JP2006076491A - Vehicle deceleration control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily release a deceleration control mode with a simple operation and restrain a variation in braking force at the time of the releasing. <P>SOLUTION: It is possible to shift to a deceleration control mode by the operation of a deceleration setting means of a steering column even if a shift lever is kept to be at a "D" position. The deceleration control mode is released by the D→E→D shift of the shift lever and is also released in case that a target deceleration recovers nearly to a D range by the operation of the deceleration setting means of the steering column. When the target deceleration recovers to the D range to release the deceleration control mode, the deceleration control is immediately stopped in Step S6. When the deceleration control mode is released by the D→E→D or E→D shift of the shift lever, the target deceleration is gradually decreased in Step S3. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle deceleration control device, and more particularly to a method for canceling a deceleration control mode.

  (a) deceleration control mode selection means that can set the deceleration control mode and cancel the deceleration control mode; and (b) when set to the deceleration control mode, the target is set according to the operation of the deceleration setting means. Vehicle deceleration control, comprising: target deceleration control means for increasing or decreasing deceleration; and (c) brake control means for controlling braking force in accordance with the target deceleration set by the target deceleration control means. A device has been proposed. The device described in Patent Document 1 is an example, and when the shift lever is operated to the E position, the deceleration control mode is set. At the E position, the Decel (deceleration acceleration) side or the Can-Decel (deceleration suppression) side is set. By operating, the target deceleration is set to increase or decrease, and the shift control of the automatic transmission, the power running torque control of the electric motor or the regenerative torque control is performed so as to generate a predetermined braking force according to the target deceleration. To be done. 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.

JP 2000-2445016 A

  By the way, in Patent Document 1, unless the shift lever is operated to the E position to set the deceleration control mode, the Decel switch and the Can-Decel switch of the steering wheel are ineffective, so the operability is not always good. For this reason, even if the Decel switch of the steering wheel is operated while the shift lever is held at the D position (forward travel position), it is conceivable to set the deceleration control mode to perform the deceleration control. In that case, it becomes a problem how to cancel the deceleration control mode. In addition, when the deceleration control mode is canceled, if the deceleration control is suddenly terminated in a state where the target deceleration is large, the braking force (driving force) may change abruptly, causing the driver to feel uncomfortable. There was still room for improvement in the method of canceling the deceleration control mode.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to be able to cancel the deceleration control mode with a simple operation and to suppress fluctuations in braking force at the time of cancellation.

  In order to achieve such an object, according to a first aspect of the present invention, when a deceleration control mode is set, a vehicle deceleration control that controls a braking force according to a target deceleration that is increased or decreased according to an operation of a deceleration setting means. The apparatus comprises a plurality of deceleration setting means, and the deceleration control mode can be canceled by operating at least one deceleration setting means of the plurality of deceleration setting means.

  According to a second aspect of the present invention, in the vehicle deceleration control apparatus according to the first aspect of the present invention, the target deceleration is not performed by the deceleration control mode by the operation of at least one of the plurality of deceleration setting means. The deceleration control mode is released when the deceleration is reduced to the same deceleration as the case.

  According to a third aspect of the present invention, there is provided a vehicle deceleration control apparatus for controlling a braking force according to a target deceleration that is increased or decreased according to an operation of a deceleration setting means when the deceleration control mode is set. Can be released by a plurality of types of release operations, and the method for changing the target deceleration when releasing the deceleration control mode differs depending on the type of the release operation.

  According to a fourth aspect of the present invention, there is provided the vehicle deceleration control apparatus according to the third aspect, further comprising: (a) a deceleration control mode selection means capable of setting the deceleration control mode and releasing the deceleration control mode; b) The deceleration control mode can be canceled by both the deceleration control mode selection means and the deceleration setting means, and (c) the deceleration control mode is canceled by the deceleration control mode selection means. Is characterized in that the target deceleration is gradually reduced.

  According to a fifth aspect of the present invention, in the vehicle deceleration control device that controls the braking force according to a predetermined target deceleration when the deceleration control mode is set, the target deceleration is set when the deceleration control mode is canceled. It is characterized by being gradually lowered.

  According to a sixth aspect of the present invention, in the vehicle deceleration control apparatus according to the fourth or fifth aspect of the present invention, the change pattern when the target deceleration is gradually decreased varies depending on the vehicle speed.

  In the vehicle deceleration control device according to the first aspect of the invention, the deceleration control mode can be canceled by operating at least one deceleration setting means among a plurality of deceleration setting means for setting the target deceleration to increase or decrease. The release operation of the control mode is facilitated, and the usability of the deceleration control is improved.

  In the second invention, the deceleration control mode is set when the target deceleration set by the deceleration setting means is lowered to a deceleration equivalent to the case where the deceleration control by the deceleration control mode is not performed. Since the release is released, the target deceleration is gradually changed to release the deceleration control mode, and a sudden change in braking force such as a power source brake is suppressed, thereby improving the riding comfort.

  In the vehicle deceleration control device according to the third aspect of the present invention, the deceleration control mode can be released by a plurality of types of release operations, so the release operation of the deceleration control mode is facilitated and the ease of use of the deceleration control is improved. Further, since the method of changing the target deceleration differs depending on the type of the release operation, it is possible to appropriately suppress the braking force fluctuation (driving force fluctuation) according to the release method, for example, the brake force fluctuation is small In this case, the target deceleration can be set to 0 and the deceleration control can be immediately terminated to quickly shift to the normal driving mode. On the other hand, if the braking force fluctuation is large, the target deceleration is gradually decreased to reduce the deceleration. Ride comfort can be improved by suppressing a shock at the end of the control mode.

  The fourth invention includes a deceleration control mode selection means capable of setting and canceling the deceleration control mode, and the deceleration control mode is canceled by both the deceleration control mode selection means and the deceleration setting means. When the deceleration control mode is canceled by the deceleration control mode selection means, the target deceleration is gradually decreased. Therefore, even if the deceleration control mode is canceled with the target deceleration being large, Abrupt changes in braking force are suppressed, improving ride comfort.

  In the vehicle deceleration control device according to the fifth aspect of the present invention, the target deceleration is gradually lowered when the deceleration control mode is canceled. Therefore, even if the deceleration control mode is canceled while the target deceleration is large, the brake is Abrupt changes in power are suppressed, improving ride comfort.

  In the sixth aspect of the invention, since the change pattern when the target deceleration is gradually reduced, for example, the rate of change differs depending on the vehicle speed, the brake force is suddenly reduced by reducing the target deceleration with an appropriate change pattern according to the vehicle speed. The deceleration control can be promptly terminated while suppressing a shock due to a change.

  The vehicle deceleration control device of the present invention is preferably applied to, for example, a vehicle equipped with an engine and an electric motor so that power can be transmitted between the vehicle and driving wheels of the vehicle. It can be applied to various vehicles such as a vehicle that can transmit power between the two. 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 present invention provides, for example, (a) target deceleration control means for setting a target deceleration to be increased or decreased according to an operation of the deceleration setting means when the deceleration control mode is set, and (b) set by the target deceleration control means. And brake control means for controlling the braking force in accordance with the target deceleration.

  The brake force control by the brake control means includes engine brake control by changing the gear ratio of the automatic transmission, regenerative braking torque of the motor, increase of braking force due to reverse running direction power running torque, or forward running direction power running torque. In order to generate a predetermined braking force by reducing the braking force by, for example, in addition to such a power source brake, other braking devices such as a wheel brake provided on the wheel are used to reduce the braking force. It can also be controlled. 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. 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.

  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.

  The plurality of deceleration setting means of the first invention can be arranged at various parts 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 to increase / decrease by operating the shift lever, and the second deceleration setting means arranged separately from the shift lever at or near the steering wheel. 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.

  Then, for example, the deceleration control mode is set by turning on the Decel switch of the second deceleration setting means disposed at or near the steering wheel, and the Can-Decel of the second deceleration setting means. The deceleration control mode can be canceled by turning on the switch. In that case, in the second invention, the deceleration control mode is canceled when the target deceleration is lowered to the same deceleration as when the deceleration control by the deceleration control mode is not performed by the Can-Decel switch. However, in the first invention, for example, the deceleration control mode may be canceled by a continuous operation of the Can-Decel switch for a predetermined time or longer. The first invention is configured to release the deceleration control mode when a predetermined operation is performed in a direction of decreasing the target deceleration, for example.

  The deceleration control mode selection means according to the fourth aspect of the invention provides a deceleration control mode selection position as an operation position of the shift lever, for example, and the deceleration control mode is set by operating to the deceleration control mode selection position. Configured as follows. In addition, at the deceleration control mode selection position, for example, a switch for Decel and Can-Decel is provided as first deceleration setting means, and the target deceleration can be increased or decreased by operating the shift lever. As the deceleration control mode selection means, an ON-OFF switch or the like can be provided separately from the shift lever.

  In the fourth invention, as a method of changing the target deceleration when the deceleration control mode is canceled by the deceleration setting means, for example, when the deceleration control by the deceleration control mode is not performed as in the second invention. If the deceleration control mode is canceled when the target deceleration is reduced to the same deceleration as the target deceleration, the target deceleration has already decreased, so the target deceleration is 0, that is, the deceleration control is not performed. The deceleration control is immediately terminated.

  The fifth aspect of the invention is preferably applied, for example, when the deceleration control mode is canceled by the deceleration control mode selection means, particularly when the deceleration control mode is canceled when the target deceleration is large. The present invention can also be applied when the deceleration control mode is canceled by the deceleration setting means as in the invention.

  In the sixth aspect of the invention, the change pattern when gradually reducing the target deceleration is, for example, a constant change rate, and the change rate is made different according to the vehicle speed. For example, the change rate increases as the vehicle speed increases. It is determined to decrease at. When implementing the fourth and fifth inventions, for example, the change pattern (change rate, etc.) is made different according to the target deceleration at the time of releasing the deceleration control mode, and the larger the target deceleration, the lower the change rate. Various modes are possible, such as. The change pattern may decrease the target deceleration stepwise, and may change the number of steps and time depending on the vehicle speed or the like.

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. The speed ratio shown in FIG. 1B is the case where ρ1 = 0.463, ρ2 = 0.463, and ρ3 = 0.415. 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. The shift lever 72 also serves as a deceleration control mode selection means. When operated to the “E” position, the E position switch 76 is turned on to set the deceleration control mode, and the shift lever 72 is returned to the “D” position. As a result, the E position switch 76 is turned OFF to cancel the deceleration control mode.

  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. Step S12 in FIG. 10 is a deceleration control mode setting means, step S3 is a deceleration control gradual change ending means for ending deceleration control by gradually decreasing the target deceleration, and step S6 immediately ends the deceleration control. Step S4 is a deceleration control mode canceling means. Steps S9 and S13 are executed by the target deceleration control means 112, and step S10 is executed by the power source brake control means 114. FIG. 11 is a flowchart for specifically explaining the processing content of step S10 of FIG. 17 to 19 are examples of time charts 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 S2 and subsequent steps are executed. If not, it is determined in step S11 whether the deceleration control mode has been selected. 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 S9 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 deceleration control mode is set in step S12, and a flag indicating that the deceleration control mode is being executed is turned ON. Thereby, in subsequent cycles, step S2 and subsequent steps are executed following step S1. In addition, after setting the initial value of the target deceleration in step S13, step S10 is executed, and the engine brake control by the power source brake, that is, the engine brake control by the shift control of the automatic transmission 10 is performed so as to decelerate at the target deceleration. 2. Torque control of the electric motor MG2 is performed. For example, the initial value of the target deceleration is set to a larger value for the higher vehicle speed with the vehicle speed V as a parameter as shown by the solid line in FIG. 12, and 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 than that is determined. ing. That is, when the deceleration control mode is newly started, the target deceleration (solid line in FIG. 12) is set according to the vehicle speed V at that time with reference to the deceleration at the start (broken line in FIG. 12). It is. The deceleration when the deceleration control mode is not executed is uneven in the gear position switching position. 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. 17, the target deceleration (initial value) is set by shifting to the deceleration control mode by the ON operation of 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. 17 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, whether or not a release operation for returning the shift lever 72 from the “E” position to the “D” position has been performed in step S2. If the release operation is performed, step S3 and the subsequent steps are executed. If not, that is, it is held in the “E” position or the “D” position, or from the “D” position to the “E” position. Step S5 and the subsequent steps are executed. In step S5, the target deceleration is lowered by operating the shift lever 72 to the “Can-Decel” position or the operation of the second Can-Decel switch 83, and is about the same as the deceleration when the accelerator is off in the D range. Whether or not the target deceleration is 0 and the deceleration control in the deceleration control mode is not performed is reduced to the same deceleration (broken line in FIG. 12). If this is the case, step S6 and subsequent steps are executed. If not, step S9 is executed.

  In step S9, it is determined whether or not a deceleration increase / decrease instruction has been issued. If there is an increase / decrease instruction, the target deceleration is set to increase / decrease, and if there is no increase / decrease instruction, the current target deceleration is maintained. 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 change amount β, while the Can-Decel command Can-Decel1 or Can-Decel2 is supplied. After the target deceleration is decreased by the change amount β, the power source brake control is performed in step S10. If no signal is supplied, step S10 is performed while maintaining the current target deceleration. Execute. 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. .

Time t ₂ in Figure 17, by first 1Decel command Decel1 together with the shift lever 72 is operated from the "D" position to the "E" position is operated to the "Decel" position is supplied, the target deceleration is further The time t ₄ is increased by one step (β), and the second deceleration command 82 is supplied by operating the second Decel switch 82 of the steering column 86, 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.

In addition, when the time interval TD from the previous ON operation is shorter than the predetermined OFF time, the ON operation is invalidated in order to avoid a significant change in deceleration due to a short time continuous operation. The time t _{3 in} FIG. 17 is when the current target deceleration is maintained regardless of the operation of the shift lever 72 to the “Decel” position. 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, the increase / decrease control of the power source brake is canceled also when the engine speed NE is over-rotated due to the downshift of the automatic transmission 10 by the deceleration control.

  The power source brake control in step S10 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 S9 or S13. 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 of the battery 77 is equal to or less than a predetermined upper limit value α. If SOC ≦ α, the battery 77 can be charged. The forward gear stage on the high speed side is set within a range that can be generated, 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.

Returning to FIG. 10, if the determination in step S2 is YES (positive), that is, if the shift lever 72 is operated to return from the “E” position to the “D” position (E → D shift), step S3 is performed. Thus, the target deceleration is gradually decreased to 0, and the deceleration control is performed according to the target deceleration, whereby the power source brake is gradually decreased and the deceleration control is terminated. In this deceleration control gradual change end process, the target deceleration is gradually decreased according to the rate of change determined with the vehicle speed V as a parameter as shown in FIG. If the deceleration control mode release operation (E → D shift) is performed in a state where the target deceleration is large and the automatic transmission 10 is downshifted, the automatic transmission 10 is used together with the upshift. The speed is controlled gradually. Time t ₂ in the time chart of FIG. 18, E → the D shift by the time determination becomes YES in the step S2, the regenerative braking torque of the target deceleration and the second electric motor MG2 In this embodiment, as shown by the chain line Is gradually changed. For this reason, as shown by the solid line, the power source brake is smoothly changed as compared with the case where the deceleration control is immediately terminated with the target deceleration = 0, and the shock at the end of the deceleration control is suppressed. In addition, as shown with a dotted line, it can also reduce in steps.

  Then, in the next step S4, the deceleration control mode is canceled and the flag indicating that the deceleration control mode is being executed is turned OFF. As a result, in the subsequent cycles, the determination in step S1 is NO (negative), and step S11 is executed.

If the determination in step S5 is YES (positive), that is, if the shift lever 72 is operated to the “Can-Decel” position or the second Can-Decel switch 83 is turned on, the target deceleration decreases. If the deceleration is about the same as when the accelerator is off in the range, the deceleration control based on the target deceleration is terminated in step S6. The time t _{3 in} the flowchart of FIG. 19 is a time at which the target deceleration is decreased stepwise by the shift lever 72 being repeatedly operated to the “Can-Decel” position to become 0 and the deceleration control is completed. .

  In the next step S7, it is determined whether or not the shift lever 72 is in the “E” position. If the shift lever 72 is in the “E” position, the process ends in step S8 while maintaining the deceleration control mode. Cancels the deceleration control mode in step S4. That is, when the deceleration control mode is set by turning on the second Decel switch 82 while the shift lever 72 is held at the “D” position, the second Can-Decel switch 83 is turned on and D is set. When the deceleration returns to the range, the deceleration control mode is canceled based on the ON operation of the second Can-Decel switch 83, while the shift lever 72 is held at the “E” position. The deceleration control mode continues as it is even when the target deceleration becomes 0 and the deceleration control is finished. By executing step S2 and subsequent steps after step S1, the shift lever 72 is moved to the “Decel” position. By operating or turning on the second Decel switch 82, the deceleration control immediately after step S9 is performed. It is carried out.

  If 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.

  Here, in the deceleration control device of the present embodiment, a second Decel switch 82 and a second Can-Decel switch 83 are provided on the steering column 86 in addition to the shift lever 72 as deceleration setting means for setting the target deceleration to be increased or decreased. Even if the shift lever 72 is kept at the “D” position, the second Decel switch 82 can be turned on to shift to the deceleration control mode, and the deceleration control can be performed with a simple operation. . In this case, the deceleration control mode can be canceled in steps S3 and S4 by shifting the shift lever 72 by D → E → D. In this embodiment, however, the second Can-Decel switch 83 is turned on to correspond to the D range. Even when the deceleration is restored, the deceleration control mode is canceled by executing step S4 subsequent to step S6, so that the deceleration control mode can be easily released and the deceleration control is easy to use. Is further improved.

  Further, in this embodiment, when the deceleration is restored to the D range by the ON operation of the second Can-Decel switch 83, the deceleration control mode is canceled, so that the target deceleration is gradually reduced and reduced. The speed control mode is released, and the deceleration control mode is suddenly released in a state where the target deceleration is large, so that the power source brake does not change significantly, and the riding comfort is improved.

  In addition, when the deceleration returns to the D range by the ON operation of the second Can-Decel switch 83, the deceleration control is immediately terminated in step S6, so that it is possible to quickly shift to the normal driving mode or the like, When the deceleration control mode is canceled by D → E → D shift or E → D shift of the lever 72, the target deceleration is gradually lowered in step S3. Even when the control mode is canceled, a sudden change in the power source brake is suppressed, and the ride comfort is improved.

  In step S3, the rate of change when the target deceleration is gradually reduced is determined using the vehicle speed V as a parameter, and the rate of change is decreased as the vehicle speed V increases. The deceleration control can be promptly terminated while suppressing the shock.

  In the above embodiment, the shift lever 72 functions as the deceleration control mode selection means, and can be set to the deceleration control mode by operating to the “E” position. However, as shown in FIG. An E mode selection switch 124 may be provided separately from the pattern 122 so that the deceleration control mode can be set and the setting can be canceled by turning the E mode selection switch 124 ON and OFF. The shift pattern 122 has a “Decel” position and a “Can-Decel” position on both the left and right sides of the “D” position, and the shift lever 72 is operated to the “Decel” position or the “Can-Decel” position. Then, this is detected by the first Decel switch 80 and the first Can-Decel switch 81.

  The shift lever 72 does not slide continuously in the left-right 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 the shift lever 72 is tilted to the left side, and a state where the shift lever 72 is tilted to the right side. 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 "D" position by the biasing means such as a spring. 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.

  In this case, the ON operation of the first Decel switch 80 and the second Can-Decel switch 81 by the shift lever 72 is effective only when the E mode selection switch 124 is turned ON and the deceleration control mode is set. If the target deceleration is increased / decreased, substantially the same effect as that of the above embodiment can be obtained.

  On the other hand, even when the E mode selection switch 124 is OFF and the deceleration control mode is not set, the deceleration control mode is set when the shift lever 72 is tilted to the “Decel” position side and the first Decel switch 80 is turned ON. Is set, and when the shift lever 72 is tilted to the “Can-Decel” position side and the first Can-Decel switch 81 is turned ON, and the deceleration returns to the D range, the deceleration control mode is canceled. By doing so, the same usage as the second Decel switch 82 and the second Can-Decel switch 83 of the steering column 86 can be performed. That is, in the flowchart of FIG. 10, it is determined whether or not the E mode selection switch 124 is ON in steps S2 and S7, and if it is ON, the determination is YES (positive) and step S3 or S8 is executed. At the same time, if it is determined that the deceleration control mode is selected even when the first Decel switch 80 is ON in step S11, the deceleration control can be performed using the flowchart as it is.

  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 S9 in FIG. 10. It is an example of the data map at the time of setting target deceleration in step S9, S13 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. FIG. 12 is an example of a data map for obtaining a required brake torque from the target deceleration in step R1 of FIG. 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. FIG. 11 is an example of a data map when a change rate when gradually changing the target deceleration in step S3 of FIG. 10 is set according to the vehicle speed V. FIG. 12 is an example of a time chart when the deceleration control mode is set according to the flowcharts of FIGS. 10 and 11 and the deceleration control is performed. It is an example of a time chart when the deceleration control mode is canceled by operating the shift lever from the E position to the D position. It is an example of a time chart when the target deceleration is a deceleration corresponding to the D range (target deceleration = 0) and the deceleration control is terminated. It is a figure which shows another example of a deceleration control mode selection means.

Explanation of symbols

72: Shift lever (deceleration control mode selection means, deceleration setting means) 82: Second Decel switch (deceleration setting means) 83: Second Can-Decel switch (deceleration setting means) 90: Electronic control unit 110: Deceleration Control mode execution means 112: Target deceleration control means 114: Power source brake control means 124: E mode selection switch (deceleration control mode selection means)
Step S3: Deceleration control gradual change end means Step S4: Deceleration control mode release means Step S6: Deceleration control end means

Claims (6)

When the deceleration control mode is set, in the vehicle deceleration control device for controlling the braking force according to the target deceleration set to increase or decrease according to the operation of the deceleration setting means,
A vehicle deceleration control characterized by comprising a plurality of the deceleration setting means and releasing the deceleration control mode by operating at least one deceleration setting means of the plurality of deceleration setting means. apparatus. When the target deceleration is lowered to a deceleration equivalent to the case where the deceleration control by the deceleration control mode is not performed by at least one operation of the plurality of deceleration setting means, the deceleration The vehicle deceleration control device according to claim 1, wherein the control mode is canceled. When the deceleration control mode is set, in the vehicle deceleration control device for controlling the braking force according to the target deceleration set to increase or decrease according to the operation of the deceleration setting means,
The deceleration control mode can be released by a plurality of types of release operations, and the method for changing the target deceleration when releasing the deceleration control mode differs depending on the type of the release operation. Deceleration control device. A deceleration control mode selection means capable of setting the deceleration control mode and releasing the deceleration control mode;
The deceleration control mode can be canceled by both the deceleration control mode selection means and the deceleration setting means.
4. The vehicle deceleration control device according to claim 3, wherein when the deceleration control mode is canceled by the deceleration control mode selection means, the target deceleration is gradually decreased. In a vehicle deceleration control device that controls a braking force according to a predetermined target deceleration when a deceleration control mode is set,
The vehicle deceleration control device characterized by gradually reducing the target deceleration when releasing the deceleration control mode. 6. The vehicle deceleration control device according to claim 4, wherein a change pattern for gradually decreasing the target deceleration varies depending on a vehicle speed.

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