JP2007170444A - Vehicle driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle driving force control device for controlling the assist of deceleration in accordance with the condition of a vehicle including accelerator sudden closing control or sudden deceleration control while giving less sense of incongruity to a driver in relation to the control. <P>SOLUTION: The vehicular driving force control device is provided for controlling the assist of deceleration in accordance with the condition of the vehicle including accelerator sudden closing control to prohibit up-shift during sudden closing of an accelerator or sudden deceleration control to execute down-shift during sudden braking of the vehicle. It determines the conditions of the deceleration assist control in accordance with at least one of travelling environment (S6-2 to S6-5, S6-8 and S6-10) of the vehicle and travelling condition (S6-7) of the vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle deceleration control device, and more particularly to a vehicle including a traveling environment of a vehicle and a driver's driving orientation when deceleration assist control such as rapid deceleration control or accelerator sudden closure control is performed. The present invention relates to a vehicular driving force control device capable of providing a deceleration suitable for the traveling state of the vehicle.

  There are known accelerator close control that maintains the gear position of the automatic transmission and prohibits upshift when the accelerator is suddenly closed, and sudden deceleration control that downshifts according to the deceleration during braking of the vehicle. ing. By performing the downshift in the sudden deceleration control, the acceleration performance when accelerating after braking the vehicle is improved.

  Japanese Patent Application Laid-Open No. 10-238621 (Patent Document 1) relates to an accelerator quick-close control for holding the gear position of an automatic transmission at that time, or an emergency braking operation of a vehicle in relation to an accelerator pedal quick-return operation. A shift control device for an automatic transmission for a vehicle having a rapid deceleration control for downshifting from the gear stage of the automatic transmission to a gear stage lower than the gear stage, wherein the gradient of the road surface on which the vehicle travels is A gradient determination unit that determines whether or not the value has become larger than a preset value, and the accelerator abrupt closing based on the fact that the gradient determination unit has determined that the road surface gradient has become larger than a preset value. A shift control device for an automatic transmission for a vehicle, including: a gear stage held by control, or a gear stage changing unit that changes a gear stage shifted down by the rapid deceleration control to a low speed stage side is described. It has been.

Japanese Patent Laid-Open No. 10-238621 JP-A-9-144873 Japanese Unexamined Patent Publication No. 2000-65202

  It has not been fully studied in what situation the deceleration assist control for assisting the deceleration based on the vehicle state, such as the accelerator sudden closing control and the rapid deceleration control. Therefore, depending on the situation, the driver may feel uncomfortable by performing the control, and depending on the situation, a sufficient feeling of deceleration may not be obtained.

  An object of the present invention is a vehicle driving force control device that performs deceleration assist control that assists deceleration based on the state of a vehicle, such as control when an accelerator is suddenly closed or control when a vehicle is suddenly decelerated. In view of the above, it is an object of the present invention to provide a vehicle driving force control device capable of suppressing a sense of discomfort given to a driver.

  The vehicle driving force control device according to the present invention is based on the state of the vehicle including an accelerator sudden closing control that prohibits an upshift when the accelerator is suddenly closed, or a sudden deceleration control that executes a downshift when the vehicle is suddenly braked. A vehicle driving force control device that performs control for assisting deceleration, wherein the condition for the deceleration assist control is determined based on at least one of a traveling environment of the vehicle and a traveling state of the vehicle. Yes.

  In the vehicle driving force control apparatus according to the present invention, the determination of the condition of the deceleration assist control includes both determination of whether or not to execute the deceleration assist control and the control content of the deceleration assist control. It is characterized by that.

  In the vehicle driving force control apparatus according to the present invention, the necessity for acceleration after the vehicle decelerates is considered as the traveling environment of the vehicle.

  In the vehicle driving force control apparatus of the present invention, the driving direction of the driver is taken into consideration as the traveling state of the vehicle.

  In the vehicle driving force control apparatus according to the present invention, a shift pattern of a transmission is considered as a traveling state of the vehicle.

  According to the vehicle driving force control device of the present invention, the vehicle driving force control device that performs the deceleration assist control for assisting the deceleration based on the state of the vehicle such as the accelerator sudden closing control and the rapid deceleration control. Thus, it is possible to suppress a sense of incongruity given to the driver regarding the execution of the control.

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

  An embodiment will be described with reference to FIGS. 1 to 5. The present embodiment defines the case where deceleration assist control (including rapid deceleration control and accelerator sudden closure control) is performed to assist deceleration, and when the deceleration assist control is performed, the vehicle The present invention relates to a vehicular driving force control device that applies a deceleration suitable for the driving state of the vehicle including the driving environment and the driving direction of the driver.

  Here, the control at the time of sudden deceleration means control to downshift according to the deceleration at the time of braking. The accelerator sudden close control refers to control for prohibiting upshifting or holding a gear position when the accelerator is suddenly closed. Hereinafter, as an example of the deceleration assist control, the control at the time of sudden deceleration and the control at the time of sudden acceleration of the accelerator will be mainly described, but the present invention is not limited thereto, and is based on the state of the vehicle according to the operation state of the driver. Thus, the present invention can be applied as long as deceleration is given.

FIG. 3 is a block diagram showing a schematic configuration of the present embodiment.
As shown in FIG. 3, a throttle valve 56 driven by a throttle actuator 54 based on the operation amount of the accelerator pedal 50 detected by the accelerator operation amount sensor 52 is provided in the intake pipe of the engine 10 of the vehicle. .

The engine rotational speed sensor 58 for detecting the rotational speed N _E of the engine 10, the intake air quantity sensor 60 for detecting an intake air quantity Q / N of the engine 10, the intake air temperature sensor 62 for detecting the temperature T _A of intake air , a throttle sensor 64 for detecting an opening theta _TH of the throttle valve 56, the rotational speed N _OUT namely a vehicle speed sensor 66 for detecting the vehicle speed V of the output shaft 42, a coolant temperature sensor 68 for detecting the cooling water temperature T _W of the engine 10 A brake switch 70 that detects the operation of the brake, an operation position sensor 74 that detects the operation position _PSH of the shift lever 72, a clutch C0 rotation sensor 75 that detects the rotational speed N _C0 of the input shaft 20, that is, the clutch C0, and a hydraulic control circuit An oil temperature sensor 77 for detecting the hydraulic oil temperature _TOIL of 84 is provided, and the engine rotational speed is determined from these sensors. Degree N _E , intake air amount Q / N, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, engine coolant temperature T _W , brake operating state BK, shift lever 72 operating position P _SH , clutch Signals representing the rotational speed N _{C0 of C0} and the hydraulic oil temperature T _OIL are supplied to the engine electronic control device 76 or the transmission electronic control device 78.

  The navigation system device 113 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information necessary for traveling of the vehicle (map, straight road, curve, uphill / downhill, highway) Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver. A signal output from the navigation system device 113 is supplied to the shift electronic control device 78.

  The radar 114 is a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front of the vehicle, and measures the inter-vehicle distance from the vehicle ahead. The camera 116 is mounted in the front part of the vehicle and is used to detect or estimate that a failure has occurred in front of the vehicle based on the captured image. Signals output from the radar 114 and the camera 116 are supplied to the shift electronic control unit 78.

  The engine electronic control device 76 is a so-called microcomputer having a CPU, a RAM, a ROM, and an input / output interface, and the CPU processes an input signal in accordance with a program stored in the ROM in advance using a temporary storage function of the RAM. Then, various engine controls are executed. For example, the fuel injection valve 79 is controlled for fuel injection amount control, the igniter 80 is controlled for ignition timing control, a bypass valve (not shown) is controlled for idle speed control, and a throttle actuator is controlled for traction control. The throttle valve 56 is controlled by 54. The engine electronic control unit 76 includes a driving orientation estimation unit 115. The engine electronic control device 76 is connected to the transmission electronic control device 78 and the VSC electronic control device 82 so that they can communicate with each other. Necessary signals are appropriately transmitted from one to the other. .

As shown in FIG. 3, the shift electronic control device 78 is also a microcomputer similar to the above, and the CPU processes the input signal according to the program stored in the ROM in advance using the temporary storage function of the RAM, Each electromagnetic valve or linear solenoid valve of the hydraulic control circuit 84 is driven. For example, the shift electronic control unit 78 controls the linear solenoid valve SLT to generate a throttle pressure P _TH having a magnitude corresponding to the opening θ _TH of the throttle valve 56, and controls the accum back pressure to control the clutch-to-clutch. The linear solenoid valve SL1 is controlled to control the shift, the linear solenoid valve SLU is controlled to control the engagement, release and slip amount of the lockup clutch 24, and the brake B2 is directly controlled to control the clutch-to-clutch shift. Therefore, the linear solenoid valve SL2 is controlled respectively. Further, the shift electronic control unit 78 determines the gear stage of the automatic transmission 14 based on the actual throttle valve opening θ _TH and the vehicle speed V from a previously stored shift diagram shown in FIG. 4, for example. The electromagnetic valves S1, S2, S3, and S4 are driven so that the gear position and the engaged state are obtained, and when the engine brake is generated, the electromagnetic valve SR is driven.

Further, the vehicle is provided with a yaw rate sensor 83 for detecting the yaw rate, an acceleration sensor 87, a rudder angle sensor 85, and a wheel rotation speed sensor 86. From these sensors, a rotation angular speed (yaw rate) about the vertical axis of the vehicle body is provided. Signals representing ω _Y , longitudinal acceleration G of the vehicle body, steering angle θ _W of the steering wheel, and rotational speeds N _{W1 to} N _W4 of the four wheels are supplied to the VSC electronic control device 82.

  The road gradient measuring / estimating unit 118 that measures or estimates the road gradient can be provided as a part of the shift electronic control unit 78. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 87. Further, the road gradient measuring / estimating unit 118 can store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 87.

  The driving orientation estimation unit 115 can be provided as a part of the shift electronic control unit 78. The driving direction estimation unit 115 estimates the driving direction (sport driving direction or normal driving direction) of the driver based on the driving state of the driver and the driving state of the vehicle. Details of the driving orientation estimation unit 115 will be described later. Note that the configuration of the driving orientation estimation unit 115 is not limited to the content described in the present embodiment, and includes a wide variety of known configurations as long as the driving orientation of the driver is estimated. Here, the term “sports driving orientation” refers to a direction that emphasizes power performance, an acceleration direction, or a preference for sports driving in which the response of the vehicle to the driver's operation is quick.

Next, details of the driving orientation estimation unit 115 will be described.
The driving orientation estimation unit 115 includes a neural network NN in which the driving operation related variable is input and an estimation calculation is started every time one of a plurality of types of driving operation related variables is calculated, and based on the output of the neural network NN. To estimate the driving direction of the vehicle.

  For example, as shown in FIG. 4, the driving direction estimation unit 115 includes a signal reading unit 96, a preprocessing unit 98, and a driving direction estimation unit 100. The signal reading means 96 reads signals such as the throttle valve opening 64, the vehicle speed 66, the engine rotation speed 58, and the vehicle acceleration G87 at a relatively short predetermined cycle. The detection signal read by the signal reading means 96 is output to the preprocessing means 98.

The pre-processing means 98, based on the signals sequentially read by the signal reading means 96, provides a plurality of types of driving operation-related variables that are closely related to the driving operation reflecting the driving direction, that is, the output operation amount (accelerator pedal operation at the start of the vehicle). Amount), that is, the throttle valve opening TA _ST when the vehicle _starts , the maximum change rate of the output operation amount during acceleration operation, that is, the maximum change rate A _CCMAX of the throttle valve opening, the maximum deceleration G _NMAX when braking the vehicle, _Coasting traveling time T _COAST , constant vehicle speed traveling time T _VCONST , section maximum value of signal input from each sensor within a predetermined section, maximum vehicle speed V _max after starting driving, etc. It is. The driving orientation estimation unit 100 includes a neural network NN that performs the driving orientation estimation calculation by permitting the driving operation related variable every time the driving operation related variable is calculated by the preprocessing unit 98, and outputs the neural network NN. A certain driving direction estimation value is output. In this embodiment, for example, the driving orientation estimated value in the case of normal traveling orientation is set to 0, and the driving orientation estimated value in the case of sports travel orientation is set to 1.

FIG The preprocessing means 98 in 4, starting at the output operation amount calculating means 98a for calculating the throttle valve opening TA _ST when the output operation amount i.e. vehicle starting during vehicle start, the output operation amount maximum change during acceleration operation rate i.e. accelerating operation when the output operation amount maximum change rate calculating means 98b for calculating the maximum change rate a _CCmax of the throttle valve opening, braking maximum deceleration calculating means for calculating the maximum deceleration G _NMAX during braking operation of the vehicle 98c , input signals from the sensors in the coasting time calculation means 98d, constant vehicle speed running time calculating means 98e for calculating the constant vehicle speed running time T _VCONST, for example 3 seconds to a predetermined section within which calculates the coasting time T _COAST vehicle maximum value periodically calculates the input signal interval maximum value calculating means 98f of the maximum vehicle speed calculating means for calculating a maximum vehicle speed V _max of the operation after the start 98g Nadogaso Each is provided.

The maximum values of the input signals within the predetermined interval calculated by the input signal interval maximum value calculating means 98f include the throttle valve opening TA _maxt (64), the vehicle speed V _maxt (66), and the engine speed N _Emaxt ( 58) is used.

  The neural network NN provided in the driving orientation estimation means 100 of FIG. 4 can be configured by modeling a nerve cell group of a living body by software based on a computer program or hardware consisting of a combination of electronic elements. For example, it is comprised so that it may be illustrated in the block of the driving | operation direction estimation means 100 of FIG.

In FIG. 4, a neural network NN includes an input layer composed of _r nerve cell elements (neurons) X _i (X _{1 to} X _r ) and s nerve cell elements Y _j (Y _{1 to} Y _s ). Is a three-layered hierarchical type composed of an intermediate layer composed of _t and an output layer composed of _t neuron elements Z _k (Z _{1 to} Z _t ). In order to transmit the state of the nerve cell element from the input layer to the output layer, the r nerve cell elements X _i and s nerve cell elements Y having a coupling coefficient (weight) W _Xij are provided. a transfer element D _Xij coupling the _j respectively, the coupling coefficient (weight) W _Yjk the have the s neuronal elements Y _j and t pieces of transmission elements D _Yjk of neuronal elements Z _k and the coupling respectively Is provided.

The neural network NN is its coupling coefficient (weight) W _Xij, pattern associative system that is made to learn the coupling coefficient (weight) W _Yjk called backpropagation learning algorithm. Learning, so are allowed to advance completed by running experiments in matching driving manner and the value of the driving operation related variables, during vehicle assembly, the coupling coefficient (weight) W _Xij, the coupling coefficient (weight) W _Yjk Is given a fixed value.

  In the above learning, sports-oriented driving and normal driving (normal) -oriented driving are carried out for a plurality of drivers on various roads such as highways, suburban roads, mountain roads, and city roads, respectively. With the directivity as a teacher signal, n indicators (input signals) obtained by pre-processing the teacher signal and the sensor signal are input to the neural network NN. The teacher signal is converted into a value from 0 to 1 for driving orientation. For example, normal driving orientation is 0 and sports driving orientation is 1. The input signal is used after being normalized to a value between -1 and +1 or between 0 and 1 (in this embodiment, it is used after normalizing to a value between 0 and 1). ).

  This VSC electronic control device 82 is also a microcomputer similar to the above, and for the VSC control, the CPU processes the input signal in accordance with the program stored in the ROM in advance using the temporary storage function of the RAM, The throttle valve 56 is driven through the throttle actuator 54, and an electromagnetic valve (not shown) provided in the hydro booster actuator 88 is driven to control the brake hydraulic pressures of the four wheels. The hydro booster actuator 88 is incorporated in a braking hydraulic circuit (not shown), and the braking forces of the four wheels are independently controlled as necessary. The VSC electronic control device 82 is also connected to the engine electronic control device 76 and the shift electronic control device 78 so that they can communicate with each other, and a necessary signal is appropriately transmitted from one to the other. .

  The road surface μ detection / estimation unit 92 may be provided as a part of the VSC electronic control device 82. The slipperiness of the road surface represented by the friction coefficient μ of the road surface (whether it is a low μ road) is detected or estimated. Here, the low μ road includes a bad road (including a case where the road surface has large unevenness or a step on the road surface). That is, the road surface μ detection / estimation unit 92 calculates the friction coefficient μ of the traveling road surface, and determines whether the road is a low μ road depending on whether the calculated friction coefficient μ exceeds a predetermined threshold value. Is determined.

  In the road surface μ detection / estimation unit 92, instead of obtaining the specific value of the friction coefficient μ by calculation, the rotation of the front and rear wheels of the vehicle detected by various conditions, for example, the wheel rotation speed sensor 86, instead of the above, is obtained. Based on the difference in speed, it is possible to detect whether or not the road surface is a low μ road.

  Here, the specific method of detecting / estimating whether or not the road surface μ detecting / estimating unit 92 is a low μ road is not particularly limited, and a known method can be adopted as appropriate. For example, in addition to the wheel speed difference before and after the above, the rate of change of wheel speed, ABS (anti-lock brake system), TRS (traction control system) and VSC (vehicle stability control) operation It is possible to detect / estimate whether the road is a low μ road by using at least one of the relationship between the history, the acceleration of the vehicle, and the wheel slip ratio.

  The road surface μ detection / estimation unit 92 predicts whether the road surface is a low μ road, based on information (navigation information, etc.) about the road surface scheduled to travel in the future. Here, the navigation information includes information on road surfaces (for example, non-paved roads) recorded in advance on a storage medium (DVD, HD, etc.) as in the navigation system device 113, as well as past actual driving and other information. Information (including information indicating road conditions and information indicating weather conditions) obtained through communication (including vehicle-to-vehicle communication and road-to-vehicle communication) with other vehicles and communication centers. Such communications include road traffic information communication systems (VICS) and so-called telematics.

The operation of this embodiment will be described with reference to FIGS.
FIG. 1 is a flowchart showing an operation for determining a control level of deceleration assist control (including control during rapid deceleration and control during sudden acceleration). FIG. 2 is a flowchart showing the operation of the deceleration assist control.

  In step S <b> 1 of FIG. 2, the shift electronic control device 78 acquires information on the front of the vehicle and information on the inter-vehicle distance based on information input from the radar 114 and the camera 116. Next, the shift electronic control unit 78 acquires information related to the corner in front of the vehicle from the navigation system unit 113 (step S2). Next, the shift electronic control unit 78 acquires road surface μ information from the road surface μ detection / estimation unit 92 (step S3). Next, the shift electronic control unit 78 acquires the driving direction information of the driver from the driving direction estimation unit 115 (step S4). Next, the shift electronic control unit 78 acquires road gradient information from the road gradient measurement / estimation unit 118 (step S5). Next, in step S <b> 6, control level determination is performed by the shift electronic control device 78.

  In step S4, instead of acquiring the driving direction information from the driving direction estimation unit 115, the driving direction information can be acquired from the switching state of the switch switched by the driver according to the driving direction.

  The control level determination will be described with reference to FIG. Regarding the control level determination, the control at the time of sudden deceleration and the control at the time of sudden acceleration are mostly common, so only the difference (step S6-4) will be described in particular, and the difference ( The common parts (steps S6-1 to 6-3, 6-5 to 6-16) other than step S6-4) will be described as being common to both the rapid deceleration control and the accelerator sudden closure control. .

  As shown in FIG. 1, in the control level determination, first, the control level is initially set to 1 (step S6-1). Next, based on the information acquired in step S2, it is determined whether a failure (a person or an object) has occurred in front of the vehicle. As a result of the determination, if it is determined that a failure has occurred in front of the vehicle, the process proceeds to step S6-6, and if not, the process proceeds to step S6-3.

  In step S6-3, based on the information acquired in step S2, it is determined whether the inter-vehicle distance is shorter than a preset threshold value. As a result of the determination, if it is determined that the inter-vehicle distance is shorter than the threshold value, the process proceeds to step S6-6, and if not, the process proceeds to step S6-4.

  In step S6-4, it is determined whether or not the road surface μ is lower than a preset threshold value based on the information acquired in step S3. As a result of the determination, if it is determined that the road surface μ is lower than the threshold value, the process proceeds to step S6-6, and if not, the process proceeds to step S6-5.

  Note that step S6-4 is executed only in the accelerator rapid closing control. In the rapid deceleration control, step S6-4 is not executed, and if a negative determination is made in step S6-3, step S6-5 is executed.

  In step S6-5, based on the information acquired in step S5, it is determined whether or not the road surface gradient on the downhill side is larger than a preset threshold value. As a result of the determination, if it is determined that the road slope on the downhill side is larger than the threshold value, the process proceeds to step S6-6, and if not, the process proceeds to step S6-7.

  In step S6-6, the control level is set to 3. That is, when a failure has occurred in front of the vehicle (step S6-2-2-Y), when the inter-vehicle distance is short (step S6-3-Y), or when the road is a low μ road (step S6-4-Y). Alternatively, if the road is a downhill road (step S6-5-Y), the control level is set to 3.

  In step S6-7, based on the information acquired in step S4, it is determined whether or not the driving orientation is sports driving orientation. As a result of the determination, if it is determined that the sport driving orientation is determined, the process proceeds to step S6-11, and if not, the process proceeds to step S6-8.

  In step S6-8, it is determined whether the vehicle is in front of the hairpin based on the information acquired in step S2. As a result of the determination, if it is determined that the vehicle is in front of the hairpin, the process proceeds to step S6-9, and if not, the process proceeds to step S6-10. In step S6-9, the control level is set to 3. Following step S6-9, the control flow is returned.

  In step S6-10, it is determined whether the vehicle is in front of a corner or an intersection based on the information acquired in step S2. As a result of the determination, if it is determined that the vehicle is in front of a corner or an intersection, the process proceeds to step S6-15. Otherwise, the present control flow is returned.

  In step S6-11, it is determined whether the vehicle is in front of the hairpin based on the information acquired in step S2. As a result of the determination, if it is determined that the vehicle is in front of the hairpin, the process proceeds to step S6-12, and if not, the process proceeds to step S6-13. In step S6-12, the control level is set to 4. After step S6-12, the control flow is returned.

  In step S6-13, it is determined whether the vehicle is in front of a corner or an intersection based on the information acquired in step S2. As a result of the determination, if it is determined that the vehicle is in front of a corner or an intersection, the process proceeds to step S6-14. If not, the process proceeds to step S6-15. In step S6-14, the control level is set to 3. Following step S6-14, the control flow is returned.

  In step S6-15, it is determined whether or not the control level is 1. As a result of the determination, if the control level is 1, the process proceeds to step S6-16, and if not, the control flow is returned. In step S6-15, the control level is set to 2. After step S6-15, the control flow is returned.

  As shown in FIG. 5, at the control level 1, the execution of the deceleration assist control is prohibited. At the control level 2, as the deceleration assist control, the overdrive (O / D) shift stage of the automatic transmission 14 is set to the regulated shift stage (downshift to a lower speed than the O / D shift stage). Control is performed). At the control level 3, as the deceleration assist control, the overdrive (O / D-1) gear stage of the automatic transmission 14 is set to the regulated gear stage. At the control level 4, as the deceleration assist control, the overdrive (O / D-2) gear stage of the automatic transmission 14 is set to the regulated gear stage. In the example of FIG. 1, the control level is up to 4. However, if the automatic transmission is a stepped transmission, the control level is set according to the number of shift stages, and if the automatic transmission is a continuously variable transmission, the control level is further increased in multiple stages. Can be changed. For example, when the control level 5 that follows the control level 4 is completed, the overdrive (O / D-3) gear stage of the automatic transmission 14 is set as the restriction gear stage as the deceleration assist control.

  Next, as shown in step S7 of FIG. 2, the shift electronic control device 78 executes deceleration assist control (including rapid deceleration control and accelerator sudden closure control) according to the control level. Then, this control flow is returned.

According to the present embodiment, the following effects can be obtained.
(1) In the deceleration assist control, the start of control is permitted only when acceleration at the start of the vehicle is necessary and when deceleration is necessary (the control level is set to 2 or more). For example, the sudden deceleration downshift control is performed before a corner (steps S6-8, S6-10) where a rising acceleration is considered necessary (steps S6-8, S6-10), when turning right or left (step S6-10), and downhill (step S6-5). ) Or when the inter-vehicle distance is short (step S6-3) or when there is an obstacle ahead (step S6-2), the control start is permitted. Further, in the case of the accelerator sudden closing control, in addition to the case where the start of the rapid deceleration downshift control is permitted, when the road is a low μ road (step S6-4), the case where the deceleration (engine brake) is required. Control start is also permitted.

  Due to the effect (1), the deceleration assist control is performed only when the driver needs downshift control in view of the driving environment of the vehicle. For example, when the deceleration is equal to or higher than a predetermined value. Can suppress a sense of incongruity that control at the time of sudden deceleration is always started, and a sense of incongruity that control at the time of sudden acceleration of the accelerator is always started when the accelerator is suddenly returned.

(2) When the driver's driving orientation is sports driving orientation, the regulation stage of the automatic transmission is expanded before the corner or the intersection as compared with the case where the driving direction is not sports driving orientation. That is, when the vehicle is not oriented to sports driving (step S6-7-N), when the vehicle is in front of a corner or an intersection (step S6-10-Y → S6-15-Y), the control level is 2. (Step S6-16), when it is sport driving oriented (step S6-7-Y), when the vehicle is in front of a corner or an intersection (step S6-13-Y), The control level is 3 (step S6-14). As a result, when the vehicle is oriented to sports driving, when the vehicle is in front of a corner or an intersection, downshift control is performed to a lower speed stage, so that the acceleration performance at the time of starting is further improved.

(3) Furthermore, when the driver's driving orientation is sports driving orientation, the regulation stage of the automatic transmission is expanded when the front corner is a hairpin, compared to when the driving orientation is not sports driving orientation. . That is, when it is not sport driving oriented (step S6-7-N), when the vehicle is in front of the hairpin (step S6-8-Y), the control level is 3 (step S6-9). On the other hand, when it is sport driving oriented (step S6-7-Y), when the vehicle is in front of the hairpin (step S6-11-Y), the control level is 4 (step S6-). 12). As a result, when the vehicle is oriented for sports driving, when the vehicle is in front of the hairpin, downshift control is performed to a lower speed stage, so that the acceleration performance at the time of starting is further improved.

  Due to the effects (2) and (3), in the deceleration assist control, a deceleration that matches the driving direction of the driver can be obtained.

(4) When the road is downhill (step S6-5-Y), when the inter-vehicle distance is short (step S6-3-Y), and when there is an obstacle ahead of the vehicle (step S6-2-2-Y) ( In the case of control when the accelerator is suddenly closed, if the necessity for deceleration or engine braking is relatively high, such as when the road is further low (step S6-4-Y), the control level is It is set to 3 instead of 2 which is the lowest level at which the start is permitted (step S6-6), and downshift control is performed to a lower speed accordingly.

  Due to the effect (4), in the deceleration assist control, a deceleration suitable for the traveling environment of the vehicle can be obtained.

  Next, a modification of the above embodiment will be described with reference to FIG.

(First modification)
In the above-described embodiment, the control speed of the automatic transmission at the same control level is the same between the rapid deceleration control and the rapid accelerator control (see FIG. 5), but can be changed. For example, as shown in FIG. 6, a restriction stage indicated by reference sign A can be adopted in the case of control during sudden deceleration, and a restriction stage indicated by reference sign B can be adopted in the case of control when suddenly closing the accelerator. As indicated by reference symbols A and B, when the control level is the same, the control at the time of sudden acceleration of the accelerator can be configured to be downshift controlled to the low speed stage as compared with the control at the time of rapid deceleration.

(Second modification)
The above A and B in FIG. 6 can be separated by a transmission shift pattern (a normal pattern and a power pattern that emphasizes acceleration performance). The sign A can be used when the rapid deceleration control is performed in the normal pattern, and the sign B can be employed when the rapid deceleration control is performed in the power pattern.

(Third Modification)
Furthermore, the first modified example and the second modified example can be combined. When the control at the time of sudden deceleration is performed in the case of the normal pattern, the symbol A is adopted, and when the control at the time of sudden deceleration is performed in the case of the power pattern and when the control at the time of sudden acceleration is performed in the case of the normal pattern In the case of the power pattern, when the accelerator rapid closing control is performed in the case of the power pattern, the code C can be employed.

(Fourth modification)
In FIG. 1, the control levels are the same (control level 3) when each of steps S6-2 to S6-5 is positively determined, but each of steps S6-2 to S6-5 is positive. It is also possible to set the control level to a different value when it is determined automatically.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows other operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is another schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the control level of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the control level of the modification of 1st Embodiment of the driving force control device for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 14 Automatic transmission 20 Input shaft 42 Output shaft 54 Throttle actuator 56 Throttle valve 58 Engine rotational speed sensor 60 Intake air amount sensor 62 Intake air temperature sensor 64 Throttle sensor (throttle valve opening)
66 Vehicle speed sensor 68 Cooling water temperature sensor 70 Brake switch 72 Shift lever 74 Operation position sensor 75 Clutch C0 rotation sensor 76 Electronic control device for engine 77 Oil temperature sensor 78 Electronic control device for shifting 79 Fuel injection valve 80 Igniter 82 Electronic control device for VSC 83 Yaw Rate Sensor 84 Hydraulic Control Circuit 85 Steering Angle Sensor 86 Wheel Rotation Speed Sensor 87 Acceleration Sensor (Vehicle Acceleration G)
88 Hydro Booster Actuator 92 Road Surface μ Detection / Estimation Unit 96 Signal Reading Means 98 Pre-Processing Means 98a Output Operation Amount Calculation at Start-up 98b Output Operation Amount Maximum Acceleration at Time of Acceleration Operation 98c Maximum Deceleration Calculation Means at Braking 98d Coasting Travel Time calculation means 98e Constant vehicle speed traveling time calculation means 98f Input signal section maximum value calculation means 98g Maximum vehicle speed calculation means 100 Driving direction estimation means 113 Navigation system device 114 Radar 115 Driving direction estimation section 116 Camera 118 Road gradient measurement / estimation section NN Neural Network S1-S5 Solenoid valve SL1, SL2, SLU Linear solenoid valve

Claims (5)

Vehicle drive control that assists deceleration based on vehicle conditions, including accelerator sudden close control that prohibits upshifting when the accelerator is suddenly closed, or sudden deceleration control that performs downshift when the vehicle is suddenly braked A force control device,
A vehicle driving force control device characterized by determining a condition for the deceleration assist control based on at least one of a traveling environment of the vehicle and a traveling state of the vehicle. The vehicle driving force control device according to claim 1,
The determination of the condition of the deceleration assist control includes both determination of whether or not to execute the deceleration assist control and the control content of the deceleration assist control. apparatus. In the vehicle driving force control device according to claim 1 or 2,
The vehicle driving force control device is characterized in that the necessity of acceleration after the vehicle decelerates is taken into account as the traveling environment of the vehicle. In the vehicle driving force control device according to any one of claims 1 to 3,
The vehicle driving force control apparatus is characterized in that the driving direction of the driver is taken into account as the traveling state of the vehicle. In the vehicle driving force control device according to any one of claims 1 to 4,
A vehicular driving force control apparatus, wherein a shift pattern of a transmission is taken into account as a running state of the vehicle.

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