly, the braking fluid pressure is generated, thereby executing the deceleration control. In this occasion, the target braking fluid pressure P<SP>*</SP>is set to be greater with an increase in the deviation between a target steering angle and a driver steering angle calculated based on a curve condition in front of the travelling lane of its own vehicle detected by a navigation device. Thus, the deceleration control is executed effectively according to the travelling condition of the vehicle. <P>COPYRIGHT: (C)2006,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.

As a conventional deceleration control device, a target yaw moment is calculated based on the road shape ahead of the vehicle and the driving state of the vehicle, and by applying a braking force to a predetermined wheel so as to realize the target yaw moment, In a case where the driver's operation is insufficient with respect to the actual road shape while turning a curve, it is known to prevent lane departure (see, for example, Patent Document 1).
JP 2002-120711 A (page 3, FIG. 5)

However, in the conventional deceleration control device described above, since the yaw control is performed to generate a yaw moment in the vehicle by giving a braking force difference between the left and right wheels, the vehicle is brought into a curve state. There is an unsolved problem that the deceleration control for decelerating to a suitable vehicle speed cannot be performed.
Accordingly, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and provides a deceleration control device capable of performing appropriate deceleration control without giving the driver a sense of incongruity during turning. The purpose is to do.

  In order to achieve the above object, a deceleration control device according to the present invention detects a curve state ahead of the host vehicle lane by a curve state detection unit, and performs deceleration control based on the curve state detected by the curve state detection unit. A control amount for deceleration control by the deceleration control means is set by an amount setting means.

  According to the present invention, since the control amount of the deceleration control is set according to the curve state of the host vehicle traveling lane, for example, when the driver's steering is insufficient with respect to the actual curve state, the deceleration control is performed. By setting the amount large, it is possible to secure a stable traveling during a turn, such as generating a large braking force on the host vehicle and decelerating the host vehicle to a vehicle speed suitable for a curved state.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram when the deceleration control device of the present invention is applied to a rear wheel drive vehicle.
In the figure, reference numeral 1 denotes a braking fluid pressure control device, which is configured to control the braking 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 device 1 inserted controls the brake fluid pressure to each wheel cylinder separately from the operation of the brake pedal.

The brake fluid pressure control device 1 uses a brake fluid pressure control circuit used for antiskid control and traction control, for example.
The brake fluid pressure control device 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 includes a yaw rate sensor 11 for detecting a yaw rate φ ′ generated in the host vehicle, a steering angle sensor 12 as a steering angle detecting means for detecting a steering angle δ of a steering wheel (not shown), and wheels 2FL to 2RR. rotational speed, the wheel speed sensors 13FL~13RR for detecting a so-called wheel speed Vw _{i (i} = FL~RR) are provided, their detection signals are output to the deceleration control controller 10.

Further, this vehicle is provided with a navigation device 15 as a curve state detecting means. The navigation device 15 is configured to detect the position of the host vehicle using a GPS (Global Positioning System) and includes a nationwide map information device 15a and a travel route information device 15b.
The national map information device 15a is configured to provide information on the road ahead of which the vehicle is traveling, shape information on the road (eg, radius of a curved road), terrain information such as the gradient of the road, and environmental information such as intersections and tunnels. Holding.

  The national map information device 15a holds node point information indicating the coordinates of the node points set on the traveling road. Here, the node point indicates a point on a travel route on which the vehicle can travel, that is, the node row indicates a straight or curved travel route on which the vehicle travels. In addition, information such as road width, road type, intersection, tunnel, entry prohibited road, and the like is added to the node point information.

In addition, the travel path information device 15b detects the environment of the travel path by communicating information with infrastructure equipment (hereinafter referred to as infrastructure) installed on a so-called road.
The navigation device 15 retrieves node point information (forward road information) indicating the coordinates of the node points (a plurality of node points if there are a plurality of points) of the travel road from the information held by the national map information device 15a. Then, the node point information is output to the deceleration control controller 10 together with the own vehicle position information.

FIG. 2 is a block diagram showing a configuration of the deceleration control controller 10.
As shown in FIG. 2, the deceleration controller 10 includes a navigation information processing unit 21 that calculates a turning radius R and a turning direction based on node point information from the navigation device 15, and a turn calculated by the navigation information processing unit 21. Based on the radius R, the navigation target vehicle speed calculation unit 22 that calculates the navigation target vehicle speed Vr as the road shape target vehicle speed at the corner of the host vehicle, and the navigation target steering angle δr based on the turning radius R and the navigation target vehicle speed Vr. The target steering angle calculation unit 23 as a target steering angle calculation means for calculating the difference between the navigation target steering angle δr calculated by the navigation target steering angle calculation unit 23 and the steering angle δ detected by the steering angle sensor 12 And a rudder angle deviation calculating unit 24 as a rudder angle deviation calculating means for calculating Δδ.

Further, the deceleration control controller 10 estimates the yaw rate φ ′s generated in the host vehicle based on the steering angle δ from the steering angle sensor 12 and the wheel speeds Vw _{FL to} Vw _RR from the wheel speed sensors 13FL to 13RR. The yaw rate estimator 25, the estimated yaw rate φ ′s estimated by the yaw rate estimator 25, or the actual yaw rate φ ′ detected by the yaw rate sensor 11 is selected, and this is used as the yaw rate used for the arithmetic processing. The yaw rate selection unit 26 for selecting the selected value φ ^* , the lateral acceleration limit value calculating unit 27 for calculating the lateral acceleration limit value Yg ^* , the yaw rate selected value φ ^* calculated by the yaw rate selecting unit 26 and the lateral acceleration limit value calculating unit 27 in the target vehicle speed calculating section 28 for calculating a target vehicle speed V ^* on the basis of the calculated lateral acceleration limit value Yg ^*, calculated by the target vehicle speed calculating section 28 And a target deceleration calculating portion 29 based on the target vehicle speed V ^* to calculate a target deceleration Xg ^*, the braking fluid pressure control apparatus to achieve the target deceleration Xg ^* calculated by the target deceleration calculating portion 29 1 And a deceleration control calculation unit 30 that controls the driving of the motor.
Then, the lateral acceleration limit value calculating unit 27, the target deceleration calculating unit 29, and the deceleration control calculating unit 30 each set an output value according to the steering angle deviation Δδ calculated by the steering angle deviation calculating unit 24. It is configured as follows.

Next, a deceleration control amount setting process procedure performed by the deceleration controller 10 will be described with reference to the flowchart of FIG. This deceleration control amount setting process is executed as a timer interrupt process for every predetermined time (for example, 10 msec). First, in step S1, signals from various sensors are read.
Specifically, the actual yaw rate φ ′ from the yaw rate sensor 11, the steering angle δ from the steering angle sensor 12, the wheel speeds Vw _i (i = FL to RR) from the wheel speed sensors 13 FL to 13 RR, and the navigation device 15 The node point information (X _j , Y _j , L _j ) of the own vehicle position (X, Y) and each node point N _j (j = 1 to n, n is an integer) ahead of the own vehicle is read.
Here, X _j and Y _j are the coordinates of the node point, and L _j is the distance information from the own vehicle position (X, Y) to the position (X _j , Y _j ) of the node point. Further, the relationship between the node points N _j (j = 1 to n) is farther from the host vehicle as the node point N _j has a larger value of _j .

Next, in step S2, the vehicle speed V is calculated. The vehicle speed V, of the wheel speed Vw _i detected by the wheel speed sensors 13FL～13RR, for example, wheel speed Vw _FL of the front wheels as non-driven wheels, the average value of Vw _FR, is calculated based on the following equation .
V = (Vw _FL + Vw _FR ) / 2 (1)
Here, the case where the traveling speed V is calculated based on the front wheel speeds Vw _FL and Vw _FL has been described. However, the present invention is not limited to this. For example, an ABS control apparatus that performs known anti-skid control for a vehicle. When the anti-skid control is performed by the ABS control device, the estimated vehicle speed estimated in the process of the anti-skid control may be used.
Further, when the present invention is applied to a front wheel drive vehicle, among the wheel speeds Vw _FL ~Vw _RR, the wheel speed Vw _RL of the rear wheels are non-drive wheels, Vw speed from the average value of the vehicle of _RR V May be calculated.

Next, the process proceeds to step S3, and the steering angle deviation calculation process shown in FIG. 4 is performed. First, in step S31, on the basis of the read elaborate node information at step S1, to calculate the turning radius R _j at each node point N _j, the process proceeds to step S32.
Here, there are several methods for calculating the turning radius. Here, the turning radius is calculated based on the coordinates of three consecutive points. In this case, the turning radius R _j is obtained by the following equation (2).
_Rj = f ( _Xj- 1, _Yj- 1, _Xj , _Yj , _Xj + 1, _Yj + 1) (2)
Here, the function f () is a 3-point coordinates _{(X j -1, Y j -1} ), is a function for calculating the turning radius from the _{(X j, Y j),} (X j + 1, Y j +1) . Further, the turning radius R _j calculated by the function f () has a positive / negative value. When the turning radius R _j is negative, the turning radius is left, and when the turning radius is positive, the turning is right.

Further, regarding the relationship between the node points and the curve, there are cases where one node point is set in the curve and cases where a plurality of node points are set in the curve. In the case of the above-described method, it is assumed that at least three node points are set in the curve.
In step S32, from among a plurality of node points N _j obtained, with reference to the turning radius R _j calculated in step S31, the selection of the target node point of interest control. Specifically, the node point that is the node radius of the turning radius R _j or the corner starting point and closest to the host vehicle is selected as the target node point.

Next, in step S33, the navigation target vehicle speed Vr is calculated. This processing is performed by the navigation target vehicle speed calculation unit 22 shown in FIG. 2. Specifically, the estimated road surface friction coefficient μ, the turning radius R _j of the target node point obtained previously, and the preset lateral acceleration limit value Ygr. Calculate based on the following formula based on ^* .
Vr = μ × Ygr ^* × | R _j | (3)
Here, the lateral acceleration limit value Ygr ^* is set to 0.4 G, for example. Further, for example, the set lateral acceleration by the driver may be used.
According to the above equation (3), the navigation target vehicle speed Vr is calculated to be larger as the turning radius R _j becomes larger.
The road surface friction coefficient μ may be estimated by a known procedure, or a sensor for detecting the road surface friction coefficient may be provided and the output of this sensor may be used as the road surface friction coefficient estimated value. .

Next, in step S34, a navigation target rudder angle δr is calculated. This processing is performed by the navigation target rudder angle calculation unit 23 of FIG. 2, and specifically, based on the turning radius R _j of the target node point obtained earlier and the navigation target vehicle speed Vr, based on the following equation: Then, the process proceeds to step S35.
δr = (1 + AV ² ) (l / R _j ) (4)
Here, l is a wheel base and A is a stability factor.

In step S35, a deviation Δδ between the target steering angle δr by navigation and the driver steering angle δ detected by the steering angle sensor 12 is calculated based on the following equation, and then the process proceeds to step S36. This process is performed by the rudder angle deviation calculator 24 of FIG.
Δδ = (δr−δ) C (5)
Here, C is a predetermined steering angle deviation gain, and is normally set to 1. Further, when the steering angle deviation Δδ calculated by the above equation (5) is Δδ <0, Δδ = 0.

At step S36, the steering angle deviation .DELTA..delta calculated in step S35 it is determined whether greater than a preset deviation threshold .DELTA..delta _TH, .DELTA..delta> when a .DELTA..delta _TH, the driver steering angle δ is the navigation target steering angle δr Therefore, the process proceeds to step S37, the steering angle correction flag flg_str is set to “1”, the steering angle deviation calculation process is terminated, and the process returns to the predetermined main program.
On the other hand, the judgment result of the step S36 is, when a .DELTA..delta ≦ .DELTA..delta _TH, it is determined that sufficient steering by the driver has been made moves to step S38, the steering angle correction flag flg_str is reset to "0" Then, the steering angle deviation calculation process is terminated, and the process returns to the predetermined main program.

Next, in step S4 of FIG. 3, first, the yaw rate is estimated. The yaw rate is estimated based on the steering angle δ and the vehicle speed V by a general method. Then, a select high (selection of the larger value) is performed from the estimated yaw rate estimated value φ ′s and the actual yaw rate φ ′ detected by the yaw rate sensor 11 to obtain a yaw rate select value φ ^* (> 0).

  In general, the estimated yaw rate obtained from the steering angle can be detected earlier than the actual measured yaw rate detected by the yaw rate sensor 11. However, when traveling on a low friction coefficient road or the like, the vehicle behavior may change in a direction in which the yaw rate increases without turning the steering wheel (for example, in the slow spin mode). Therefore, by performing a select high from the estimated yaw rate value and the actual yaw rate value, it is also possible to select the actual yaw rate value. If the actual yaw rate value is larger, this actual yaw rate value is Select to enable early intervention in deceleration control.

Next, in step S5, the lateral acceleration limit value Yg ^* is calculated based on the following equation (6). The lateral acceleration limit value Yg ^* is a limit value of the target lateral acceleration for the vehicle to travel stably in the curve.
Yg ^* = Yga (6)
Here, Yga is the target lateral acceleration, and is set to a predetermined value (for example, 0.45 G) set in advance.

Next, in step S6, a target vehicle speed V ^* is calculated based on the following equation (7) based on the estimated road surface friction coefficient μ, yaw rate select value φ ^*, and lateral acceleration limit value Yg ^* .
V ^* = μ × Yg ^* / φ ^* (7)
According to the above equation (7), the target vehicle speed V ^* becomes smaller as the road surface friction coefficient μ becomes lower, and the control becomes easier to intervene, and becomes smaller as the lateral acceleration limit value Yg ^* becomes smaller. The control is easily intervened. The larger the yaw rate select value φ ^* is, the smaller the value is set.

Next, the process proceeds to step S7, and the target deceleration Xg ^* is calculated. Specifically, based on the difference between the traveling speed V of the host vehicle calculated in step S2 and the target vehicle speed V ^* calculated in step S6, the calculation is performed based on the following equation (8).
Xg ^* = ΔXg × (V−V ^* ) / Δt (8)
Here, ΔXg is a predetermined gain, Δt is a predetermined time, and is a time required until the difference between the traveling speed V and the target vehicle speed V ^* is made zero.

That is, the target deceleration Xg ^* is calculated so large that the difference between the traveling speed V of the host vehicle and the target vehicle speed V ^* increases in the positive direction. The target deceleration Xg ^* is the deceleration side when Xg ^* > 0.
Here, the case where the target deceleration Xg ^* is calculated based on the difference between the traveling speed V of the host vehicle and the target vehicle speed V ^* has been described, but the present invention is not limited to this, and the traveling speed of the host vehicle is not limited thereto. The target deceleration Xg ^* may be calculated based on the following equation (9) in consideration of the difference in speed deviation that is the difference between V and the target vehicle speed V ^* .
Xg ^* = {K1 × (V−V ^* ) + K2 × Δ (V−V ^* )} / Δt (9)
Here, K1 and K2 are predetermined gains, and Δ (V−V ^* ) is a difference between the current speed deviation and the speed deviation one sampling before.

Thus, by considering the difference value of the vehicle speed deviation, for example, when steering is performed at a relatively high speed, the amount of increase in the target deceleration Xg ^{* with} respect 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 reacts immediately in response to it and increases instantaneously. As a result, speed reduction control can be performed quickly in accordance with the driver's steering operation.

Next, the process proceeds to step S8, where it is determined whether or not the target deceleration Xg ^* calculated in step S7 is positive. If Xg ^* ≦ 0, it is determined that it is not necessary to perform deceleration control. The process proceeds to S9, the deceleration control canceling process is performed, and the process proceeds to Step S10.
In this step S9, the brake fluid pressure is controlled. When the deceleration control by the pressure increase control is performed, the brake fluid pressure control device 1 is controlled so that the pressure increase gradually becomes zero. Control signal is generated. Further, when the pressure increase control is not performed, the brake fluid pressure is not continuously controlled.

In step S10, the deceleration control operation flag flg_br for determining whether or not deceleration control is being performed by brake fluid pressure increasing control means that the brake fluid pressure increasing control is not being performed. After resetting to "0", the process proceeds to step S15 described later.
On the other hand, when the determination result in step S8 is Xg ^* > 0, it is determined that deceleration control is necessary, and the process proceeds to step S11. Step when the step S11, the steering angle correction flag Flg_str it is meant that the steering angle deviation .DELTA..delta exceeds the deviation threshold Δδ _TH "1" to determine whether it is set, is flg_str = 1 The process proceeds to S12.

In step S12, the inclination of the filter f (Ps) is changed according to the steering angle deviation Δδ, and the process proceeds to step S13. Here, the filter f (Ps) is used to calculate the target braking fluid pressure P ^* by applying a filtering process to the braking fluid pressure Ps calculated based on the target deceleration Xg ^* as will be described later. Is.
FIG. 5 is a map for calculating the inclination of the filter f (Ps). The horizontal axis represents the steering angle deviation Δδ, and the vertical axis represents the inclination of the filter f (Ps). As shown in FIG. 5, in the region where the steering angle deviation Δδ is relatively small, the gradient of the filter f (Ps) is maintained at a relatively small constant value, and as the steering angle deviation Δδ increases, the filter f ( The inclination of Ps) is also set to be large.

On the other hand, when the determination result in step S11 is flg_str = 0, the process proceeds to step S13.
In step S13, a control signal for driving and controlling the brake fluid pressure control device 1 is generated so that the actual deceleration becomes the target deceleration Xg ^* calculated in step S7.
Specifically, first, the braking fluid pressure Ps is calculated based on the following equation (10) based on the target deceleration Xg ^* calculated in step S7.
Ps = Xg ^* × S (10)

Here, S is a predetermined gain for converting from deceleration to hydraulic pressure. Then, the (10) performs a filtering process to the brake fluid pressure Ps calculated by equation, and calculates it as a target braking liquid pressure P ^*, generates a control signal for realizing the target braking liquid pressure P ^* Then, the process proceeds to step S14.
P ^* = f (Ps) (11)

Note that the greater the slope of the filter f (Ps) is, the larger the target braking fluid pressure P ^* is calculated, which causes the host vehicle to generate a larger deceleration.
In step S14, the deceleration control operation flag flg_br is set to “1” which means that the brake fluid pressure is being increased, and the process proceeds to step S15.
In step S15, the control signal generated in step S9 or S13 is output to the brake fluid pressure control device 1, and then the timer interruption process is terminated and the process returns to a predetermined main program.

Next, the operation of the first embodiment will be described based on the time chart shown in FIG.
6, (a) is the steering angle δ detected by the steering angle sensor 12, (b) is the state of the deceleration control operation flag flg_br, (c) is the steering angle deviation Δδ, and (d) is the steering angle correction flag. The state of flg_str, (e) shows the change state of the target brake fluid pressure P ^* .

Now, it is assumed that the host vehicle is traveling on a straight road in a state where the driver does not perform the steering operation. In this case, the steering angle δ remains substantially zero. As a result, the yaw rate select value φ ^* is calculated to be substantially zero in step S4 in FIG. 2, the target vehicle speed V ^* is calculated to be a relatively large value in step S6, and the target deceleration Xg ^* that becomes a negative value in step S7 ^. Is calculated. And since it transfers to step S9 by determination of step S8, driving | running | working according to a driver | operator's accelerator and brake operation is continued, without deceleration control intervening.

From this state, when the driver steers at time t1 and shifts to turning, the yaw rate select value φ ^* generated in the host vehicle gradually increases, and the target vehicle speed V ^* is calculated to gradually decrease. While the host vehicle speed V does not exceed the target vehicle speed V ^* , the target deceleration Xg ^* is calculated as a negative value according to the above equation (8), so deceleration control is not performed, but the host vehicle speed V is the target at time t2. When target deceleration Xg ^* becomes a positive value by greater than the vehicle speed V ^*, the target braking liquid pressure so as to achieve the target deceleration Xg ^* P ^* is calculated, the brake fluid pressure by the brake fluid pressure control device 1 Pressure increase control is performed, and deceleration occurs in the host vehicle.

In this case, the driver steering angle δ are substantially coincides with the navigation target steering angle δr shown in dashed line in FIG. 6 (a), when the steering angle deviation .DELTA..delta does not exceed the deviation threshold .DELTA..delta _TH is a steering operation by the driver Therefore, the deceleration control according to the yaw rate select value φ ^* and the traveling vehicle speed V is performed without correcting the target braking fluid pressure P ^* .

This state from the driver steering angle δ is continue to insufficient with respect to the navigation target steering angle δr, steering deviation Δδ it is assumed that exceed the deviation threshold Δδ _TH at the time t3. In this case, the steering angle correction flag flg_str is set to “1”, the process proceeds to step S12 based on the determination in step S11, and the inclination of the filter f (Ps) is changed and changed according to the steering angle deviation Δδ. A target braking fluid pressure P ^* corresponding to the inclination of the filter f (Ps) is calculated.

A chain double-dashed line in FIG. 6 (e) indicates the degree of change in the target braking fluid pressure P ^* when the inclination of the filter f (Ps) is not changed. As the rudder angle deviation Δδ increases, the degree of change in the target braking fluid pressure P ^* is increased by changing the slope of the filter f (Ps) to a larger value, and a greater deceleration force is generated in the host vehicle. .
Accordingly, when the host vehicle is turning and the driver steering angle δ is insufficient with respect to the navigation target steering angle δr calculated from the curve state of the host vehicle traveling path, the driver steering angle δ is larger according to the steering angle deviation Δδ. Since the deceleration control is performed so that the deceleration is obtained, for example, when the forward curve gradually decreases, the driver tends to deviate from the driving lane because the steering is not increased by the driver. Even in such a case, the host vehicle can be sufficiently decelerated to ensure stable running.

As described above, in the first embodiment, during turning, the vehicle is decelerated so that the vehicle speed can be stably traveled, and the deceleration control is performed according to the curve state of the vehicle traveling path. Since the control amount is set, the deceleration control can be performed effectively, and the lane departure of the host vehicle can be prevented appropriately.
Also, a target rudder angle is calculated from a navigation target vehicle speed based on the curve state ahead of the host vehicle lane detected by the navigation device and the lateral acceleration, and deceleration control is performed according to the deviation between the target rudder angle and the steering angle by the driver. Therefore, it is possible to accurately grasp the driver's steering operation insufficiency with respect to the road shape and to obtain a deceleration effect.

  Further, when the deviation between the target rudder angle and the driver rudder angle exceeds a predetermined value, the degree of change in the brake fluid pressure increase control is increased and the control amount of the deceleration control is increased as the rudder angle deviation increases. Since the direction is changed, it is possible to accurately determine the shortage of the deceleration control amount by the normal deceleration control, to sufficiently decelerate the host vehicle, and to reliably prevent deviation from the traveling lane.

Next, a second embodiment of the present invention will be described.
In the second embodiment, when the deviation between the driver rudder angle and the navigation target rudder angle exceeds a predetermined threshold value, the control amount of the deceleration control is changed by correcting the lateral acceleration limit value. It is.
FIG. 7 is a flowchart showing the deceleration control amount setting process executed by the deceleration control controller 10 in the second embodiment. In the deceleration control amount setting process of FIG. 3 in the first embodiment, step S5 is executed. After step S101, it is determined whether or not the deceleration control operation flag flg_br is set to “1”. When the determination result in step S101 is Yes, the steering angle correction flag flg_str is set to “1”. Step S102 for determining whether or not, Step S103 for calculating a correction gain ΔYg for correcting the lateral acceleration limit value Yg ^* when the determination in Step S102 is Yes, and the correction gain calculated in Step S103 Add a step S104 of correcting lateral acceleration limitation value Yg ^* based on ΔYg Except that it has deleted the steps S11 and S12 perform the same process as FIG. 3, the same reference numerals are given to the corresponding parts of FIG. 3, and detailed description thereof will be omitted.

That is, in step S101, whether deceleration control has been performed in the previous sampling process, and the deceleration control operation flag flg_br is set to “1” meaning that the brake fluid pressure increase control is being performed. If it is determined that flg_br = 1, the process proceeds to step S102.
In step S102, it is determined whether or not the steering angle correction flag flg_str set in the steering angle deviation calculation process in step S3 is set to “1”. If flg_str = 1, the process proceeds to step S103.

  In step S103, the correction gain ΔYg is calculated according to the steering angle deviation Δδ with reference to the correction gain ΔYg calculation map shown in FIG. 8, and the process proceeds to step S104. This correction gain ΔYg calculation map is calculated such that the correction gain ΔYg is calculated as 1 in a region where the steering angle deviation Δδ is relatively small, and the correction gain ΔYg is decreased as the steering angle deviation Δδ increases in an intermediate region. In a relatively large region, the correction gain ΔYg is set to be calculated to a relatively small constant value. Thus, the correction gain ΔYg is calculated so as to satisfy 0 <ΔYg ≦ 1.

In step S104, the lateral acceleration limit value Yg ^* is corrected by multiplying the lateral acceleration limit value Yg ^* calculated in step S5 by the correction gain ΔYg calculated in step S103, and the process proceeds to step S6.
Yg ^* = Yg ^* × ΔYg (12)
On the other hand, when the determination result in step S101 is flg_br = 0, it is determined that there is no need to correct the lateral acceleration limit value Yg ^* , and the process proceeds to step S6. Even when the determination result in step S102 is flg_str = 0, it is determined that the lateral acceleration limit value Yg ^* need not be corrected, and the process proceeds to step S6.

Next, the operation of the second embodiment will be described based on the time charts shown in FIGS.
9 and 10, (a) is the steering angle δ detected by the steering angle sensor 12, (b) is the state of the deceleration control operation flag flg_br, (c) is the steering angle deviation Δδ, and (d) is the steering. The state of the angle correction flag flg_str, (e) shows the lateral acceleration limit value Yg ^* , and (f) shows the change state of the target braking fluid pressure P ^* .

Assume that the host vehicle enters the curve and the driver performs a steering operation at time t11 as shown in FIG. When the target vehicle speed V ^* exceeds the target vehicle speed V ^* at time t12 and the target deceleration Xg ^* becomes a positive value, the deceleration control operation flag flg_br = 1 and the deceleration control by the braking fluid pressure increase control is performed. Be started. At this time, when the driver rudder angle δ substantially coincides with the navigation target rudder angle δr and the rudder angle deviation Δδ does not exceed the deviation threshold Δδ _TH , the driver's steering operation is sufficient for the road shape. Therefore, the deceleration control according to the yaw rate select value φ ^* and the traveling vehicle speed V is performed without correcting the target braking fluid pressure P ^* .

From this state, the driver steering angle δ becomes insufficient with respect to the navigation target steering angle δr because, for example, the driver does not increase steering even though the forward curve gradually decreases, at time t13. When the steering angle deviation .DELTA..delta exceeds a deviation threshold .DELTA..delta _TH, the process proceeds to step S103 by the determination of step S102, the correction gain ΔYg in accordance with the steering angle deviation .DELTA..delta is calculated. At this time, as the steering angle deviation Δδ is larger, the correction gain ΔYg is set smaller, so that the lateral acceleration limit value Yg ^* is corrected to decrease. Therefore, the target vehicle speed V ^* is calculated to be small from the equation (7) and the target deceleration Xg ^* is calculated to be large from the equation (8), so that the target braking fluid pressure P ^* is calculated to be large and A large deceleration force is generated.

A two-dot chain line in FIG. 9 (f) shows a change state of the target braking fluid pressure P ^* when the lateral acceleration limit value Yg ^* is not changed. By setting the lateral acceleration limit value Yg ^* to be smaller as the steering angle deviation Δδ is larger, it is understood that the target braking fluid pressure P ^* is increased and a large deceleration force is generated in the host vehicle.
Thus, when the host vehicle is turning and the driver steering angle δ is insufficient with respect to the navigation target steering angle δr calculated from the curve state of the host vehicle traveling path, the lateral acceleration limit value Yg ^* is set. By correcting to a small value, deceleration control is performed so that a larger deceleration can be obtained.For example, when the forward curve gradually decreases, the driver performs an operation to increase steering. Due to this, even when the vehicle tends to deviate from the traveling lane, the host vehicle can be sufficiently decelerated to ensure stable traveling.

As shown in FIG. 10, when the host vehicle is turning, the driver steering angle δ is insufficient with respect to the navigation target steering angle δr at time t21, and the steering angle deviation Δδ is a deviation threshold Δδ. _It shall be over _TH . At this time, if the deceleration control is not performed and the deceleration control operation flag flg_br = 0, the process proceeds to step S6 by the determination in step S101, and thus the lateral acceleration limit value Yg ^* is not corrected.

Assuming that the lateral acceleration limit value Yg ^* is corrected to be small, the target vehicle speed V ^* is calculated to be small and the target deceleration Xg ^* is calculated to be large from the equation (7). That is, even when the road surface friction coefficient μ and the yaw rate select value φ ^* are the same value, the timing at which the deceleration control intervenes is advanced, and the driver may feel uncomfortable.
However, in this embodiment, the deceleration control operation flag flg_br is determined, and when the deceleration control is not operated, the lateral acceleration limit value Yg ^* is not corrected, thereby changing the timing of the deceleration control intervention. It is possible to suppress the driver's uncomfortable feeling due to being performed.

From this state, it is assumed that the target deceleration Xg ^* becomes a positive value at time t22. In this case, the process proceeds to step S102 by the determination of step S101, the correction gain for performing lateral acceleration limitation value Yg ^* correction processing proceeds to step S103 since the steering angle deviation .DELTA..delta exceeds the deviation threshold .DELTA..delta _TH ΔYg is calculated. Then, the lateral acceleration limit value Yg ^* is decreased and corrected based on the correction gain ΔYg calculated according to the steering angle deviation Δδ, so that the target vehicle speed V ^* is calculated to be small and the target braking fluid pressure P ^* is calculated to be large. Thus, a large deceleration force is generated in the own vehicle.

A two-dot chain line in FIG. 10 (f) shows a change state of the target braking fluid pressure P ^* when the lateral acceleration limit value Yg ^* is not changed. By setting the lateral acceleration limit value Yg ^* to be smaller as the steering angle deviation Δδ is larger, it is understood that the target braking fluid pressure P ^* is increased simultaneously with the intervention of the deceleration control, and a large deceleration force is generated in the host vehicle.
Therefore, when the steering angle deviation Δδ is large, the lateral acceleration limit value Yg ^* is corrected simultaneously with the intervention of the deceleration control, and the target braking fluid pressure P ^* is calculated to be large, so that the intervention timing of the deceleration control can be changed. It is possible to suppress a sense of incongruity to the driver due to the vehicle, and when the intervention condition for the deceleration control is satisfied, the host vehicle can be sufficiently decelerated simultaneously with the control intervention to ensure stable running.

  As described above, in the second embodiment, when the deviation between the target rudder angle and the driver rudder angle exceeds a predetermined value, the lateral acceleration limit value is calculated to be smaller as the rudder angle deviation increases, and the control of the deceleration control is performed. Since the amount is changed in the direction of increasing the amount, the shortage of the deceleration control amount due to the normal deceleration control can be determined accurately, the host vehicle can be sufficiently decelerated, and departure from the driving lane can be reliably prevented be able to.

  Further, when the deviation between the target rudder angle and the driver rudder angle exceeds a predetermined value and the deceleration control is performed by the brake fluid pressure increase control, the lateral acceleration limit value is set to a small value according to the rudder angle deviation. Therefore, a sufficient deceleration effect can be obtained without changing the intervention timing of the deceleration control, and stable traveling can be performed without causing the driver to feel uncomfortable.

In the second embodiment, the case where the correction gain ΔYg is multiplied by the lateral acceleration limit value Yg ^* calculated in step S5 as described in the equation (12) has been described. However, the present invention is not limited to this. rather than shall, lateral acceleration limitation value Yg ^* from a predetermined correction value ΔYg ₁ (> 0) may be corrected lateral acceleration limitation value Yg ^* by subtracting the.
Yg ^* = Yg ^* −ΔYg ₁ (13)
Here, the correction value ΔYg ₁ is set so as to increase as the steering angle deviation Δδ increases. By correcting in this way, the lateral acceleration limit value Yg ^* can be corrected to a smaller value as the steering angle deviation Δδ increases, and the deceleration control amount can be increased.

Next, a third embodiment of the present invention will be described.
In the third embodiment, when the deviation between the driver rudder angle and the navigation target rudder angle exceeds a predetermined threshold, the control amount of the deceleration control is changed by correcting the target deceleration. is there.
FIG. 11 is a flowchart showing a deceleration control amount setting process executed by the deceleration control controller 10 in the third embodiment. In the deceleration control amount setting process of FIG. 3 in the first embodiment described above, step S7 is performed. After step S201, it is determined whether the deceleration control operation flag flg_br is set to "1". When the determination result in step S201 is Yes, the steering angle correction flag flg_str is set to "1". Step S202 for determining whether or not, Step S203 for calculating a correction gain ΔXg for correcting the target deceleration Xg ^* when the determination in Step S202 is Yes, and the correction gain ΔXg calculated in Step S203 Add a step S204 for correcting the target deceleration Xg ^* on the basis of, stearyl Except that you remove flops S11 and S12 perform the same process as FIG. 3, the same reference numerals are given to the corresponding parts of FIG. 3, and detailed description thereof will be omitted.

That is, in step S201, deceleration control is performed in the previous sampling process, and the deceleration control operation flag flg_br is set to “1” which means that the brake fluid pressure increase control is performed. If flg_br = 1, the process proceeds to step S202.
In step S202, it is determined whether or not the steering angle correction flag flg_str set in the steering angle deviation calculation process of step S3 is set to “1”. If flg_str = 1, the process proceeds to step S203.

  In step S203, the correction gain ΔXg is calculated according to the steering angle deviation Δδ with reference to the correction gain ΔXg calculation map shown in FIG. 12, and the process proceeds to step S204. This correction gain ΔXg calculation map is calculated such that the correction gain ΔXg is calculated as 1 in a region where the steering angle deviation Δδ is relatively small, and the correction gain ΔXg is increased as the steering angle deviation Δδ increases in an intermediate region. In a relatively large region, the correction gain ΔXg is set to be calculated to a relatively large constant value. Thus, the correction gain ΔXg is calculated so as to satisfy ΔXg ≧ 1.

In step S204, the target deceleration Xg ^* is corrected by multiplying the correction gain ΔXg calculated in step S203 by the target deceleration Xg ^* calculated in step S7, and the process proceeds to step S8.
Xg ^* = Xg ^* × ΔXg (14)
On the other hand, when the determination result in step S201 is flg_br = 0, it is determined that the target deceleration Xg ^* need not be corrected, and the process proceeds to step S8. Even when the determination result in step S202 is flg_str = 0, it is determined that the target deceleration Xg ^* need not be corrected, and the process proceeds to step S8.

Next, the operation of the third embodiment will be described based on the time charts shown in FIGS.
In FIGS. 13 and 14, (a) is the steering angle δ detected by the steering angle sensor 12, (b) is the state of the deceleration control operation flag flg_br, (c) is the steering angle deviation Δδ, and (d) is the steering. The state of the angle correction flag flg_str, (e) shows the target deceleration Xg ^* , and (f) shows the change state of the target braking fluid pressure P ^* .

Assume that the host vehicle enters the curve and the driver performs a steering operation at time t31 as shown in FIG. When the own vehicle speed V exceeds the target vehicle speed V ^* at time t32 and the target deceleration Xg ^* becomes a positive value, the deceleration control operation flag flg_br = 1 is set and deceleration control is started. At this time, when the driver rudder angle δ substantially matches the navigation target rudder angle δr and the rudder angle deviation Δδ does not exceed the deviation threshold Δδ _TH , it is determined that the steering operation by the driver is sufficient. The deceleration control according to the yaw rate select value φ ^* and the traveling vehicle speed V is performed without correcting the target braking fluid pressure P ^* .

From this state, by such additional steering of the steering by the front curve gradually decreases despite the driver is not performed, the steering angle deviation .DELTA..delta exceeds a deviation threshold .DELTA..delta _TH at time t33, the determination in step S202 Proceeding to step S203, a correction gain ΔXg corresponding to the steering angle deviation Δδ is calculated. At this time, as the steering angle deviation Δδ increases, the correction gain ΔXg is set to be larger, so that the target deceleration Xg ^* is calculated to be larger than the normal value indicated by the two-dot chain line in FIG. As a result, as shown in FIG. 13F, the target braking fluid pressure P ^* is calculated to be larger than the normal value indicated by the two-dot chain line, and a large deceleration force is generated in the host vehicle.

Thus, when the host vehicle is turning and the driver steering angle δ is insufficient with respect to the navigation target steering angle δr calculated from the curve state of the host vehicle traveling path, the target deceleration Xg ^* is increased. Since the deceleration control is performed so that a larger deceleration can be obtained by correcting the value to be a value, for example, when the forward curve is gradually reduced, the driver does not perform an operation to increase steering. Thus, even when the vehicle tends to deviate from the traveling lane, the host vehicle can be sufficiently decelerated to ensure stable traveling.

As shown in FIG. 14, when the host vehicle is turning, the driver rudder angle δ is insufficient with respect to the navigation target rudder angle δr at time t41, and the rudder angle deviation Δδ becomes the deviation threshold Δδ. _It shall be over _TH . At this time, if the deceleration control is not performed and the deceleration control operation flag flg_br = 0, the process proceeds to step S8 by the determination in step S201, so that the target deceleration Xg ^* is not corrected.

Assuming that the target deceleration Xg ^* is greatly corrected, even when the road surface friction coefficient μ and the yaw rate select value φ ^* are the same value, the timing at which the deceleration control intervenes is advanced. May give a sense of incongruity.
However, in this embodiment, the deceleration control operation flag flg_br is determined, and when the deceleration control is not operated, the target deceleration Xg ^* is not corrected, thereby changing the timing of the deceleration control intervention. It is possible to suppress the driver's uncomfortable feeling caused by this.

From this state, it is assumed that the target deceleration Xg ^* becomes a positive value at time t42. In this case, the process proceeds to step S202 by the determination of step S201, the correction gain for performing target deceleration Xg ^* correction processing proceeds to step S203 since the steering angle deviation .DELTA..delta exceeds the deviation threshold .DELTA..delta _TH? Xg Is calculated. Then, by increasing the target deceleration Xg ^* based on the correction gain ΔXg calculated according to the steering angle deviation Δδ, the target braking fluid pressure P ^* is largely calculated, and a large deceleration force is generated in the host vehicle. Let

A two-dot chain line in FIG. 14 (f) shows a change state of the target braking fluid pressure P ^* when the target deceleration Xg ^* is not changed. By setting the target deceleration Xg ^* to be larger as the steering angle deviation Δδ increases, it can be seen that the target braking fluid pressure P ^* is increased simultaneously with the intervention of the deceleration control, and a large deceleration force is generated in the host vehicle.
Therefore, when the steering angle deviation Δδ is large, the target deceleration Xg ^* is corrected simultaneously with the intervention of the deceleration control, and the target braking fluid pressure P ^* is calculated to be large, so that the intervention timing of the deceleration control is changed. This can prevent the driver from feeling uncomfortable, and when the intervention condition for the deceleration control is satisfied, the host vehicle can be sufficiently decelerated simultaneously with the control intervention to ensure stable running.

As described above, in the third embodiment, when the deviation between the target rudder angle and the driver rudder angle exceeds a predetermined value, the larger the rudder angle deviation, the larger the target deceleration is calculated, and the control amount for deceleration control. Therefore, it is possible to accurately determine the shortage of the deceleration control amount due to normal deceleration control and to sufficiently decelerate the host vehicle and to reliably prevent deviation from the driving lane. Can do.
Further, when the deviation between the target rudder angle and the driver rudder angle exceeds a predetermined value and the deceleration control by the brake fluid pressure increasing control is performed, the target deceleration is increased according to the rudder angle deviation. Since the change is made, a sufficient deceleration effect can be obtained without changing the intervention timing of the deceleration control, and stable running can be performed without giving the driver a sense of incongruity.

In the third embodiment, the case where the correction gain ΔXg is multiplied by the target deceleration Xg ^* calculated in step S7 as described in the equation (14) has been described, but the present invention is not limited to this. Instead, the target deceleration Xg ^* may be corrected by adding a predetermined correction value ΔXg ₁ (> 0) to the target deceleration Xg ^* .
Xg ^* = Xg ^* −ΔXg ₁ (15)
Here, the correction value ΔXg ₁ is set so as to increase as the steering angle deviation Δδ increases. By correcting in this way, the target deceleration Xg ^* is corrected to a larger value as the steering angle deviation Δδ is larger, and the deceleration control amount can be increased.

Next, a fourth embodiment of the present invention will be described.
In the fourth embodiment, only the brake control is performed when the accelerator pedal is not operated, only the throttle control is performed when the accelerator pedal is operated, and the steering angle deviation exceeds a predetermined value during the operation of the accelerator pedal. The brake control is also performed at the time.

As shown in FIG. 15, the deceleration control device in the fourth embodiment is an accelerator sensor 14 that detects an operation amount of an accelerator pedal (not shown) by a driver in the deceleration control device in FIG. 1 in the first embodiment described above. And an engine throttle control device 3 as engine control means capable of controlling the throttle opening of a throttle valve (not shown). The engine throttle control device 3 can control the throttle opening independently, but when the throttle opening command value from the above-described deceleration control controller 10 is input, the throttle opening according to the throttle opening command value. Configured to control the degree.
In FIG. 15, the braking fluid pressure control device 1 corresponds to the braking fluid pressure control means.

FIG. 16 is a flowchart showing a deceleration control amount setting process executed by the deceleration control controller 10 in the fourth embodiment. In the deceleration control amount setting process of FIG. Step S301 for determining whether the accelerator operation is performed after S7, and Step S302 for determining whether or not the steering angle correction flag flg_str is set to “1” when the determination result in Step S301 is Yes. Step S303 for releasing the deceleration control when the determination result in Step S302 is No, Step S304 for resetting the deceleration control operation flag flg_br to “0”, and the throttle opening command value for performing the throttle control Generating step S305, braking fluid pressure control device 1 and slot A step S306 of outputting a control signal to the position controller 3, a step S307 the determination result of the step S302 calculates the target brake fluid pressure P ^* when it Yes, the deceleration control operation flag flg_br to "1" Step S308 to be set is added, and processing similar to that in FIG. 3 is performed except that steps S11 and S12 are deleted. The same reference numerals are given to the corresponding parts to those in FIG. 3, and detailed description thereof is omitted. To do.

  That is, in step S301, it is determined whether or not the accelerator operation is being performed based on the detection signal of the accelerator sensor 14. If the accelerator operation is not being performed, the process proceeds to step S8, and if the accelerator operation is being performed, the step is performed. The process proceeds to S302. Here, for example, when it is detected that the throttle opening is 5% or more based on the detection signal of the accelerator sensor 14, it is determined that the accelerator operation is being performed.

In step S302, it is determined whether or not the steering angle correction flag flg_str set in the steering angle deviation calculation process in step S3 is set to “1”. If flg_str = 0, the process proceeds to step S303.
In step S303, similarly to step S9, the deceleration control canceling process is performed, and then the process proceeds to step S304. The deceleration control operation flag flg_br is reset to “0” indicating that the deceleration control is not performed.

Next, in step S305, a throttle opening command value for controlling the throttle opening is generated so as to realize the target deceleration Xg ^* calculated in step S7. Then, the process proceeds to step S306, the control signal is output to the brake fluid pressure control device 1 and the throttle opening control device 3, and then the timer interruption process is terminated and the process returns to the predetermined main program.
On the other hand, when the determination result in step S302 is flg_str = 1, the process proceeds to step S307, and similarly to step S12, the target braking fluid pressure P ^* is calculated, and the process proceeds to step S308. In step S308, the deceleration control operation flag flg_br is set to “1” indicating that deceleration control is being performed, and the process proceeds to step S305.

Next, the operation of the fourth embodiment will be described based on the time chart shown in FIG.
In FIG. 17, (a) is the steering angle δ detected by the steering angle sensor 12, (b) is the state of the deceleration control operation flag flg_br, and (c) is whether or not the accelerator operation is performed by the driver. The driver intervention flag flg_dr to be determined. When flg_dr = 1, it means that an accelerator operation is being performed, and conversely, when flg_dr = 0, it means that the accelerator operation is not being performed.

(D) is an engine control operation flag flg_ec for determining whether or not the throttle opening is controlled by engine control. When flg_ec = 1, the throttle opening is controlled by engine control. Conversely, when flg_ec = 0, it means that engine control is not being performed.
Furthermore, (e) rudder angle deviation Δδ, (f) shows the state of the rudder angle correction flag flg_str, and (g) shows the change state of the target braking fluid pressure P ^* .

Assume that the host vehicle enters the curve and the driver performs a steering operation at time t51 as shown in FIG. When the host vehicle speed V exceeds the target vehicle speed V ^* at time t52 and the target deceleration Xg ^* becomes a positive value, the deceleration control operation flag flg_br = 1 is set and deceleration control is started. At this time, since the driver does not perform the accelerator operation, the throttle opening degree is not controlled, and only the deceleration control by the brake fluid pressure control is performed.

From this state, it is assumed that at time t53, the driver performs an accelerator operation and a steering angle deviation Δδ occurs. In this case, the process proceeds from step S301 to step S302, since the steering angle deviation .DELTA..delta does not exceed the deviation threshold .DELTA..delta _TH, the process proceeds to step S303 by the determination of step S302, it releases the deceleration control by control brake fluid pressure To do. Accordingly, as shown in FIG. 17 (g), the target braking fluid pressure P ^* gradually decreases, but the deceleration control is continuously performed by controlling the throttle opening in the closing direction in step S305.

Thereafter, by such additional steering of the steering by the front curve gradually decreases despite the driver is not performed, the steering angle deviation .DELTA..delta exceeds a deviation threshold .DELTA..delta _TH at time t54, the determination in step S302 The process proceeds to step S307, where the target braking fluid pressure P ^* is calculated, deceleration control by braking fluid pressure control is resumed, and the host vehicle is decelerated. At this time, the throttle opening is also controlled simultaneously.

  As described above, in the fourth embodiment, when the driver performs the accelerator operation, basically, the deceleration control is performed only by the throttle opening control, the driver performs the accelerator operation, and the driver rudder is operated. When the angle δ is insufficient with respect to the navigation target rudder angle δr calculated from the curve state of the own vehicle traveling path, the brake fluid pressure control is also performed together with the throttle opening control, so that, for example, the forward curve gradually decreases. In some cases, the driver does not perform an operation to increase steering, so that even when the vehicle tends to deviate from the driving lane, the host vehicle can be sufficiently decelerated to ensure stable traveling.

In the fourth embodiment, when the deceleration control by the brake fluid pressure control is performed, the inclination of the filter f (Ps) is changed according to the steering angle deviation Δδ, as in the first embodiment described above. By doing so, the degree of change in the brake fluid pressure may be changed. Thereby, the deceleration effect can be obtained more.
In the fourth embodiment, the lateral acceleration limit value Yg ^* may be changed according to the steering angle deviation Δδ, as in the second embodiment described above. Thereby, the deceleration effect can be obtained more.
Further, in the fourth embodiment, the target deceleration Xg ^* may be changed according to the steering angle deviation Δδ, as in the third embodiment described above. Thereby, the deceleration effect can be obtained more.

Next, a fifth embodiment of the present invention will be described.
In the fifth embodiment, the timing for changing the deceleration control amount is changed by largely calculating the steering angle deviation in accordance with the depression amount of the accelerator pedal in the fourth embodiment.
FIG. 18 is a flowchart showing the rudder angle deviation calculation process in the fifth embodiment. In the rudder angle deviation calculation process of FIG. 4 in the fourth embodiment described above, an accelerator operation is performed after step S34. 4 except that Step S401 for determining whether or not and Step S402 for changing the steering angle deviation gain C in accordance with the accelerator operation amount when the determination result in Step S401 is Yes are added. The parts corresponding to those in FIG. 4 are denoted by the same reference numerals, and detailed description thereof is omitted.

  That is, it is determined in step S401 whether or not the accelerator operation is being performed based on the detection signal of the accelerator sensor 14, and when the accelerator operation is not being performed, the process proceeds to step S35, and when the accelerator operation is being performed, step S402 is performed. Migrate to Here, for example, when it is detected that the throttle opening is 5% or more based on the detection signal of the accelerator sensor 14, it is determined that the accelerator operation is being performed.

  In step S402, the steering angle deviation gain calculation map shown in FIG. 19 is referred to, the steering angle deviation gain C is calculated according to the accelerator operation amount, and the process proceeds to step S35. This steering angle deviation gain calculation map has the accelerator opening degree Acc on the horizontal axis and the steering angle deviation gain C on the vertical axis. When the accelerator opening degree Acc is relatively small, the steering angle deviation gain C is maintained at 1 and the accelerator is opened. When the degree Acc exceeds a predetermined value, the steering angle deviation gain C is set to increase proportionally as the accelerator opening Acc increases.

Next, the operation of the fifth embodiment will be described based on the time chart shown in FIG.
20, (a) is the steering angle δ detected by the steering angle sensor 12, (b) is the state of the deceleration control operation flag flg_br, (c) is the state of the driver intervention flag flg_dr, and (d) is the engine control. The state of the operation flag flg_ec, (e) the steering angle deviation Δδ, (f) the state of the steering angle correction flag flg_str, and (g) the change state of the target braking fluid pressure P ^* .

Assume that the host vehicle enters the curve and the driver performs a steering operation at time t61 as shown in FIG. When the own vehicle speed V exceeds the target vehicle speed V ^* at time t62 and the target deceleration Xg ^* becomes a positive value, the deceleration control operation flag flg_br = 1 is set and deceleration control is started. At this time, since the driver does not perform the accelerator operation, the throttle opening degree is not controlled, and only the deceleration control by the brake fluid pressure control is performed.

It is assumed that the driver performs an accelerator operation from this state at time t63. In this case, the process proceeds from step S401 to step S402, the steering angle deviation gain C is calculated according to the accelerator opening Acc, and the steering angle deviation Δδ is calculated based on the steering angle deviation gain C. This steering angle deviation .DELTA..delta does not exceed the deviation threshold .DELTA..delta _TH, the determination of step S302 and proceeds to step S303, it releases the deceleration control by control brake fluid pressure. As a result, as shown in FIG. 20 (g), the target braking fluid pressure P ^* gradually decreases, but the deceleration control is continuously performed by controlling the throttle opening in the closing direction in step S305.

Thereafter, when the steering angle deviation .DELTA..delta exceeds a deviation threshold .DELTA..delta _TH at time t64, the process proceeds to step S307 by the determination of the step S302, resumed deceleration control by control brake fluid pressure target brake liquid pressure P ^* is calculated And decelerate the host vehicle. At this time, the throttle opening is also controlled simultaneously.
Thus, when the accelerator operation by the driver is being performed, the steering angle deviation Δδ is calculated by changing the steering angle deviation gain C according to the accelerator opening degree Acc. For example, the amount of depression of the accelerator pedal is large. Sometimes, the steering angle deviation Δδ is calculated to a larger value, so that the direction is changed so that the deceleration control is easily intervened.

That is, when the steering angle deviation gain C is changed according to the accelerator opening degree Acc, as shown by the solid line in FIG. 20 (e), the steering angle deviation gain C shown in the broken line in FIG. 20 (e) is changed. Compared to the case where there is no steering angle deviation Δδ, the steering angle deviation Δδ is greatly calculated. Therefore, the steering angle deviation Δδ exceeds the deviation threshold Δδ _TH , that is, the timing at which the steering angle correction flag flg_str is set is advanced. As a result, as shown by the solid line in FIG. 20 (g), the deceleration control is resumed by the brake fluid pressure increasing control as compared with the case where the steering angle deviation gain C shown in the broken line in FIG. 20 (e) is not changed. Can be expedited.

  As described above, in the fifth embodiment, when the driver is operating the accelerator, the steering angle deviation amount is greatly calculated by changing the steering angle deviation gain according to the accelerator opening. Compared with the case where the person is not performing the accelerator operation, the timing at which the deceleration control by the brake fluid pressure increasing control intervenes can be advanced, and more stable turning traveling can be ensured.

Incidentally, in the above-described fifth embodiment, by changing the steering angle deviation gain C depending on the accelerator opening Acc, has been described a case where the correction so that the steering angle deviation .DELTA..delta is likely to exceed the deviation threshold .DELTA..delta _TH However, the present invention is not limited to this. For example, by changing the deviation threshold Δδ _TH to a small value in accordance with the accelerator opening Acc, the steering angle deviation Δδ is corrected so as to easily exceed the deviation threshold Δδ _TH. You may do it.

It is a schematic structure figure showing an embodiment of the present invention. It is a block diagram which shows the specific example of the deceleration control controller of FIG. It is a flowchart which shows the deceleration control amount setting process performed with the deceleration control controller of FIG. It is a flowchart which shows the steering angle deviation calculation process of FIG. It is an inclination calculation map of filter f (Ps). It is a time chart explaining the operation | movement in 1st Embodiment. It is a flowchart which shows the deceleration control amount setting process performed with the deceleration control controller in 2nd Embodiment. It is a correction gain ΔYg calculation map. It is a time chart explaining the operation | movement in 2nd Embodiment. It is a time chart explaining the operation | movement in 2nd Embodiment. It is a flowchart which shows the deceleration control amount setting process performed with the deceleration control controller in 3rd Embodiment. It is a correction gain ΔXg calculation map. It is a time chart explaining the operation | movement in 3rd Embodiment. It is a time chart explaining the operation | movement in 3rd Embodiment. It is a schematic block diagram which shows the 4th Embodiment of this invention. It is a flowchart which shows the deceleration control amount setting process performed with the deceleration control controller in 4th Embodiment. It is a time chart explaining the operation | movement in 4th Embodiment. It is a flowchart which shows the deceleration control amount setting process performed with the deceleration control controller in 5th Embodiment. It is a steering angle deviation gain C calculation map. It is a time chart explaining the operation | movement in 5th Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Braking fluid pressure control apparatus 3 Engine throttle control apparatus 10 Deceleration control controller 11 Yaw rate sensor 12 Steering angle sensor 13FL-13RR Wheel speed sensor 14 Acceleration sensor 15 Navigation apparatus 15a National map information apparatus 15b Traveling path information apparatus

Claims (12)

In a deceleration control device comprising a deceleration control means for performing deceleration control based on a turning traveling situation of a vehicle,
Curve state detection means for detecting a curve state ahead of the host vehicle lane, and a deceleration control amount setting means for setting a control amount of deceleration control by the deceleration control means according to the curve state detected by the curve state detection means; A deceleration control device comprising:   Steering angle detection means for detecting a steering angle by the driver, target steering angle calculation means for calculating a target steering angle based on the curve state detected by the curve state detection means, and a target calculated by the target steering angle calculation means A steering angle deviation calculating means for calculating a deviation between the steering angle and the steering angle detected by the steering angle detecting means, and the deceleration control amount setting means sets the steering angle deviation calculated by the steering angle deviation calculating means. The deceleration control apparatus according to claim 1, wherein a control amount of deceleration control by the deceleration control means is set accordingly.   The target rudder angle calculating means calculates a target vehicle speed corresponding to the road shape according to the curve state ahead of the host vehicle lane based on the curve state detected by the curve state detecting means and a predetermined lateral acceleration setting value. The deceleration control device according to claim 2, wherein a target rudder angle is calculated based on the target vehicle speed corresponding to the road shape.   3. The deceleration control amount setting means sets a control amount of deceleration control according to the curve state when the steering angle deviation calculated by the steering angle deviation calculating means exceeds a predetermined value. Or the deceleration control apparatus of 3.   The deceleration control means performs deceleration control by controlling the braking fluid pressure, and the deceleration control amount setting means increases the degree of change in the braking fluid pressure when the steering angle deviation exceeds a predetermined value. The deceleration control device according to claim 4, wherein the deceleration control device is changed to:   6. The deceleration control device according to claim 5, wherein the deceleration control amount setting means changes the direction in which the degree of change in the braking fluid pressure increases as the steering angle deviation increases.   The deceleration control amount setting means sets the deceleration control amount so as to result in a turning traveling situation that falls below a predetermined lateral acceleration limit value, and reduces the lateral acceleration limit value when the steering angle deviation exceeds a predetermined value. The deceleration control device according to claim 4, wherein the deceleration control device is changed to a value.   The deceleration control apparatus according to claim 7, wherein the deceleration control amount setting unit changes the lateral acceleration limit value to a smaller value as the steering angle deviation is larger.   The deceleration control amount setting means calculates a target deceleration based on the turning traveling state of the vehicle, sets the deceleration control amount so as to realize the target deceleration, and the steering angle deviation exceeds a predetermined value. The deceleration control device according to any one of claims 4 to 8, wherein the target deceleration is changed to a large value.   The deceleration control device according to claim 9, wherein the deceleration control amount setting unit changes the target deceleration to a larger value as the steering angle deviation is larger.   The deceleration control means includes a braking fluid pressure control means for controlling a braking fluid pressure, and an engine control means for controlling a throttle opening, and the deceleration control amount setting means is configured to control the braking fluid when the accelerator pedal is not operated. A deceleration control amount for the brake fluid pressure of the pressure control means is set, a deceleration control amount for the throttle opening of the engine control means is set during operation of the accelerator pedal, and the steering angle deviation exceeds a predetermined value during operation of the accelerator pedal. The deceleration control device according to any one of claims 2 to 10, wherein a deceleration control amount for the throttle opening and the braking fluid pressure is set.   12. The deceleration control device according to claim 11, wherein the deceleration control amount setting means makes the steering angle deviation more easily exceed a predetermined value as the accelerator pedal depression amount increases during operation of the accelerator pedal. .

Images