JP2006062608A - Deceleration controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller capable of faciliting the setup operation of target deceleration when being provided with a plurality of deceleration setup means when performing a deceleration control by a power source brake or the like. <P>SOLUTION: A first Decel command Decel1 and a first Can-Decel command Can-Decel1 to be outputted by the operation of a shift lever(first deceleration setting means) and a second Decel command Decel2 and a second Can-Decel command Can-Decel2 to be outputted by the operation of a second deceleration setting means arranged in a steering column are processed without being discriminated from each other, and even when any of those deceleration setting means is operated, target deceleration is continuously set so as to be increased or decreased, and a power source brake is controlled. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle deceleration control device, and more particularly to handling when different deceleration setting means are operated when a plurality of deceleration setting means are provided.

  (a) target deceleration control means for increasing / decreasing the target deceleration according to the operation of the deceleration setting means, and (b) brake for controlling the braking force according to the target deceleration set by the target deceleration control means And a vehicle deceleration control device having a control means. The device described in Patent Document 1 is an example, and the shift lever is provided with an E position, and when the E position is operated to the Decel (deceleration acceleration) side or the Can-Decel (deceleration suppression) side, the target deceleration is achieved. Is set to increase or decrease, and shift control of the automatic transmission, power running torque control or regenerative torque control of the electric motor is performed so as to generate a predetermined braking force according to the target deceleration.

JP 2000-2445016 A

  By the way, in the above-mentioned patent document 1, in addition to the shift lever, the steering wheel is also provided with a Decel switch and a Can-Decel switch, and the target deceleration can be increased or decreased by operating these Decel switch and Can-Decel switch. Although it is possible to set and perform deceleration control, excellent operability can be obtained regarding deceleration control, but there is no description about the relationship with the target deceleration set by the shift lever, and both operations If the target deceleration is set independently, the desired deceleration may not be obtained.

  The present invention has been made against the background of the above circumstances, and its purpose is to make it easier to perform a target deceleration setting operation when a plurality of deceleration setting means are provided. is there.

  In order to achieve such an object, the first invention is set by (a) target deceleration control means for increasing / decreasing the target deceleration according to the operation of the deceleration setting means, and (b) the target deceleration control means. And a brake control unit that controls a braking force in accordance with the target deceleration, wherein (c) the vehicle includes a plurality of the deceleration setting units, and (d) the target deceleration control unit. If any one of the plurality of deceleration setting means is operated to set the target deceleration and then another deceleration setting means is operated, the one deceleration setting means A new target deceleration is set to increase or decrease following the target deceleration set according to the operation.

  According to a second aspect of the present invention, in the vehicle deceleration control apparatus according to the first aspect, (a) an engine and an electric motor are provided so that power can be transmitted to and from the drive wheels of the vehicle, and between the engine and the drive wheels. An automatic transmission is provided in the power transmission path, and (b) the brake control means controls the engine braking force by changing the gear ratio of the automatic transmission and controls the torque of the electric motor, A predetermined braking force is generated.

  A third aspect of the invention is the vehicle deceleration control apparatus according to the first or second aspect of the invention, wherein the target deceleration control means is configured such that the deceleration setting means is in a state where brake force control is not performed by the brake control means. When the operation is performed, the target deceleration is set with reference to the deceleration generated when the operation is performed.

  A fourth aspect of the present invention is the vehicle deceleration control apparatus according to the first or second aspect of the invention, wherein the target deceleration control means is configured so that the deceleration setting means is not controlled by the brake control means. When the operation is performed, the target deceleration is set based on the deceleration based on the vehicle speed when the operation is performed.

  According to a fifth aspect of the present invention, in the vehicle deceleration control device according to the first aspect of the invention, (a) an engine and an electric motor are provided so as to be able to transmit power to the drive wheels of the vehicle, and between the engine and the drive wheels. An automatic transmission is provided in the power transmission path, and (b) the automatic transmission has at least a first forward travel range in which all the gear ratios are within a shift range as a forward travel range, and a high speed side shift. (C) the brake control means controls the engine braking force by changing the gear ratio of the automatic transmission and controls the electric motor. (D) the target deceleration control means is operated with the deceleration setting means in a state where the brake control control is not performed by the brake control means. When The target deceleration is set with reference to the deceleration generated when the first forward travel range is set.

  In such a vehicle deceleration control device, after any one of a plurality of deceleration setting means is operated to set a target deceleration, and another deceleration setting means is operated, Since a new target deceleration is set to increase or decrease following the target deceleration set according to the operation of the one deceleration setting means, even when a plurality of deceleration setting means are operated according to the driving situation of the vehicle, etc. Regardless of the difference in the deceleration setting means, the target deceleration is continuously increased or decreased, and the convenience of the target deceleration setting operation is improved.

  In the second aspect of the invention, the engine braking force is controlled by changing the gear ratio of the automatic transmission, and the engine braking force is controlled and the torque of the motor is controlled to generate a predetermined braking force. As compared with the case where the deceleration is controlled only by this, the deceleration can be controlled finely. By appropriately selecting the power running and regeneration of the electric motor according to the remaining capacity of the power storage device and changing the gear ratio of the automatic transmission, the torque control of the motor is always used in combination regardless of the remaining capacity of the power storage device. A target braking force can be generated.

  In the third aspect of the invention, when the deceleration setting means is operated in a state where the braking force control is not performed by the brake control means, the target deceleration is based on the deceleration generated when the operation is performed. Therefore, there is no possibility that the driver will feel uncomfortable due to a sudden change in deceleration.

  In the fourth aspect of the invention, when the deceleration setting means is operated in a state where the braking force control is not performed by the brake control means, the target deceleration is set based on the deceleration based on the vehicle speed when the operation is performed. Therefore, appropriate deceleration control is performed regardless of the difference in vehicle speed. That is, in the state where deceleration control (brake force control by the brake control means) is not performed, the deceleration differs according to the vehicle speed, and the deceleration becomes smaller as the vehicle speed is lower. As for the target deceleration, if the target deceleration is set based on the deceleration based on the vehicle speed at that time, an appropriate deceleration can be obtained in the high vehicle speed range while suppressing a sudden change in the deceleration in the low vehicle speed range. Can do it.

  In the fifth aspect of the invention, in order to generate a predetermined braking force by controlling the engine braking force by changing the gear ratio of the automatic transmission and controlling the torque of the electric motor, the automatic transmission is similar to the second aspect. While it is possible to finely control the deceleration as compared with the case where the deceleration is controlled only by the engine braking force of the speed change control, while appropriately selecting the power running and regeneration of the motor according to the remaining capacity of the power storage device, By changing the gear ratio of the automatic transmission, it is possible to always generate the desired braking force by using the torque control of the electric motor together regardless of the remaining capacity of the power storage device.

  In the fifth aspect of the invention, when the deceleration setting means is operated in a state where the braking force control is not performed by the brake control means, the first forward travel range having all the gear ratios as the speed ranges is set. Since the target deceleration is set based on the deceleration that occurs when the vehicle is traveling, the deceleration that occurs when the second forward travel range is set with a speed ratio other than the speed ratio on the high speed side set. The deceleration can be appropriately controlled as compared with the case where the target deceleration is set based on the speed. That is, the deceleration that occurs when the second forward travel range is set is such that the engine braking force increases on the high speed side because the speed range on the high speed side is limited, and such deceleration is the reference. If the target deceleration is set, the deceleration may be larger than necessary on the high speed side.

  The vehicle deceleration control device of the present invention is preferably applied to a vehicle equipped with an engine and an electric motor so as to be able to transmit power between the drive wheels of the vehicle as in the second aspect of the invention. The present invention can be applied to various vehicles such as those that are capable of transmitting power only to the drive wheels of the vehicle. The electric motor has a function of an electric motor that converts electrical energy into rotational motion, a generator that converts rotational motion into electrical energy, or both.

  The present invention includes an engine-driven vehicle using only an engine as a power source, an electric vehicle using only an electric motor as a power source, a hybrid vehicle using both an engine and an electric motor as power sources, and a prime mover other than the engine and the motor as power sources. The present invention can be applied to various vehicles such as a vehicle equipped with three or more prime movers. Hybrid vehicles include parallel hybrid vehicles that can transmit engine power directly to drive wheels, and series hybrid vehicles that use power from the engine only for power generation and not directly to the drive wheels.

  The brake force control by the brake control means is based on engine brake control by changing the gear ratio of the automatic transmission, regenerative braking torque of the electric motor, increase of braking force due to reverse running direction power running torque, or forward running direction power running torque. This is done to generate a predetermined braking force by reducing the braking force, etc. In addition to such a power source brake, the braking force is controlled using another braking device such as a wheel brake provided on the wheel. You can also Depending on the type of engine, various modes are possible, such as controlling the engine braking force by controlling the opening / closing timing of the intake / exhaust valve, the lift amount, or the throttle valve opening.

  The automatic transmission is not limited to a stepped transmission such as a planetary gear type or a parallel shaft type, and a continuously variable transmission such as a belt type or a toroidal type can also be used. However, the automatic transmission is not necessarily an essential element in implementing the first invention.

  The plurality of deceleration setting means can be disposed at various positions near the driver's seat, such as a predetermined operation position of the shift lever, a steering wheel, a steering column, an instrument panel, etc. The first deceleration setting means for instructing increase / decrease by operation and the second deceleration setting means disposed separately from the shift lever at or near the steering wheel are configured. The shift lever may be disposed on the steering column or on the center console portion next to the driver's seat, but when the second deceleration setting means is provided on the steering wheel or in the vicinity thereof, It is desirable to arrange in the center console part beside the driver's seat.

  As the deceleration setting means, for example, an automatic return type switch that automatically returns to the original position is used, and various modes such as a push button type and a lever type are possible. For example, the target deceleration is 1 for each ON operation. The target deceleration is increased or decreased step by step, but the target deceleration may change continuously or jump over two or more steps depending on the duration of the ON operation. The target deceleration may be continuously increased or decreased according to the duration of the ON operation. One deceleration setting means includes, for example, a pair of switches for Decel for increasing the target deceleration and for Can-Decel for decreasing the target deceleration.

  Although the deceleration control mode may be executed only by operating the deceleration setting means, the deceleration for turning ON (execution) and OFF (release) the deceleration control mode separately from the deceleration setting means. A control mode selection switch or the like can also be provided. For example, a deceleration control mode selection position is provided as an operation position of the shift lever, and the deceleration control mode is executed by operating to the deceleration control mode selection position, and the deceleration control mode selection is performed. The switch for Decel and Can-Decel is provided at the position so that the target deceleration can be increased or decreased by operating the shift lever.

  The deceleration control mode is established only when the deceleration control mode is selected by the deceleration control mode selection switch, such as when the shift lever is operated to the deceleration control mode selection position, and the operation of the deceleration setting means is effective. However, even when the deceleration control mode is not selected, when an operation in the direction of increasing the target deceleration is performed by the deceleration setting means provided on the steering wheel or the like, The execution of the deceleration control mode may be started as it is, and the operation of the deceleration control becomes easier.

  When switching to the deceleration control mode by the deceleration setting means, for example, when the target deceleration is reduced (down) by the deceleration setting means to be the same as when the deceleration control mode is released, or the shift lever is The configuration is such that the deceleration control mode is canceled when the vehicle is returned to the normal travel position (D position or the like) after being operated to the speed control mode selection position.

  When controlling the braking force by using both the speed control of the stepped transmission and the torque control of the motor, the amount of change when the target deceleration is changed stepwise by the target deceleration control means according to the operation of the deceleration setting means is It is desirable that the braking force be finely controlled by a combination of torque control and shift control of the electric motor, which is smaller than the amount of change in deceleration achieved by the shift of the stepped transmission. The amount of change on the increase side and the amount of change on the decrease side of the target deceleration set to be increased or decreased by the target deceleration control means may be the same, but the amount of change on the increase side and the decrease side may be different.

  The brake control means that controls the braking force according to the target deceleration obtains the necessary braking force to obtain the target deceleration from a predetermined arithmetic expression or data map, and generates the necessary braking force with a power source brake etc. However, since the necessary braking force varies depending on the driving environment such as the road surface gradient and the vehicle weight (the number of passengers), it is desirable to obtain the necessary braking force using the driving environment as a parameter. It is also possible to detect the deceleration and feedback control the braking force so as to achieve the target deceleration.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
1A is a skeleton diagram of a drive device 8 for a hybrid vehicle to which the present invention is applied, and FIG. 1B is a diagram showing a plurality of gear stages of an automatic transmission 10 provided in the drive device 8. It is an action | operation table | surface explaining the action | operation state of the engagement element at the time. The vehicle drive device 8 includes an engine 30 that generates power by burning fuel, a first electric motor MG1, a second electric motor MG2, and an automatic transmission 10 on the same axis in that order, and the vehicle longitudinal direction ( It is suitably used for an FR vehicle mounted vertically. The engine 30 and the second electric motor MG2 are mainly used as a driving power source, and the first electric motor MG1 is mainly used for starting the engine and generating electric power. Each of the first electric motor MG1 and the second electric motor MG2 has both functions of an electric motor and a generator. The first electric motor MG1 is connected to the engine 30 via a damper (not shown), and a clutch Ci is provided between the first electric motor MG1 and the second electric motor MG2, and the engine 30 and the first electric motor MG1. And power transmission between the second motor MG2 and the second motor MG2. The electric motors MG1, MG2 and the automatic transmission 10 are substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The automatic transmission 10 includes a first transmission unit 14 mainly composed of a double pinion type first planetary gear unit 12, a single pinion type second planetary gear unit 16, and a double pinion type third planetary gear unit. The second transmission unit 20, which is mainly composed of 18, is provided on a coaxial line, and the rotation of the input shaft 22 is shifted and output from the output shaft 24. The input shaft 22 corresponds to an input member, and is integrally connected to the rotor of the second electric motor MG2. The output shaft 24 corresponds to an output member, and is connected to the left and right via a propeller shaft and a differential gear device. The drive wheel is rotated.

  FIG. 2 represents the rotational speeds of the rotating elements (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3) of the first transmission unit 14 and the second transmission unit 20 of the automatic transmission 10 in a straight line. In the collinear chart, the lower horizontal line is the rotational speed “0”, the upper horizontal line is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 22, and the clutches C1 to C4 and the brakes B1 and B2 are operated. According to the state (engaged, released), the eight forward gear stages from the first speed forward gear stage “1st” to the eighth speed forward gear stage “8th” are established, and the first reverse gear stage “Rev1” and Two reverse gear stages of the second reverse gear stage “Rev2” are established. The operation table in FIG. 1B summarizes the relationship between the above-mentioned gear stages and the operation states of the clutches C1 to C4 and the brakes B1 and B2, and “◯” represents engagement. The gear ratios of the respective gear stages are the gear ratios of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18 (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2, ρ3. As appropriate. Reference numeral 26 in FIG. 1 (a) denotes a transmission case.

FIG. 3 is a block diagram for explaining the outline of a control system provided in the vehicle for controlling the automatic transmission 10, the engine 30, the electric motors MG1, MG2, and the like. The operation amount Acc of the accelerator pedal 50 is the accelerator operation. It is detected by the quantity sensor 52. The accelerator pedal 50 is largely depressed according to the driver's requested output amount, and corresponds to an accelerator operation member, and the accelerator operation amount Acc corresponds to the requested output amount. The intake pipe of the engine 30 is provided with an electronic throttle valve 56 whose opening angle (opening) θ _TH is controlled by a throttle actuator 54. Further, the engine speed sensor 58 for detecting the rotational speed NE of the engine 30, the intake air quantity sensor 60 for detecting the intake air quantity Q of the engine 30, and the electronic throttle valve 56 are fully closed (idle state). And a throttle valve opening sensor 62 with an idle switch for detecting the opening θ _TH , a vehicle speed sensor 64 for detecting the vehicle speed V (corresponding to the rotation speed Nout of the output shaft 24), and the rotation speed of the first electric motor MG1. MG1 rotational speed sensor 66 for detecting NM1, MG2 rotational speed sensor 68 for detecting the rotational speed NM2 of the second electric motor MG2 (= the rotational speed Nin of the input shaft 22), and the operating position (operating position) of the shift lever 72 ) lever position for detecting the P _SH sensor 74, to detect that the shift lever 72 is operated to the E position E position switch 76, SOC sensor 78 for detecting the remaining capacity SOC of the battery 77 connected to the electric motors MG1, MG2, a first Decel switch 80, a first Can-Decel switch 81, a second Decel switch 82, a second Can- A Decel switch 83 and the like are provided, and from these sensors and switches, the engine speed NE, the intake air amount Q, the throttle valve opening θ _TH , the vehicle speed V, the first motor speed NM1, the second motor speed NM2 are provided. , Operation position P _SH of shift lever 72, presence / absence of operation to E position, remaining capacity SOC, first Decel command Decel1, first Can-Decel command Can-Decel1, second Decel command Decel2, second Can-Decel command Can-Decel2, etc. The To signal it is supplied to the electronic control unit 90.

  The electronic control unit 90 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, output control of the engine 30, shift control of the automatic transmission 10, power running / regenerative control of the motors MG1, MG2, etc. are performed, and a plurality of operation modes in which the operating states of the engine 30, the motors MG1, MG2 are different Drive on. FIG. 5 shows an example of the operation mode. In the engine travel mode, the engine is connected by engaging the clutch Ci, and the engine 30 travels by generating a driving force. The battery 77 can be charged by regeneratively controlling the first electric motor MG1 as necessary, such as when the engine 30 has room. In the engine + motor running mode, the engine 30 is connected by engaging the clutch Ci, and the engine 30 and the second electric motor MG2 generate driving force to run. In the motor travel mode, the clutch Ci is released to shut off the engine 30, and the second electric motor MG2 generates driving force to travel. When the remaining capacity SOC is small, the engine 30 is operated as necessary, and the first electric motor MG1 is regeneratively controlled to charge the battery 77. In the deceleration control mode, the clutch Ci is engaged and the engine 30 is connected, the fuel supply to the engine 30 is cut off to generate engine brake, and the second electric motor MG2 is controlled by powering or regenerative control. Then, a predetermined power source brake is generated. Similarly to the second electric motor MG2, the first electric motor MG1 can be used for adjusting the power source brake by performing power running or regenerative control.

Further, the shift control of the automatic transmission 10 by the electronic control unit 90 is performed in accordance with the operation position P _SH of the shift lever 72. The shift lever 72 is disposed in the vicinity of the driver's seat (center console portion) and is operated to move according to the shift pattern 120 shown in FIG. 6. The shift pattern 120 includes “P (parking)”, “ Operation positions of “R (reverse)”, “N (neutral)”, “D (drive)”, “7”, “6”,... “L” are provided along the longitudinal direction of the vehicle. The “P” position is a parking position, the automatic transmission 10 is in a power transmission cut-off state, and the output shaft 24, that is, the drive wheel is made non-rotatable mechanically by a parking lock mechanism or the like according to the movement operation of the shift lever 72, for example. Fixed. The “R” position is a reverse travel position for performing reverse travel. For example, when the manual valve of the hydraulic control circuit 98 (see FIG. 3) is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 is moved backward. The gear stage “Rev1” or “Rev2” is established. The “N” position is a power transmission cut-off position. For example, when the manual valve is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 releases all of the clutches C1 to C4 and the brakes B1 and B2. The power transmission is cut off.

  The “D” position is a forward travel position where the forward gear of the automatic transmission 10 is automatically switched to advance, that is, a forward travel position. For example, the manual valve is mechanically switched according to the movement operation of the shift lever 72. It is possible to establish all the forward gears “1st” to “8th”, and the highest gear that automatically shifts using all the forward gears “1st” to “8th”. The D range (automatic transmission mode) is established. That is, when the shift lever 72 is operated to the “D” position, this is judged from the signal of the lever position sensor 74 to electrically establish the D range, and the first forward gear stage “1st” to the eighth Shift control is performed using all the forward gears of the fast forward gear “8th”. More specifically, the hydraulic circuit is switched by controlling the excitation and de-excitation of a plurality of sonolide valves provided in the hydraulic control circuit 98 and the AT solenoid 99 of the linear solenoid valve, and the clutch as shown in FIG. By changing the operating states of C1 to C4 and the brakes B1 and B2, any one of the first forward gear stage “1st” to the eighth forward gear stage “8th” is established. For example, as shown in FIG. 8, the shift control is performed according to shift conditions such as a shift map stored in advance using the vehicle speed V and the accelerator operation amount Acc as parameters, and the vehicle speed V decreases or the accelerator operation amount Acc increases. As a result, the forward gear on the low speed side having a large gear ratio is established.

  The “7” to “L” positions are manual shift positions for switching a plurality of predetermined shift ranges by manual operation. Depending on the operation positions “7”, “6”,. .., L shown in FIG. 9 are established. FIG. 9 is a diagram showing the shift range and the shift range. Numbers “1” to “8” in the gear stage column represent the first speed forward gear stage “1st” to the eighth speed forward gear stage “8th”. The lowest speed forward gear stage having the largest gear ratio is the first speed forward gear stage “1st”, and the highest speed forward gear stage is changed one by one. In each shift range, a shift is automatically performed in the range from the first forward gear stage “1st” to the highest forward gear stage according to the same shift conditions as the D range. Therefore, for example, when the shift lever 72 is sequentially switched from “D” position to “7” position, “6” position, “5” position,. 6 → 5 →..., The eighth forward gear stage “8th” to the seventh forward gear stage “7th”, the sixth forward gear stage “6th”, and the fifth forward gear stage “5th” Are sequentially downshifted to. The D range corresponds to the first forward travel range, and the L-7 range corresponds to the second forward travel range.

  An “E” position is provided beside the “D” position, that is, on the side closer to the driver's seat. The “E” position is a deceleration control mode selection position for executing the deceleration control mode of FIG. 5. When the shift lever 72 is moved to the “E” position, this is the E position switch 76. Detected by. Before and after the “E” position, a “Can-Decel” position for reducing the target deceleration and a “Decel” position for increasing the target deceleration are provided. When operated to the “Decel” position or the “Can-Decel” position, this is detected by the first Decel switch 80 and the first Can-Decel switch 81, and the first Decel command Decel1 and the first Can-Decel command Can-Decel1 are changed. A deceleration instruction signal is supplied to the electronic control unit 90. As a result, the target deceleration in the deceleration control mode in which the deceleration is controlled by the power source brake is changed, and when it is desired to increase the deceleration, that is, when sudden braking is desired, the shift lever 72 is moved backward ("Decel" When it is desired to reduce the deceleration, that is, when gentle braking is desired, the shift lever 72 may be tilted forward (the “Can-Decel” position side).

  The shift lever 72 does not slide continuously in the front-rear direction, but moves with a sense of moderation. That is, the shift lever 72 takes one of three states: a neutral state, a state where it is tilted forward, and a state where it is tilted backward. When the driver loosens the force applied to the shift lever 72, the shift lever 72 is immediately returned to the neutral position, that is, the “E” position by the biasing means such as a spring, and the first Decel switch 80 and the first Can− The Decel switch 81 is automatically returned to the OFF state by an urging means such as a spring. The shift lever 72 for turning on the first Decel switch 80 and the first Can-Decel switch 81 is a first deceleration setting means, and the E position switch 76 corresponds to a deceleration control mode selection switch.

  In the deceleration control mode, in addition to the operation of the shift lever 72 described above, the second Decel switch 82 and the second Can-Decel switch 83 disposed on the steering column 86 in the vicinity of the steering wheel 84 as shown in FIG. The target deceleration is also increased / decreased by rotating operation (ON operation) as shown in FIG. That is, when the second Decel switch 82 and the second Can-Decel switch 83 are rotated, the second Decel command Decel2 and the second Can-De- nd are supplied from the second Decel switch 82 and the second Can-Decel switch 83 to the electronic control unit 90. A deceleration instruction signal representing the Decel command Can-Decel2 is output, and the target deceleration is increased or decreased. Each of the second Decel switch 82 and the second Can-Decel switch 83 is an automatic return type switch that is turned on by the driver, and automatically returns to the original position (OFF state) by an urging means such as a spring. Be made. Further, it is provided in a place where the driver can easily operate with the index finger of the right hand or the left hand even while the driver is rotating the steering wheel 84. The second Decel switch 82 and the second Can-Decel switch 83 are second deceleration setting means.

  The deceleration control by the deceleration control mode is executed by the deceleration control mode execution means 110 of FIG. 4 functionally provided in the electronic control unit 90, and the shift lever 72 is moved to the “Decel” position or “Can-Decel”. The first Decel command Decel1 and the first Can-Decel command Can-Decel1 output by being operated to the position, and the operation of the second Decel switch 82 and the second Can-Decel switch 83 disposed in the steering column 86 are output. The power source brake is controlled while changing the target deceleration according to the second Decel command Decel2 and the second Can-Decel command Can-Decel2. The deceleration control mode execution means 110 has a target deceleration control means 112 and a power source brake control means 114, and performs signal processing according to the flowcharts of FIGS. Steps S2 to S7 in FIG. 10 are executed by the target deceleration control means 112, and step S8 is executed by the power source brake control means 114. FIG. 11 is a flowchart for specifically explaining the processing content of step S8 of FIG. FIG. 16 is an example of a time chart when the deceleration control is performed according to the flowcharts of FIGS. 10 and 11.

  The flowchart of FIG. 10 is executed when the shift lever 72 is operated to the “D” position or the “E” position. In step S1, whether or not the deceleration control mode is being executed, for example, is being executed. Judgment is based on a flag representing If the deceleration control mode is being executed, step S4 and subsequent steps are executed. If not, it is determined whether or not the deceleration control mode has been selected in step S2. This is because the deceleration control mode is selected not only when the shift lever 72 is operated from the “D” position to the “E” position, but also when the second Decel switch 82 disposed on the steering column 86 is turned ON. Therefore, it is possible to shift to the deceleration control mode with a simple operation. When the second Decel switch 82 is turned on, it is longer than the case where it is determined whether or not the second Decel switch 82 is turned on in step S5 during execution of the deceleration control mode in order to prevent a shift to the deceleration control mode due to an erroneous operation. Only when the ON operation is continued for a certain time, it is determined that the deceleration control mode is selected. Note that when the second Can-Decel switch 83 is turned on, the deceleration cannot be reduced any further, and the process is terminated without shifting to the deceleration control mode.

If the deceleration control mode is selected, the initial value of the target deceleration is set in step S3, and then step S8 is executed to drive the power source brake, that is, the automatic shift so as to decelerate at the target deceleration. The engine brake control by the shift control of the machine 10 and the torque control of the second electric motor MG2 are performed, and a flag indicating that the deceleration control mode is being executed is turned ON. As the initial value of the target deceleration, for example, as shown by the solid line in FIG. 12, the vehicle speed V is set as a parameter so that the higher the higher vehicle speed is, the deceleration control by the deceleration control mode as shown by the broken line. Is not executed, that is, when the vehicle is coasting with the accelerator off in the D range, and the deceleration when only the engine brake in the fuel cut state is acting is set as a reference, a deceleration larger by a predetermined amount is determined. ing. That is, when the deceleration control mode is newly started, the target deceleration is set according to the vehicle speed V at that time with reference to the deceleration at the start (broken line in FIG. 12). The deceleration when the deceleration control mode is not executed is uneven at the gear position switching position, but the broken line in FIG. 12 shows the unevenness smoothed. The initial value and the subsequent deceleration The target deceleration that is set to increase or decrease in the control mode is set according to a data map or arithmetic expression without such irregularities as shown by a solid line or a one-dot chain line in FIG. At time t _{1 in} FIG. 16, the target deceleration (initial value) is set by shifting to the deceleration control mode by turning on the second Decel switch 82, and the regenerative torque control of the second electric motor MG2 is performed according to the target deceleration. Is the time when was started. The target deceleration = 0 in FIG. 16 is a deceleration obtained without performing special deceleration control when the accelerator is OFF in the D range, and the engine brake generated according to the vehicle speed V based on the gear stage of the automatic transmission 10. This means a reference value obtained by force (broken line in FIG. 12). In setting the target deceleration, it is possible to consider a road surface gradient as shown in FIG. 13, and a target deceleration larger than that of a horizontal flat road may be set on a downward gradient.

  If the determination in step S1 is YES, that is, if the deceleration control mode is already being executed, the current target deceleration is read in step S4, and whether or not there is an instruction to increase or decrease the deceleration in step S5. to decide. In the present embodiment, the first decel command Decel1 and the first can-decel command Can-Decel1 output by operating the shift lever 72 to the “Decel” position or the “Can-Decel” position, and the steering column 86 are arranged. The second Decel command 82 and the second Can-Decel command 83 that are output by the operation of the second Decel switch 82 and the second Can-Decel switch 83 are processed without distinction, and any one of them is preliminarily processed. It is determined whether or not it has been continuously supplied for a predetermined time. When the Decel command Decel1 or Decel2 is supplied, the target deceleration is increased by a predetermined constant amount β in step S6, while the Can-Decel command Can-Decel1 or Can-Decel2 is supplied. In the same manner, after the target deceleration is decreased by the change amount β in step S6, the power source brake control is performed in step S8. If no signal is supplied, the current deceleration is determined in step S7. Step S8 is executed while maintaining the target deceleration. In the present embodiment, the amount of change β is a constant value, but may be variably set using the vehicle speed V or the like as a parameter, or may be a value different between the increase side and the decrease side of the target deceleration. It is also possible to continuously change the amount of change β according to the duration of the Decel commands Decel 1 and Decel 2 and the Can-Decel commands Can-Decel 1 and Can-Decel 2 to continuously increase and decrease the target deceleration. .

At time t _{2 in} FIG. 16, the shift lever 72 is operated from the “D” position to the “E” position and is also operated to the “Decel” position, and the first Decel command Decel 1 is supplied. The time t ₄ is increased by one step (β), and the second deceleration command 82 of the steering column 86 is operated to supply the second Decel command Decel 2, so that the target deceleration is further increased by one step (β). Increased time. Further, the time t ₅ is a time when the target deceleration is decreased by one step (β) by operating the second Can-Decel switch 83 of the steering column 86 and supplying the second Can-Decel command Can-Decel 2. At time t ₆ , the target deceleration is further decreased by one step (β) by operating the shift lever 72 to the “Can-Decel” position and supplying the first Can-Decel command Can-Decel 1. It's time. The amount of change β is smaller than the amount of change in deceleration achieved by the shift of the automatic transmission 10, and the braking force is finely controlled by the combination of the regenerative torque control and the shift control of the second electric motor MG2. At time t ₄ , the automatic transmission 10 is downshifted from the eighth forward gear stage “8th” to the seventh forward gear stage “7th”, and the regenerative torque of the second electric motor MG2 is reduced by one stage. As a result, the power source brake is increased by a predetermined amount corresponding to the target deceleration change amount β.

Further, in step S5, when the time interval TD from the previous ON operation is shorter than the predetermined OFF time, the ON is performed in order to avoid a significant change in deceleration due to a short continuous operation. operation is adapted to invalidate the time t ₃ in FIG. 16, "Decel" determination regardless step S5 in operation to position NO (negative) of the shift lever 72, and the current target at step S7 This is when the deceleration is maintained. This OFF time is similarly applied to the operation of the shift lever 72 to the “Can-Decel” position, the second Decel switch 82, and the second Can-Decel switch 83, and a sudden change in deceleration is prevented. Various modes are possible, such as limiting only the side on which the target deceleration is increased, and enabling the continuous operation on the Can-Decel side for reducing the target deceleration. In addition, increase / decrease control of the power source brake also occurs when the engine speed NE is over-rotated due to downshift of the automatic transmission 10 by deceleration control, or when the behavior of the vehicle becomes unstable due to a change in driving force. Will be cancelled.

  Next, the power source brake control in step S8 will be specifically described with reference to the flowchart of FIG. In step R1 in FIG. 11, the required brake torque is calculated according to the target deceleration set in step S3, S6, or S7. For example, as shown by a solid line in FIG. 14, this is obtained according to a predetermined data map or arithmetic expression so that the required brake torque increases as the target deceleration increases, but at the stage where the target deceleration is set. When the road surface gradient is not taken into consideration, the road surface gradient is taken into consideration at the stage of obtaining the required brake torque, and for example, as shown by a broken line in FIG. It is desirable to do so. In addition, regarding the vehicle weight (number of passengers, etc.), it is desirable that the necessary brake torque increases as the vehicle weight increases. However, it is determined irrespective of whether or not the foot brake is operated and the foot brake force, and the power source brake is not changed by the change of the foot brake operation.

  In step R2, it is determined whether or not the remaining capacity SOC is equal to or less than a predetermined upper limit value α. If SOC ≦ α, the battery 77 can be charged. Therefore, in step R3, the necessary brake torque is generated. The high-speed side forward gear stage is set within a range where the engine speed can be reduced, and the second electric motor MG2 is regeneratively controlled in step R4 so that the target brake torque can be obtained by both the engine brake force and the regenerative torque. If SOC> α, the battery 77 cannot be charged. Therefore, in step R5, the low-speed forward gear is set within a range in which the necessary brake torque can be generated, and in step R6, (2) The electric motor MG2 is subjected to power running control, and the target braking torque is obtained by reducing the engine braking force with the power running torque.

  That is, the power source brake torque is obtained by adding the engine brake torque obtained in accordance with the gear stage of the automatic transmission 10 and the power running torque or the regenerative torque of the second electric motor MG2. If the second electric motor MG2 is regeneratively controlled around the engine brake torque in the forward gear, the power source brake torque can be increased to the range indicated by the broken line in accordance with the regenerative torque. In addition, if the second motor MG2 is subjected to power running control, the power source brake torque can be reduced to the range indicated by the alternate long and short dash line according to the power running torque, and the ranges of the power source brake torque obtained at each gear stage are mutually different. It is overlapped. For example, the power source brake torque range obtained by performing regenerative control of the second electric motor MG2 at the seventh speed forward gear stage “7th” and the power running control of the second electric motor MG2 at the sixth speed forward gear stage “6th” The ranges of the power source brake torque obtained by this overlap each other. Therefore, basically, the second motor MG2 is regeneratively controlled to generate the desired brake torque while charging the battery 77. However, if the battery 77 is fully charged and cannot be charged, the gear stage is lowered and the engine is lowered. The target brake torque can be obtained by increasing the brake torque and reducing the brake torque by powering the second electric motor MG2.

  In addition to the second electric motor MG2, if the first electric motor MG1 is subjected to power running or regenerative control, it is possible to further expand the control range of the power source brake torque at each forward gear stage, depending on the required brake torque. It is also possible to perform power source brake control by selecting an appropriate gear stage from the above forward gear stages. Similarly, when the torque capacity of the second electric motor MG2 is large, it is possible to select from among three or more forward gears. In steps R5 and R6, the low-speed forward gear stage is set and the second motor MG2 is controlled to reduce the braking torque, but the high-speed forward gear stage is set. The braking torque may be increased by applying a power running torque in the reverse rotation direction to the second electric motor MG2.

  Further, when the regenerative torque cannot be obtained due to the failure of the electric motors MG1 and MG2, only the engine braking force by the shift control of the automatic transmission 10 is used. Conversely, when the engine braking force cannot be obtained, such as when the vehicle speed V decreases and the clutch Ci is released, only the regenerative control of the second electric motor MG2 is used.

  Further, when the accelerator pedal 50 is depressed during execution of the deceleration control mode, the torque control of the second electric motor MG2 is stopped and the output of the engine 30 is accelerated without changing the gear stage of the automatic transmission 10. Control is performed according to the operation amount Acc. When the shift lever 72 is operated from the “E” position to the “D” position and the deceleration control mode is released, all the controls in the deceleration control mode are canceled, and the automatic transmission 10 is operated as shown in FIG. A predetermined forward gear is established according to the speed change condition, and the engine 30 and the electric motors MG1 and MG2 are controlled according to the accelerator operation amount Acc. When the deceleration control mode is executed while the shift lever 72 is held at the “D” position, the target deceleration does not perform the deceleration control by operating the second Can-Decel switch 83 (see FIG. 12). The deceleration control mode is also released when it is lowered to the broken line).

  Here, in the deceleration control device of the present embodiment, when the presence or absence of the deceleration increase / decrease instruction is determined in step S5, the shift lever 72 is operated to the “Decel” position or the “Can-Decel” position. The first Decel command Decel1 and the first Can-Decel command Can-Decel1 that are output, and the second Decel command Decel2 and the second Can-Decel that are output by the operation of the second Decel switch 82 and the second Can-Decel 83 disposed in the steering column 86. Since the command Can-Decel2 is processed without distinction and the target deceleration is continuously increased / decreased to control the power source brake regardless of which is operated, the shift lever 72 is controlled according to the driving situation of the vehicle. And the second Decel switch 82, the second Ca Even when operated in combination with -Decel switch 83, its regardless target deceleration to the difference of the operating means is increased or decreased continuously, convenience of the target deceleration setting operation can be improved. For example, when the vehicle is traveling straight at a high speed, the deceleration is adjusted by the second Decel switch 82 and the second Can-Decel switch 83 of the steering column 86, and the target deceleration is not affected even if the deceleration is adjusted by the shift lever 72 during cornering during steering operation. It is continuously increased or decreased to properly control the vehicle deceleration.

  Further, by changing the gear stage of the automatic transmission 10 to control the engine braking force and controlling the second electric motor MG2 by powering or regeneratively generating a predetermined braking force, the shift control of the automatic transmission 10 is performed. Compared with the case where the deceleration is controlled only by the engine braking force, the deceleration can be finely controlled. In particular, since the power source brake torque obtained at each gear stage is overlapped with each other, basically, the second motor MG2 is regeneratively controlled to generate the desired brake torque while charging the battery 77. On the other hand, when the battery 77 is fully charged and cannot be charged, the gear stage is lowered to increase the engine brake torque, and the second motor MG2 is controlled by power running to reduce the brake torque. Brake torque can be obtained.

  In addition, the initial value of the target deceleration set in step S3 at the start of execution of the deceleration control mode is the fuel cut state when the deceleration control mode is not executed, that is, when the accelerator is off in the D range. When the engine brake is applied only, that is, the deceleration that is larger by a predetermined amount than the actual deceleration at that time is defined as a reference, and the vehicle speed V is used as a parameter to increase the value of the higher vehicle speed. Since the speed is set, there is no fear that the driver will feel uncomfortable due to a sudden change in deceleration, and appropriate deceleration control is performed according to the vehicle speed V. That is, in a state where the deceleration control mode is not executed, the deceleration differs according to the vehicle speed V as shown by a broken line in FIG. 12, and the deceleration becomes smaller as the vehicle speed V is lower. If the target deceleration at the start is reduced as the vehicle speed V is lower in response to the non-execution of the deceleration control mode, the target deceleration is appropriate in the high vehicle speed region while suppressing a sudden change in the deceleration in the low vehicle speed region. A deceleration can be obtained.

  In step S3, since the target deceleration is set based on the deceleration that occurs when the D range with all the forward gears “1st” to “8th” as the shift range is set, the high speed is set. Compared to the case where the target deceleration is set based on the deceleration generated when the speed range other than the D range where the forward gear stage on the side is limited, that is, the L-7 range is set, the deceleration is appropriate. Can be controlled. In other words, the deceleration that occurs when a speed range other than the D range is set is such that the engine braking force increases on the high speed side because the speed range on the high speed side is limited. If the target deceleration is set, the deceleration may be larger than necessary on the high speed side.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining an example of the vehicle drive device to which this invention is applied suitably, (a) is a skeleton diagram, (b) is the operation | movement explaining the operation state of the engagement element at the time of establishing several gear steps It is a table. FIG. 2 is a collinear diagram of the automatic transmission of FIG. 1. It is a block diagram explaining the principal part of the control system with which the vehicle drive device of FIG. 1 is provided. It is a block diagram explaining the function with which the electronic controller of FIG. 3 is provided regarding deceleration control. It is a figure explaining an example of the operation mode possible with the vehicle drive device of FIG. It is a figure which shows an example of the shift pattern of the shift lever of FIG. It is a figure which shows an example of the 2nd Decel switch and 2nd Can-Decel switch which are arrange | positioned at the steering column. It is a figure which shows an example of the shift map which switches the forward gear stage of the automatic transmission of FIG. 1 automatically. It is a figure explaining the shift range and shift range of the automatic transmission of FIG. FIG. 5 is a flowchart for specifically explaining the contents of signal processing executed by the deceleration control mode execution means of FIG. 4. FIG. 11 is a flowchart for specifically explaining the processing content of step S8 in FIG. 10. It is an example of the data map at the time of setting a target deceleration by step S3, S6 of FIG. It is an example of the data map in the case of setting a target deceleration in consideration of a road surface gradient. It is an example of the data map at the time of calculating | requiring required brake torque from target deceleration. It is a figure explaining the power source brake obtained according to a vehicle speed by torque control of an engine brake and an electric motor. 12 is an example of a time chart when signal processing is performed according to the flowcharts of FIGS. 10 and 11.

Explanation of symbols

  10: automatic transmission 30: engine 72: shift lever (deceleration setting means) 76: E position switch (deceleration control mode selection switch) 82: second Decel switch (deceleration setting means) 83: second Can-Decel switch ( 90: Electronic control unit 110: Deceleration control mode execution means 112: Target deceleration control means 114: Power source brake control means (brake control means) MG1: First motor MG2: Second motor

Claims (5)

Target deceleration control means for setting the target deceleration to increase or decrease according to the operation of the deceleration setting means;
Brake control means for controlling a braking force according to the target deceleration set by the target deceleration control means;
In a vehicle deceleration control device having
A plurality of deceleration setting means;
The target deceleration control means sets the target deceleration when any one of the plurality of deceleration setting means is operated, and then when the other deceleration setting means is operated, the 1 A deceleration control device for a vehicle, characterized in that a new target deceleration is set to increase or decrease following the target deceleration set in accordance with an operation of two deceleration setting means. An engine and an electric motor are provided so that power can be transmitted between the drive wheels of the vehicle, and an automatic transmission is provided in a power transmission path between the engine and the drive wheels.
The said brake control means changes the gear ratio of the said automatic transmission, controls an engine braking force, and also controls the torque of the said electric motor, The predetermined | prescribed braking force is generated. Vehicle deceleration control device. When the operation of the deceleration setting unit is performed in a state where the braking force control is not performed by the brake control unit, the target deceleration control unit is configured to calculate a deceleration generated when the operation is performed. The vehicle deceleration control device according to claim 1 or 2, wherein a target deceleration is set as a reference. The target deceleration control means is based on a deceleration based on the vehicle speed when the operation is performed when the deceleration setting means is operated in a state where the brake force control is not performed by the brake control means. The target deceleration is set as: The vehicle deceleration control device according to claim 1 or 2, wherein: An engine and an electric motor are provided so that power can be transmitted between the drive wheels of the vehicle, and an automatic transmission is provided in a power transmission path between the engine and the drive wheels.
The automatic transmission includes, as a forward travel range, at least a first forward travel range in which all gear ratios are in a gear range, and a second forward travel range in which a gear ratio other than the high speed side gear ratio is in a gear range. With
The brake control means controls the engine braking force by changing the gear ratio of the automatic transmission and controls the torque of the electric motor to generate a predetermined braking force,
The target deceleration control means is configured such that when the deceleration setting means is operated in a state where the braking force control is not performed by the brake control means, the first forward travel range is set. The vehicle deceleration control apparatus according to claim 1, wherein the target deceleration is set based on the generated deceleration.

Images