JP2007271022A - Vehicular driving force control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular driving force control device for giving a sense of less incongruity to a driver when permitting deceleration assist control to assist deceleration based on the vehicle braking operation of the driver, such as sudden deceleration control, in accordance with the estimation result of a driving tendency. <P>SOLUTION: The vehicular driving force control device for performing deceleration assist control (S-8) to assist deceleration based on the vehicle braking operation of the driver determines the permission/prohibition of the deceleration assist control in accordance with the estimation result of a driving tendency (S-1), and prohibits the deceleration assist control if at least one of the condition of vehicle operation of the driver and the travelling environment of the vehicle corresponds to a set status set that a sense of incongruity may be given to the driver when the deceleration assist control is previously performed (S-7-N). The set status is such that pressure corresponding to the braking operation drops. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle deceleration control device, and more particularly to a deceleration assist that assists deceleration based on a driver's braking operation of a vehicle, such as control during sudden deceleration, when the driving orientation is presumed to be sports traveling orientation. The present invention relates to a vehicle driving force control device capable of suppressing a driver's uncomfortable feeling when control is permitted.

  There is known deceleration assist control for assisting deceleration based on a driver's braking operation on a vehicle. As an example, a sudden deceleration control is known in which a downshift is performed in accordance with a deceleration during braking of the vehicle. By performing the downshift in the sudden deceleration control, the acceleration performance when accelerating after braking the vehicle is improved.

JP-A-6-257663

  For example, when it is estimated that the driving orientation is sports driving orientation, it is conceivable to allow deceleration assist control that assists deceleration based on the driver's braking operation of the vehicle, such as rapid deceleration control. . In this case, if the driving orientation is estimated to be sport driving orientation, and the deceleration assist control is permitted and the deceleration assist control is performed, the driver may feel uncomfortable.

  An object of the present invention is to provide a driver when deceleration assist control for assisting deceleration based on a driver's braking operation of the vehicle, such as rapid deceleration control, is permitted based on a driving-oriented estimation result. It is providing the vehicle driving force control apparatus which can suppress a sense of discomfort.

  The vehicle driving force control device according to the present invention is a vehicle driving force control device that performs deceleration assist control for assisting deceleration based on a driver's braking operation of the vehicle. There is a possibility that at least one of the operation state of the vehicle of the driver and the driving environment of the vehicle may give the driver an uncomfortable feeling when the deceleration assist control is performed in advance. The deceleration assist control is not permitted when the setting situation is set as being present.

  In the vehicle driving force control apparatus according to the present invention, the set state is a state in which a pressure corresponding to the braking operation is decreasing.

  In the vehicle driving force control apparatus according to the present invention, the pressure corresponding to the braking operation is a brake depression force of the braking operation or a brake master cylinder pressure.

  In the vehicle driving force control apparatus according to the present invention, the setting situation is a situation in which at least one of the steering angle of the vehicle and the rate of change of the steering angle is equal to or greater than a predetermined value set in advance. It is said.

  In the vehicle driving force control apparatus according to the present invention, the set situation is a situation in which a change rate of a positional relationship between the vehicle and an obstacle ahead of the vehicle is equal to or greater than a predetermined value set in advance. Yes.

  In the vehicle driving force control apparatus according to the present invention, the deceleration assist control is a rapid deceleration control that performs a downshift when the vehicle is suddenly braked.

  According to the vehicle driving force control device of the present invention, deceleration assist control that assists deceleration based on the driver's braking operation of the vehicle, such as rapid deceleration control, is permitted based on the driving orientation estimation result. In this case, the driver can be prevented from feeling uncomfortable.

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

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 4. In the present embodiment, when it is estimated that the driving orientation is a sports driving orientation, a vehicle in which deceleration assist control based on a driver's braking operation of the vehicle (for example, downshift control as rapid deceleration control) is permitted. In the vehicle driving force control device, when the brake depression force (brake master cylinder pressure) of the braking operation is decreased, the deceleration assist control based on the braking operation is not permitted.

  Here, the control at the time of sudden deceleration means control to downshift according to the deceleration at the time of braking. Hereinafter, as an example of the deceleration assist control based on the driver's braking operation, a description will be given focusing on the rapid deceleration control. However, the present invention is not limited to this, and the vehicle's braking operation state is determined according to the driver's braking operation state. The present invention is applicable as long as deceleration is given based on the state.

FIG. 2 is a block diagram showing a schematic configuration of the present embodiment.
As shown in FIG. 2, a throttle valve 56 that is driven by a throttle actuator 54 based on an operation amount of an accelerator pedal 50 detected by an 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, a vehicle speed sensor 66 for detecting the rotational speed N _OUT i.e. the vehicle speed V of the output shaft, the cooling water temperature sensor 68 for detecting the cooling water temperature T _W of the engine 10, The brake switch 70 for detecting the operation of the brake, the operation position sensor 74 for detecting the operation position _PSH of the shift lever 72, the clutch C0 rotation sensor 75 for detecting the rotational speed N _C0 of the input shaft, that is, the clutch C0, and the hydraulic control circuit 84 An oil temperature sensor 77 for detecting the hydraulic oil temperature T _OIL is provided. From these sensors, the engine speed N _E , Intake air quantity Q / N, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, engine cooling water temperature T _W , brake operating state BK, shift lever 72 operating position P _SH , clutch C0 rotational speed A signal representing N _C0 and hydraulic oil temperature T _OIL is supplied to the engine electronic control device 76 or the shift 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. 2, 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, and the determined gear stage and The electromagnetic valves S1, S2, S3, and S4 are driven so that the engaged state is obtained, and the electromagnetic valve SR is driven when the engine brake is generated. The shift electronic control unit 78 stores data of three types of shift diagrams: a normal pattern, a power pattern, and a sports pattern.

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 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 the estimation calculation is started every time one of a plurality of types of driving operation related variables is calculated. To estimate the driving direction of the vehicle (driver). The output of the neural network NN is output as a driving orientation estimated value (see reference numeral 404 in FIG. 4). When the driving direction estimation value is equal to or greater than a predetermined value, it is estimated that the driving direction of the driver is a sport driving direction. When the driving orientation estimation unit 115 estimates that the driving direction is sports driving, a sports pattern determination (see reference numeral 405 in FIG. 4) is performed. When it is estimated that it is sport running-oriented, the shift line is switched to the sport pattern and various controls are switched.

  For example, as shown in FIG. 3, 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.

The preprocessing means 98 in FIG. 3, the starting time of the output control input calculation means 98a for calculating the throttle valve opening TA _ST when output operation amount i.e. vehicle starting when the vehicle start, the maximum change in the output operation amount when the 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. 3 can be configured by modeling a living nerve cell group 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. 3, the 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 operation of this embodiment will be described with reference to FIGS.
FIG. 1 is a flowchart showing an operation for determining the start of sudden deceleration control (sudden deceleration downshift control).

[Step S-1]
In step S-1 in FIG. 1, the shift electronic control unit 78 determines whether or not the shift pattern (shift line) is a normal pattern. If it is determined that the pattern is a normal pattern, the control flow is returned. If it is determined that the pattern is not a normal pattern, the process proceeds to step S-2. In the present embodiment, the case where the pattern is not a normal pattern is a case where the pattern is a power pattern or a sports pattern.

  The driver can switch between the normal pattern and the power pattern by switching a switch (not shown). The normal pattern is a normal shift line. The power pattern is a shift line that increases the driving force of the vehicle more than the normal pattern. As described above, the sport pattern is a shift line that is selected when the driving orientation is estimated to be the sports running orientation and increases the driving force of the vehicle more than the normal pattern. The power pattern and the normal pattern are different shift lines.

  If the normal pattern is selected by the switch and the driving direction is estimated to be normal driving direction (not sports driving direction), step S-1 is determined negatively, and sudden deceleration control is performed. (Step S-8) is not executed. In the normal pattern, the driver does not have a willingness to drive sports like when other obstacles such as other vehicles suddenly jump out in front of the vehicle. The reason why the control at the time of sudden deceleration is performed is that it does not match the driver's feeling. Further, the rapid deceleration control not only means that deceleration is generated, but also means that the reacceleration performance is improved. When re-acceleration is performed after control during sudden deceleration, a low-speed stage after control during sudden deceleration is used, so that a shock is generated and the vehicle feels popping out. Therefore, the control at the time of sudden deceleration is limited to the case where the driver himself selects the power pattern with the switch or the case where the driving direction is estimated to be the sports driving direction (step S-1-N).

[Step S-2]
In step S-2, it is determined whether or not the engine is idle on. That is, it is determined whether or not the opening degree of the accelerator pedal 50 detected by the accelerator operation amount sensor 52 is fully closed. If the accelerator is fully closed (step S-2-Y), the process proceeds to step S-3. If not (step S-2-N), the present control is returned. In order to perform the rapid deceleration control, it is necessary that the accelerator is fully closed.

[Step S-3]
In step S-3, it is determined based on the brake switch 70 whether or not the brake is on. If the brake is on (step S-3-Y), the process proceeds to step S-4. If not (step S-3-N), the control is returned. In order to perform the rapid deceleration control, it is necessary that the brake is on.

[Step S-4]
In step S-4, it is determined whether or not the shift output (current shift speed) is n or more. If the shift output is greater than or equal to the nth speed (step S-4-Y), the process proceeds to step S-5, and if not (step S-4-N), the present control is returned. In order to perform the rapid deceleration control, it is a condition that the shift output is n speed or more.

[Step S-5]
In step S-5, based on the vehicle speed sensor 66, it is determined whether or not the vehicle speed is within a predetermined range set in advance. If the vehicle speed is within the predetermined range (step S-5-Y), the process proceeds to step S-6, and if not (step S-5-N), the control is returned. In order to perform the rapid deceleration control, the vehicle speed must be within a predetermined range. The predetermined range is changed for each gear position.

[Step S-6]
In step S-6, based on the acceleration sensor 87, it is determined whether the longitudinal acceleration is equal to or less than a preset threshold value (n-speed prohibition determination value) KG. The threshold value KG is a negative value and is changed for each gear position. If the longitudinal acceleration is equal to or less than the threshold value KG (step S-6-Y), the process proceeds to step S-7. If not (step S-6-N), the control is returned. In order to perform the rapid deceleration control, it is a condition that the longitudinal acceleration is equal to or less than the threshold value KG.

[Step S-7]
In step S-7, based on the brake switch 70, it is determined whether or not the amount of change in brake pedal force (brake master cylinder pressure) is ≧ 0. That is, it is determined whether or not the brake is released. If the brake is not released, that is, if the brake is depressed, or if the brake is held as it is (step S-7-Y), the process proceeds to step S-8, otherwise This control is returned to (Step S-7-N). In order to perform the rapid deceleration control, it is a condition that the brake is not returned. This is because the driver may feel uncomfortable if a downshift is performed by the rapid deceleration control while the driver is releasing the brake.

[Step S-8]
In step S-8, the shift electronic control unit 78 executes the sudden deceleration control. That is, downshift control is performed by prohibiting n-speed. Following step S-8, the control flow is returned.

  With reference to FIG. 4, the effect of 1st Embodiment is demonstrated.

  As described above, in the present embodiment, the rapid deceleration control is performed when the driver is on the brake (step S-3-Y), and the vehicle longitudinal acceleration is equal to or less than a preset threshold value KG. At this time (step S-6-Y), the rapid deceleration control is permitted when it is estimated that the driving direction is the sports driving direction (step S-1-N).

  In FIG. 4, at time T0, the driver has turned on the brake (the brake switch 401 is on), and the longitudinal acceleration 403 is equal to or less than the threshold KG, but the driving orientation estimated value 404 has increased sufficiently. In addition, since it is not estimated that it is sport running-oriented (sports pattern determination 405 is not turned on), rapid deceleration control is not permitted.

  Due to the increase in the deceleration due to the brake operation, the driving orientation estimated value 404 is increased, and it is estimated that the sports driving orientation is at the time point T1 (the sports pattern determination 405 is turned on). In this case, if the rapid deceleration control is permitted at the time T1, the brake pedal force (or brake master cylinder pressure) 402 decreases at the time T1 because the longitudinal acceleration 403 is equal to or less than the threshold KG. Despite being in a state (the driver is returning the brake), the downshift (the shift output 406 to n-1 speed is on) is executed by the sudden deceleration control, giving the driver a sense of incongruity There is a case.

  Therefore, in the present embodiment, when the brake pedal force (or brake master cylinder pressure) 402 is not in a reduced state (the driver has not released the brake) (including when the brake is stepped on), the control during sudden deceleration is performed. It is allowed (step S-7-Y).

  According to the present embodiment, the following effects can be achieved.

  Driving direction is estimated based on the amount of operation of various drivers and the state quantity of the vehicle, and the shift line and various controls are switched based on the estimated driving direction. In the vehicular driving force control device that executes the above, the driving direction estimation result becomes the sport running direction due to an increase in the deceleration of the brake, and when switching to the sport pattern, the control at the time of rapid deceleration is permitted. For this reason, the driver may perform a downshift by the sudden deceleration control on the side where the brake pedal force is released, which may give the driver a sense of discomfort. On the other hand, in this embodiment, the sudden deceleration control is permitted only when the brake pedal force (brake master cylinder pressure) is not decreasing. Thereby, a driver's uncomfortable feeling is suppressed.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIG.
In the second embodiment, only differences from the first embodiment will be described.

  In the said 1st Embodiment, the driver | operator's uncomfortable feeling by performing the control at the time of rapid deceleration by the side of the brake pedal depressing side was suppressed. On the other hand, in 2nd Embodiment, a driver | operator's uncomfortable feeling by the control at the time of rapid deceleration being performed in the state which the driver | operator has turned off is suppressed.

  In step SA-7 in FIG. 5, when the steering angle of the steering detected by the steering angle sensor 85 is greater than or equal to a predetermined value set in advance (for example, when turning determination of the vehicle is established), or the rate of change of the steering angle Is greater than or equal to a predetermined value that is set in advance (for example, a state in which steering is started before turning determination of the vehicle is established), the rapid deceleration control is not permitted.

(Third embodiment)
Next, a third embodiment will be described with reference to FIG.
In the third embodiment, only differences from the first embodiment will be described.

  In the said 1st Embodiment, the driver | operator's uncomfortable feeling by performing the control at the time of rapid deceleration by the side of the brake pedal depressing side was suppressed. When an obstacle such as another vehicle suddenly cuts in front of the host vehicle (pops out), the driver's driving force estimation results in sport driving orientation when the driver steps hard on the brake to avoid danger. In this case, the driver may feel uncomfortable when the rapid deceleration control is permitted / executed. This is because the driver's intention is not oriented to sports driving, but is erroneously estimated to be sports driving oriented, thereby permitting and executing control during sudden deceleration.

  Therefore, in the third embodiment, when the change rate of the positional relationship between the front obstacle and the host vehicle is greater than or equal to a predetermined value in step SB-7 in FIG. Is equivalent to the case of interrupting before), the control at the time of rapid deceleration is not permitted.

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 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 time chart for demonstrating the effect of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of 3rd Embodiment of the driving force control apparatus 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 96 Signal Reading Means 98 Pre-Processing Means 98a Start-up Output Manipulation Amount Calculation Means 98b Acceleration Manipulation Output Manipulation Maximum Change Rate Calculation Means 98c Braking Maximum Deceleration Calculation Means 98d Coasting Travel Time Calculation Means 98e Time calculation means 98f Maximum input signal interval 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 NN Neural network S1 to S4 Solenoid valves SL1, SL2, SLU Linear solenoid valve

Claims (6)

In a vehicle driving force control device that performs deceleration assist control for assisting deceleration based on a braking operation of a driver's vehicle,
Whether or not the deceleration assist control is permitted is determined based on a driving-oriented estimation result,
At least one of the operation state of the driver's vehicle and the driving environment of the vehicle corresponds to a setting situation that is set in advance as the driver may feel uncomfortable when the deceleration assist control is performed. In this case, the deceleration assist control is not permitted. The vehicle driving force control device according to claim 1,
The set state is a state in which a pressure corresponding to the braking operation is decreasing. In the vehicle driving force control device according to claim 2,
The vehicle driving force control device, wherein the pressure corresponding to the braking operation is a brake depression force or a brake master cylinder pressure of the braking operation. The vehicle driving force control device according to claim 1,
The set situation is a situation where at least one of the steering angle of the vehicle and the rate of change of the steering angle is equal to or greater than a predetermined value set in advance. The vehicle driving force control device according to claim 1,
The set condition is a condition in which the rate of change in the positional relationship between the vehicle and an obstacle ahead of the vehicle is equal to or greater than a predetermined value set in advance. In the vehicle driving force control device according to any one of claims 1 to 5,
The deceleration assist control is a rapid deceleration control that performs a downshift when the vehicle is suddenly braked.

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