JP2008120378A - Travel control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a desired braking performance during deceleration without damaging travel performance in reacceleration after deceleration. <P>SOLUTION: At a position "B", respective shift ranges of 4, 3, 2, and L are set as a shift lever 132 is moved from the vehicle front side toward the rear side. Besides, "-" position and "+" position are provided at both right and left sides of the "B" position and a target deceleration MG is increased and reduced by tilting the shift lever 132 to the "-" position and "+" position according to the number of operations. Since setting of the shift range of an automatic transmission 16 and setting of the target deceleration MG during deceleration by the accelerator-OFF mode can be respectively independently performed, a desired braking performance by the accelerator-OFF mode can be obtained without damaging travel performance when re-accelerating the accelerator mode from OFF to ON. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle travel control device, and more particularly to a travel control device that can obtain a desired braking performance during deceleration without impairing the travel performance during acceleration after deceleration.

2. Description of the Related Art A vehicle that includes a driving force source for traveling and a transmission and that can obtain a predetermined braking force by a driving force source brake during deceleration is widely known (see, for example, Patent Document 1). For example, when a driving force source brake has an engine as a driving force source, a braking force (engine brake) is obtained by friction loss or pumping action. In the case of an electric vehicle that runs on an electric motor, A braking force can be obtained by regenerative control, and a larger braking force can be obtained as the transmission gear ratio is larger. And although not yet known, Japanese Patent Application No. 2000-597152 filed earlier by the applicant of the present application discloses a vehicle that can adjust the deceleration at the time of deceleration by a driving force source brake by operating a shift lever or a switch. A travel control device has been proposed.
JP 2000-310138 A

  However, in the above proposal, it is possible to adjust the deceleration at the time of deceleration by the driving force source brake. However, if the engine speed is low when shifting from deceleration to acceleration, sufficient acceleration performance cannot be obtained, while the transmission speed of the transmission If the ratio is too large, there is a possibility that a large driving force shock may occur when the accelerator is depressed during acceleration. For example, the desired running performance may not be obtained during acceleration after deceleration.

  The present invention has been made against the background of the above circumstances, and its object is to obtain a predetermined braking performance during deceleration without impairing the running performance during re-acceleration after deceleration. .

  In order to achieve such an object, a first invention provides a first operation system for setting a transmission gear ratio or a transmission range of the transmission in a vehicle including a driving force source for traveling and a transmission, And a second operating system for setting a target braking performance during deceleration separately from the first operating system, and both operating systems can be operated continuously by a common operating member. To do.

  According to a second aspect of the present invention, in a vehicle including a driving force source for traveling and a transmission, a first operation system that sets a transmission gear ratio or a transmission range of the transmission is separate from the first operation system. And a second operating system for setting a target braking performance at the time of deceleration, and both operating systems have a positional correlation so that the target braking performance can be set for each speed ratio or speed range. It is characterized by.

  According to a third aspect of the present invention, in a vehicle including a driving force source for traveling and a transmission, a first operation system for setting a transmission gear ratio or a transmission range of the transmission is separate from the first operation system. And a second operating system for setting a target braking performance during deceleration, and the operating directions of both operating systems are different from each other.

  According to a fourth aspect of the present invention, in the vehicle travel control apparatus of the third aspect, the operation directions of the two operation systems are orthogonal to each other.

  According to a fifth aspect of the present invention, in a vehicle including a driving force source for traveling and a transmission, (a) a first operating system for setting a transmission gear ratio or a transmission range of the transmission in a manual setting state; A second operating system for setting a target braking performance during deceleration separately from the first operating system, and (b) when the first operating system is out of the manual setting state, Brake performance setting release means for releasing the target brake performance set in the second operation system is provided.

  According to a sixth aspect of the present invention, in a vehicle including a driving force source for traveling and a transmission, (a) a first operation system for setting a transmission gear ratio or a transmission range of the transmission, and the first operation system And a second operating system for setting the target braking performance during deceleration, and (b) when the vehicle main switch is turned off, the second operating system is set. And braking performance setting canceling means for canceling the target braking performance.

  According to a seventh aspect of the present invention, in a vehicle including a driving force source for traveling and a transmission, (a) a first operating system for setting a transmission gear ratio or a transmission range of the transmission in a manual setting state; And a second operating system for setting a target braking performance during deceleration separately from the first operating system, and (b) even when the first operating system is out of the manual setting state, It has a target braking performance storage means for storing and holding the target braking performance set by the second operation system.

  According to an eighth aspect of the present invention, in the vehicle travel control apparatus of the seventh aspect, when the first operating system is in the manual setting state, the target braking performance stored in the target braking performance storage means is automatically set. It is characterized by having a target braking performance automatic setting means for resetting.

  A ninth aspect of the present invention is the vehicle travel control apparatus according to the seventh or eighth aspect, wherein when the main switch of the vehicle is turned off, the target braking performance set by the second operation system is set to the target braking performance. It has a braking performance setting canceling means for canceling including the one stored in the performance storing means.

  In a tenth aspect of the present invention, in a vehicle including a driving force source for traveling and a transmission, (a) a first operation system for setting a transmission gear ratio or a transmission range of the transmission, and the first operation system. And a second operating system for setting a target braking performance during deceleration. (B) Even when the main switch of the vehicle is turned OFF, the second operating system is set. It has a target braking performance storage means for storing and holding the target braking performance.

  An eleventh aspect of the present invention is the vehicle travel control apparatus according to the tenth aspect of the present invention, wherein the target braking performance stored in the target braking performance storage means is automatically reset when the main switch is turned on. It has a braking performance automatic setting means.

  A twelfth aspect of the present invention is the vehicle travel control apparatus according to the tenth aspect of the present invention, wherein the main switch is turned on and the first operation system is set to a manual setting state in which the speed ratio or the speed range can be set. And a target braking performance automatic setting means for automatically resetting the target braking performance stored in the target braking performance storage means.

  In a thirteenth aspect of the present invention, in a vehicle including a driving force source for traveling and a transmission, (a) a first operation system for setting a transmission gear ratio or a transmission range of the transmission, and the first operation system And a second operating system for setting a target braking performance during deceleration. (B) When the gear ratio or the speed range is changed by the first operating system, the change is made. There is provided correlation setting means for correlating the target braking performance in a new gear ratio or shift range based on the target braking performance previously set in the second operation system.

  In such a vehicle travel control device, the first operation system for setting the transmission gear ratio or the transmission range of the transmission and the first braking system for setting the target braking performance during deceleration are set separately from the first operation system. Therefore, a desired braking performance can be obtained at the time of deceleration without impairing the running performance at the time of reacceleration by turning off the accelerator.

  In the first invention, the two operation systems can be operated continuously by a common operation member, and in the second invention, the two operation systems are positioned so that the target braking performance can be set for each gear ratio or gear range. Therefore, both have excellent operability, and both the transmission and target braking performance setting operations can be performed easily and quickly. In the third invention, since the operation directions of the two operation systems are different from each other, erroneous operation is suppressed and operability is improved. In particular, in the fourth invention, since the operation directions of both operation systems are orthogonal to each other, erroneous operations are more effectively suppressed.

  In the fifth invention, when the first operating system is released from the manual setting state, for example, when it is switched to a neutral state in which power transmission is interrupted, an automatic shift state in which gears are automatically shifted in all shift ranges, or the like. The target braking performance set in the second operation system is canceled. This is because the braking performance desired by the driver at the time of deceleration differs depending on the driving conditions such as mountain road driving or flat road driving and the environment. This is because when driving in the manual setting state, it may be less likely that the driver will feel uncomfortable if the target braking performance is set again according to the driving conditions at that time. .

  In the sixth aspect of the invention, the target braking performance set in the second operation system is canceled when the main switch (for example, an ignition switch) of the vehicle is turned off. This is because the braking performance desired by the driver during deceleration differs depending on the driving conditions, environment, driver's preference, etc., so when the main switch is turned off, the target braking performance is canceled and the main switch is turned on. When driving again after being operated, there is a case where it is less likely that the driver will feel uncomfortable if the target braking performance is set again according to the driving conditions at that time and the driver's preference. It is possible.

  In the seventh invention, even when the first operating system is released from the manual setting state, the target braking performance set by the second operating system is stored and held. For example, as in the eighth invention, When the operating system is again set to the manual setting state, the target braking performance is automatically reset, so that it is not necessary to reset the target braking performance one by one, and the setting operation is facilitated. In other words, if the driving conditions and environment are substantially the same, the braking performance desired by the driver during deceleration will be substantially the same. For example, after the vehicle is temporarily set to the neutral state by waiting for a signal, the vehicle is again set in the manual setting state. In this case, it is desirable to maintain the target braking performance as it is. In the ninth invention, when the main switch is turned off, the target braking performance set in the second operation system is released including those stored in the target braking performance storage means. The same effect as in the sixth invention can be obtained.

  In the tenth invention, even when the main switch of the vehicle is turned off, the target braking performance set in the second operation system is stored and held. Therefore, for example, as in the eleventh invention and the twelfth invention, When the switch is turned ON again, or when the main switch is turned ON and the first operating system is set to the manual setting state, the target braking performance is automatically reset. It is not necessary to reset the target braking performance one by one, and the setting operation becomes easy. In other words, if the driving conditions and environment are substantially the same, the braking performance desired by the driver during deceleration is substantially the same. Therefore, even when the main switch is turned OFF, the target braking is performed when the same driver is driving. It is desirable to maintain the performance as it is.

  In the thirteenth invention, when the gear ratio or the gear range is changed by the first operation system, the new gear ratio or the gear range is changed based on the target braking performance set by the second operation system before the change. Since the target braking performance at the time of deceleration is set in correlation with each other, it is not necessary to set the target braking performance each time the speed ratio or the speed range is changed, and the setting operation becomes easy. In other words, even if the gear ratio and the gear range are different, the tendency of the braking performance desired by the driver at the time of deceleration is often the same. Therefore, based on the target braking performance set at any gear ratio or gear range. Even if the target braking performance in another speed ratio or speed range is set, there is little possibility that the driver will feel uncomfortable.

  The driving power source for traveling has various modes such as an engine such as an internal combustion engine that generates power by combustion of fuel, an electric motor that generates power by electric energy, or both. Is possible. The transmission may be a planetary gear type that changes the gear ratio stepwise or a stepped transmission such as a two-shaft mesh type, or a belt type or a toroidal type that can change the gear ratio continuously. A continuously variable transmission may be used.

  In each of the first to thirteenth inventions, the speed change control means for controlling the speed change of the transmission according to the speed ratio and the speed range set in the first operation system, and the second operation system are set. Although it is configured to have braking control means that controls braking devices such as driving force source brakes and wheel brakes at the time of deceleration so as to brake with the target braking performance, the first operating system is mechanically shifted manually. It may be one that switches stages.

  The driving force source brake is an engine brake or a regenerative brake, and the engine brake adjusts the rotational resistance due to the pumping action and further the braking force by controlling the throttle valve opening, the intake / exhaust valve opening, and the like. In the case of a motor generator, the braking force can be adjusted by controlling the regenerative braking torque. In addition, various devices having a braking action other than the driving force source brake and the wheel brake, such as a generator (generator) and a motor generator provided separately from the driving force source to generate power by controlling power generation, are used. Is also possible.

  In controlling the engine brake, it is desirable to use an electric on-off valve that can be electrically opened and closed as an intake valve or an exhaust valve, or an electronic throttle valve that can electrically control the throttle valve opening. For example, the electric on-off valve is opened / closed by linearly reciprocating the valve element by an electromagnetic actuator provided for each on-off valve, or the camshaft provided for each on-off valve is rotated by an electric motor to open / close the valve. It is desirable that each on-off valve can be controlled to open and close independently, but the camshaft arranged across the on-off valves of a plurality of cylinders is rotationally driven by an electric motor. Various modes are possible, for example, one that can be continuously opened and closed at the timing.

  The target braking performance set in the second operation system is preferably a deceleration that is a vehicle speed decrease amount per fixed time, for example, but the vehicle speed decrease rate (= ΔV / V) per fixed time or for deceleration. The braking performance can be set by the magnitude of the braking torque. The deceleration is normally set so that the vehicle speed decreases. However, the deceleration = 0 can be set as the target braking performance so that the vehicle speed does not increase due to a downhill or the like.

  The shift range of the transmission is a shift range in which the shift is automatically performed using the vehicle speed, the accelerator operation amount, and the like as parameters, and usually a plurality of shift ranges in which the high-speed gear stages with small gear ratios are sequentially different are set. The driving force source brake can be obtained only at the highest speed of each shift range. In the present invention, for example, predetermined braking control is performed according to the target braking performance at the time of deceleration only at the highest speed of each shift range, but braking is performed according to the target braking performance at all the shift ranges of the shift range. Control can also be performed. Note that the gear ratio takes into account a continuously variable transmission, and in the case of a stepped transmission, it means a gear position.

  In the first to fourth aspects of the invention, for example, an operation member such as a shift lever is operated in the front-rear direction of the vehicle to change the transmission gear ratio and the shift range, and the common operation member is used in the vehicle width direction. The target braking performance is configured to be changed by the operation. The operation of the operation member in the vehicle width direction is detected by, for example, a pair of switches provided on both sides, and the target braking performance is increased or decreased according to the operation time or the number of operations. It is desirable to be configured to be held in place. The switches on both sides can detect the left and right operation of the operating member in the entire range of operation in the longitudinal direction of the vehicle for changing the gear ratio and gear range so that the target braking performance can be set at any gear ratio and gear range. It is provided as follows.

  The manual setting state of the first operation system is configured to be established by operating an operation member such as a shift lever to the manual setting position, for example, but the manual setting state is established by a push button switch or the like. Various embodiments are possible, such as the In the manual setting state, the gear ratio and the gear range are set, for example, a plurality of gear ratio positions and gear range positions are provided at the manual setting position, and the hydraulic circuit is switched by operating the operation member to those positions. It is configured such that any gear ratio or gear range is mechanically selected by, for example, a push button switch or the like so that any gear ratio or gear range can be electrically selected. Are possible.

  In addition to the manual setting state described above, the first operation system includes, for example, an automatic shift state (such as an automatic shift position) that automatically switches all the gears according to the vehicle speed, the accelerator operation amount (output required amount), and the like. The neutral state (neutral position or the like) in which power transmission is interrupted can be selected. However, it is also possible to always select each shift stage, neutral, etc. by manual operation of the driver without automatic shifting.

  When the target braking performance is canceled by the braking performance setting canceling means, the deceleration at the time of deceleration is configured to be performed in, for example, a predetermined standard state (nominal state). The standard state is determined as appropriate, for example, constant standard braking performance, braking control OFF, engine braking by fully closing the throttle valve opening, and the like. The standard braking performance can be finely set with parameters such as gear ratio, vehicle speed, road gradient, etc., and the setting of the target braking performance by the second operation system is, for example, a predetermined standard braking performance by a certain amount, Or it is comprised so that increase / decrease correction may be carried out by a fixed ratio. It is also possible to make the increasing correction amount and the decreasing correction amount different. When the standard braking performance is determined for each gear ratio, the target braking performance may be changed for each gear ratio or gear range as in the second aspect of the invention. The target braking performance may be set by uniformly changing the standard braking performance in all the gear ratios or gear ranges in accordance with the operation of the second operation system performed in the gear ratio or gear range. This is substantially one embodiment of the thirteenth invention.

  In the second aspect of the invention, the target braking performance can be set for each speed ratio and speed range. However, when implementing other inventions, a constant target braking performance is set regardless of the speed ratio and speed range. It may be like this. That is, the gear ratio and the gear range are set in the first operation system according to the required travel performance during reacceleration such as accelerator OFF → ON, and the target braking performance is the gear ratio according to the braking performance during deceleration. It is set by the second operation system regardless of the shift range.

  The braking performance setting release means of the fifth, sixth and ninth inventions may release the target braking performance when the first operating system is released from the manual setting state or when the main switch is turned OFF. However, when braking control during deceleration is performed at least in the next manual setting state, the manually set target braking performance is canceled and braking control is performed based on a predetermined standard braking performance. It only has to be done.

  In the eighth invention, the eleventh invention, and the twelfth invention, the target braking performance stored in the target braking performance storage means is automatically reset, but the driver manually operates (switch operation etc.). It may be read from the storage means and set manually. When a plurality of drivers use the same vehicle, for example, the target braking performance is stored in association with an ID code for identifying the driver, and the target braking performance is set for each driver. desirable.

  The main switch of the vehicle is, for example, an ignition switch for an engine-driven vehicle, and is a switch for activating a vehicle control system in an electric vehicle, and means the most basic switch for using the vehicle.

  When the vehicle is decelerating, for example, when the vehicle is decelerating due to the accelerator being turned off, the amount of operation of the accelerator operating member such as an accelerator pedal that the driver operates according to the requested output amount is 0. Since the requirement is 0 and the output of the driving force source is reduced (including 0) accordingly, the vehicle speed generally decreases due to running resistance or the like. In addition, when the vehicle is decelerated by turning off the accelerator, it does not necessarily mean that the vehicle speed is actually decreasing when the vehicle is decelerating by turning off the accelerator. For example, is the vehicle speed actually decreasing when the accelerator is off while traveling? Regardless of whether or not, the braking control may be executed according to the target braking performance set by the second operation system during deceleration. That is, “when decelerating” means “when decelerating” or “when decelerating is requested”.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram illustrating the configuration of a vehicle power transmission device 8 to which the present invention is applied. In FIG. 1, an output of an engine 10 constituted by an internal combustion engine is input to an automatic transmission 16 via an input clutch 12 and a torque converter 14 as a fluid power transmission device, and a differential gear device and an axle (not shown) are shown. It is transmitted to the drive wheel via. Between the input clutch 12 and the torque converter 14, an electric motor as a rotating machine and a motor generator (MG) 18 functioning as a generator are disposed and used as a driving power source for traveling together with the engine 10. It is done. The torque converter 14 includes a pump impeller 20 connected to the input clutch 12, a turbine impeller 24 connected to the input shaft 22 of the automatic transmission 16, and a space between the pump impeller 20 and the turbine impeller 24. A lockup clutch 26 for direct connection and a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28 are provided.

  The automatic transmission 16 includes a first transmission unit 32 that switches between two stages of high and low, and a second transmission unit 34 that can switch between a reverse transmission stage and four forward stages. The first transmission unit 32 is supported by the sun gear S0, the ring gear R0, and the carrier K0 so as to be rotatable, and the planetary gear P0 includes a planetary gear P0 meshed with the sun gear S0 and the ring gear R0, and the sun gear S0 and the carrier. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 38 are provided.

  The second transmission unit 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1, and the first planetary gear unit 40 including the planetary gear P1 meshed with the sun gear S1 and the ring gear R1, and the sun gear S2. A second planetary gear unit 42 including a planetary gear P2 that is rotatably supported by the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 is rotatable. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.

  The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 46. Further, the ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 48. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1, the sun gear S2, and the ring gear R0. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 38. The one-way clutch F <b> 1 is configured to be engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 22.

  A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 38. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

  In the automatic transmission 16 configured as described above, for example, in accordance with the operation table shown in FIG. 2, the first reverse speed and the fifth forward speed in which the speed ratio (the rotational speed Nin of the input shaft 22 / the rotational speed Nout of the output shaft 46) is sequentially different. It is switched to one of the (1st to 5th) gear positions. In FIG. 2, “◯” indicates engagement, a blank indicates release, “◎” indicates engagement during driving force source braking by regenerative braking of the engine brake or motor generator 18, and “Δ” is related to power transmission. Represents an engagement that does not. It should be noted that the driving force source brake is always applied to the fourth shift stage “4th” and the fifth shift stage “5th”. The clutches C0 to C2 and the brakes B0 to B4 are all hydraulic friction engagement devices that are engaged by a hydraulic actuator.

  FIG. 3 is a schematic diagram for explaining various operation devices and display devices in the vicinity of the driver seat 50. Shift operation devices 54 and 56 are provided on the left and right center floor portions and the side door 52 of the driver seat 50, respectively. The front instrument panel 58 is provided with a display device 60 such as a liquid crystal panel to display various information. The shift operation devices 54 and 56 have basically the same configuration, and can be operated in accordance with the driver's preference. As shown in FIG. 10, the shift operation devices 54 and 56 have a single shift lever 132 as an operation member. The “P” position for parking, the “R” position for reverse driving, the “N” position for cutting off power transmission, and the automatic transmission 16 automatically switched according to the shift map of FIG. The “D” position that establishes the forward D range, and the “B” position that establishes a manual setting state in which a plurality of shift ranges having different gear ranges (shift ranges) to be automatically switched can be selected. It is like that. In addition, the code | symbol 68 of FIG. 3 is a steering wheel.

In the D range, the vehicle speed V and the throttle valve opening θ _TH are used as shown in FIG. 6 using all the forward shift speeds of the automatic transmission 16, that is, the first shift speed “1st” to the fifth shift speed “5th”. As a parameter, shift control is performed according to a shift map (shift conditions) consisting of a plurality of shift lines stored in advance, and the gear ratio increases as the vehicle speed V decreases or the throttle valve opening _θTH increases. Are established.

  As shown in FIG. 11, the speed ranges that can be selected at the “B” position are four speed ranges, three ranges, two ranges, and L ranges with different maximum speed ratios, that is, the lower limit of the gear ratio. In the range, the shift control is automatically performed according to the shift map of FIG. 6, and as the “B” position moves from the vehicle front side toward the rear, that is, as the distance from the “D” position increases, 4, 3, 2, L Each shift range is set. In this embodiment, the shift position sensor 84 (see FIG. 4) detects the shift range selection state together with the shift positions, and the shift lever 132 and the shift position sensor 84 set the shift range. 1 operation system is configured. The circled numbers in the gear position column of FIG. 11 mean that the driving force source brake acts, and the D range is established at the “D” position.

  FIG. 10A is a plan view showing the entire shift operation device 54 or 56, and FIG. 10B is an enlarged view of the “B” position. The “−” position and “ The “+” position is provided, and the shift lever 132 can be tilted to the “−” position and the “+” position, that is, the direction perpendicular to the selection direction of the shift range. The shift lever 132 can be moved to the “−” position and the “+” position in the entire shift range position of the “B” position, that is, all of 4, 3, 2, and L, and is always urged by a spring or the like. By means, it is held at the original position in the center in the left-right direction. The presence / absence of operation of the shift lever 132 to the “−” position and “+” position is detected by a deceleration setting (−) switch 88 and a deceleration setting (+) switch 90 (see FIG. 4). Accordingly, the target deceleration MG can be increased or decreased, and the target braking performance at the time of deceleration with the accelerator OFF is set by the shift lever 132, the deceleration setting (−) switch 88, and the deceleration setting (+) switch 90. A braking performance setting device, that is, a second operation system is configured. The target deceleration MG is a target braking performance at the time of deceleration with the accelerator OFF, and is a reduction amount of the vehicle speed V per unit time. In the present embodiment, the first operating system and the second operating system can be continuously operated by the shift lever 132 which is a common operating member, and the position is correlated so that the target deceleration MG can be set for each shift range. And the operating directions of both operating systems are determined to be orthogonal to each other.

FIG. 4 is a block diagram illustrating a control system provided in the vehicle power transmission device 8 of the present embodiment. Signals input to the electronic control unit (ECU) 70 and output from the electronic control unit 70 are shown. This is an example of a signal, and includes a vehicle speed (V) sensor 72, an engine speed (NE) sensor 74, a turbine speed (NT) sensor 76, a battery charge (SOC) sensor 78, and an accelerator operation amount (θ _ACC ) sensor. 80, throttle valve opening (θ _TH ) sensor 82, shift position sensor 84, deceleration setting (−) switch 88, deceleration setting (+) switch 90, foot brake switch 92, ignition switch 94, auto cruise switch 96, From the sports mode switch 98, economy mode switch 100, snow mode switch 102, etc., the vehicle speed V (Corresponding to the rotational speed Nout of the output shaft 46), the engine rotational speed NE, the turbine rotational speed NT (same as the rotational speed Nin of the input shaft 22), a battery that is charged by the motor generator 18 and supplies electric energy during powering Storage amount (remaining amount) SOC, operation amount of accelerator operation member such as accelerator pedal (driver's output request amount) θ _ACC , throttle valve opening θ _TH of electronic throttle valve 116, shift position selection state by shift lever 132 , Whether or not the shift lever 132 is operated to the “−” position or the “+” position, the foot brake ON / OFF, the ignition switch 94 that is the main switch of the vehicle is ON / OFF, and the selection mode of the driving mode such as auto cruise , Etc. are supplied. The shift position sensor 84 detects an “R” position, a “D” position, and the like selected by the shift lever 132, and includes a plurality of ON / OFF switches. The auto-cruise switch 96 selects the auto-cruise travel that travels at a constant vehicle speed and automatically follows a predetermined distance when a preceding vehicle is present. The sport mode switch 98 is a shift map shown in FIG. 6 is selected to select a sport mode in which high driving performance is obtained by shifting the shift line of the vehicle to the high vehicle speed side. The economy mode switch 100 shifts the shift line of the shift map of FIG. 6 to the low vehicle speed side to improve fuel efficiency. Select an excellent economy mode.

The electronic control unit 70 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. As a result, the motor controller 110 performs power running control and regenerative control by the motor controller 110, and the output control and engine brake of the engine 10 by the ignition device 112, the fuel injection device 114, the electronic throttle valve 116, the electromagnetically driven valve 118, and the like. The gears of the automatic transmission 16 are changed by switching the engagement and disengagement states of the clutches C0 to C2 and the brakes B0 to B4 by controlling the hydraulic circuit (not shown) or by the ABS actuator 120. Braking force control of the brake 121 And go, the target deceleration indicator 122 of the display device 60, and displays various information such as the system indicator 124, such as the operating state of the target deceleration MG and hybrid systems. The electronic throttle valve 116 is basically controlled to open and close according to the accelerator operation amount θ _ACC as shown in FIG. The electromagnetically driven valve 118 is an electrically operated on / off valve that can be electrically opened and closed, and constitutes an intake valve and an exhaust valve. By controlling the opening of the electrically operated on / off valve 118 and the electronic throttle valve 116 when the accelerator is OFF. The rotational resistance due to the pumping action, that is, the engine brake can be adjusted.

  FIG. 12 is a flowchart for explaining an example of setting control of the target deceleration MG and the target gear position, and is executed by signal processing of the electronic control unit 70. In step R1-1, the “B” position, It is determined whether or not it is a manual setting state in which the shift range can be arbitrarily set. If it is the “B” position, step R1-2 and the subsequent steps are executed. If it is not the “B” position, step R1-7 is executed. In step R1-7, it is determined whether or not a B → D shift for switching the shift lever 132 from the “B” position to the “D” position has been performed. → In the case of D shift, the target deceleration MG is returned to the nominal value in step R1-8. The nominal value is a standard braking performance set in advance, and a constant value may be set for each shift range. In this embodiment, for example, as the vehicle speed V is higher, the deceleration becomes larger as shown by the solid line in FIG. The vehicle speed V is defined as a parameter. This step R1-8 is also executed when the ignition switch 94 is switched from ON to OFF and the determination in step R1-2 is YES, so that the target deceleration MG is returned to the nominal value. It functions as the braking performance setting release means of the fifth and sixth inventions.

  In step R1-2, which is executed in the case of the "B" position, it is determined whether or not the ignition switch 94 is OFF. If the ignition switch 94 is OFF, that is, if an ON → OFF switching operation is performed, step R1-8 is performed. The target deceleration MG is returned to the nominal value by execution, but if it is not OFF, that is, if it is ON, it is determined in step R1-3 whether or not the target deceleration MG is changed. Whether or not the target deceleration MG setting is changed is determined by the ON signal from the deceleration setting (−) switch 88 or the deceleration setting (+) switch 90 when the shift lever 132 is operated to the “−” or “+” position. If any of the ON signals is supplied, the target deceleration MG is increased or decreased for each shift range in step R1-5, and the new target deceleration MG is stored in a RAM or the like. The setting value is stored in the setting value storage device and changed, and displayed on the target deceleration indicator 122. Setting or changing of the target deceleration MG for each shift range is performed according to the flowchart of FIG.

  In step S1 of FIG. 7, it is determined whether or not the shift lever 132 is tilted to the “−” position and the ON signal is supplied from the deceleration setting (−) switch 88. In S2, the target deceleration MG is increased. If the determination in step S1 is NO (No), it is determined in step S3 whether the shift lever 132 is tilted to the “+” position and an ON signal is supplied from the deceleration setting (+) switch 90. When the signal is supplied, the target deceleration MG is decreased in step S4. In the present embodiment in which the nominal value is set using the vehicle speed V as a parameter as shown by a solid line in FIG. 13, the overall value is increased or decreased as shown by a one-dot chain line or a dotted line. Further, the increase amount α is smaller than the decrease amount β, so that the target deceleration MG on a downhill or the like can be set finely and can be quickly returned to the nominal value or the like. The increase amount α and the decrease amount β are constant regardless of the size of the vehicle speed V, but the increase amount α and the decrease amount with the vehicle speed V as a parameter, such as increasing the increase amount α and the decrease amount β as the vehicle speed V increases. β may be different. In this embodiment, it is increased or decreased stepwise for each operation to the “−” position or the “+” position, but the target is set according to the time for which the shift lever 132 is held at the “−” position or the “+” position. An increase / decrease amount of the deceleration MG may be determined. If the target deceleration MG is increased or decreased in this way, the target deceleration MG is stored in the set value storage device such as RAM and displayed on the target deceleration indicator 122 in step S5.

  Returning to FIG. 12, if the determination in step R1-3 is NO, that is, if there is no request for changing the setting of the target deceleration MG, the current target deceleration MG is maintained as it is in step R1-4. In step R1-6, the target shift speed is set according to the shift map of FIG. 6 within the shift range of the current shift range. Regardless of whether the accelerator is ON or OFF, the automatic transmission 16 is shift-controlled according to the target gear set in step R1-6.

  On the other hand, when the target deceleration MG is set for each shift range of the “B” position and the target shift stage is set according to the selected shift range, for example, the flowchart of FIG. Accordingly, the braking control of the driving force source brake and the wheel brake 121 is performed according to the shift stage of the automatic transmission 16 so as to decelerate at the target deceleration MG. In step SS1 of FIG. 8, the braking amount (vehicle braking torque, etc.) required for deceleration at the target deceleration MG is obtained using the vehicle speed V, road surface gradient, vehicle weight, etc. relating to running resistance as parameters, and the actual reduction. Feedback correction is performed based on the deviation between the speed and the target deceleration MG. The necessary braking amount may be obtained only by feedback control based on the deviation between the actual deceleration and the target deceleration MG. In the present embodiment, the target deceleration MG is determined using the vehicle speed V as a parameter, and therefore, a specific target deceleration MG is obtained according to the vehicle speed V at that time, and the required braking amount is calculated.

  In step SS2, the maximum braking amount obtained by the driving force source brake is calculated on the basis of the gear ratio of the target gear and the vehicle speed V set in step R1-6. The driving force source brake is obtained by the regenerative control of the motor generator 18 and the engine brake. The braking amount is obtained by using the rotational speeds NM and NE and the gear ratio of the automatic transmission 16 as parameters, and the maximum braking amount. Is smaller than the required braking amount obtained in step SS1, the maximum braking amount is used as the output braking amount as it is, and in step SS3, the maximum braking amount obtained by the driving force source brake is subtracted from the required braking amount, The output braking amount of the wheel brake 121 is calculated. FIG. 9 illustrates the sharing relationship between the driving force source brake and the wheel brake 121 with respect to the target deceleration MG, and the sharing ratio of the wheel brake 121 increases as the target deceleration MG increases. However, if the maximum braking amount of the driving force source brake is larger than the required braking amount, priority is given to the collection of electric energy by the motor generator 18 to reduce the braking amount of the engine brake and to reduce the output braking amount of the wheel brake 121. 0. If necessary, the input clutch 12 is disengaged, and the braking amount by the regenerative control of the motor generator 18 is also reduced. Note that the engine brake can be prioritized in consideration of the storage amount SOC of the battery.

  In the next step SS4, the motor generator 18 is regeneratively controlled or the engine brake is controlled in accordance with the output braking amount set in step SS2. The braking amount by the motor generator 18 can be adjusted by the regenerative braking torque, and the engine brake can be adjusted by controlling the opening degree of the electromagnetically driven valve 118 and the electronic throttle valve 116. In Step SS5, the ABS actuator 120 performs hydraulic control of the wheel brake 121 to control the braking force so that the output braking amount obtained in Step SS3 can be obtained.

  Here, in the present embodiment, the setting of the shift range of the automatic transmission 16 and the setting of the target deceleration MG at the time of deceleration by the accelerator OFF can be performed independently, so that acceleration is re-accelerated by turning the accelerator OFF → ON. The desired braking performance can be obtained during deceleration by turning off the accelerator without impairing the running performance.

  Further, the setting of the shift range of the automatic transmission 16 and the setting of the target deceleration MG during deceleration by turning off the accelerator can be continuously performed using the common shift lever 132, and the target for each shift range. Since each operation position is determined with a positional correlation so that the deceleration MG can be set, excellent operability can be obtained, and both setting operations of the automatic transmission 16 and the target deceleration MG can be easily performed. Can be done quickly. In particular, the operation direction of the shift lever 132 when the shift range is set (the vehicle longitudinal direction) and the operation direction of the shift lever 132 when the target deceleration MG is set (the vehicle width direction) are determined to be orthogonal to each other. Therefore, erroneous operation is suppressed and operability is further improved.

  Further, when the shift lever 132 is switched from the “B” position to the “D” position to leave the manual setting state, the shift lever is operated to the “−” position or the “+” position (operation of the second operation system). Accordingly, the target deceleration MG set in accordance with (1) is canceled and returned to the nominal value. Therefore, there is no need to restore the target deceleration MG one by one, and the target deceleration MG is maintained as it is, and then the “B” position. There is no risk of causing the driver to feel uncomfortable when driving the vehicle. In other words, the braking performance desired by the driver when decelerating with the accelerator off varies depending on the traveling conditions and environment such as traveling on a mountain road or flat road, so when the vehicle is out of the manual setting state, the target deceleration MG is once canceled. When traveling in the manual setting state again, it is less likely that the driver will feel uncomfortable if the target deceleration MG is set again according to the traveling conditions at that time.

  Further, even when the ignition switch 94 is turned OFF, the target deceleration MG is canceled and returned to the nominal value. Therefore, there is no need to restore the target deceleration MG one by one, and the target deceleration MG remains unchanged. There is no possibility of causing the driver to feel uncomfortable when the ignition switch 94 is turned on and the vehicle is traveling in the “B” position after being maintained. That is, the braking performance desired by the driver when the accelerator is decelerated is different depending on the driving conditions, environment, driver's preference, etc., so when the ignition switch 94 is turned off, the target deceleration MG is canceled, When the vehicle travels again with the ignition switch 94 turned ON, it is more uncomfortable for the driver to set the target deceleration MG again according to the driving conditions at that time and the driver's preference. There is little possibility.

  The above-described embodiments are embodiments of the first invention to the sixth invention. Next, embodiments of the seventh invention, the eighth invention, the tenth invention, and the eleventh invention will be described. In addition, the same code | symbol is attached | subjected to the part substantially common with the said Example, and detailed description is abbreviate | omitted.

  FIG. 14 is a flowchart used instead of FIG. 12. In steps R2-7 to R2-10, the target deceleration MG and the target gear position are set in the same manner as steps R1-3 to R1-6 in FIG. To do. In step R2-1, it is determined whether or not the ignition switch 94 has been switched from OFF to ON. If the switch is switched from OFF to ON, it is stored in the storage device 126 in step R2-12 when the ON to OFF switching operation is performed. The previous target deceleration MG is read in step R2-2, reset in the set value storage device such as RAM, and displayed on the target deceleration indicator 122. Step R2-2 functions as the target braking performance automatic setting means of the eleventh aspect.

  In Step R2-3, it is determined whether or not the “B” position, that is, the manual setting state is selected. If it is not the “B” position, the shift lever 132 is moved from the “B” position to “D” in Step R2-11. It is determined whether or not it is a B → D shift operation for switching to a position. In the case of the B → D shift, that is, when the manual setting state is exited, the target deceleration MG at that time is stored in the storage device 126 in step R2-12. Step R2-12 is also executed when the ignition switch 94 is switched from ON to OFF and the determination in step R2-6 becomes YES, and the target deceleration MG at that time is stored in the storage device 126. In addition, the storage device 126 constitutes the target braking performance storage means of the seventh invention and the tenth invention.

  In step R2-4 executed in the case of the "B" position, it is determined whether or not the shift lever 132 is switched from the "D" position to the "B" position. When switched to the manual setting state, the previous target deceleration MG stored in the storage device 126 in step R2-12 at the time of the B → D shift is read in step R2-5, and is again stored in the set value storage device such as a RAM. It is set and displayed on the target deceleration indicator 122. Step R2-5 functions as the target braking performance automatic setting means of the eighth invention.

  In Step R2-6, it is determined whether or not the ignition switch 94 has been switched from ON to OFF. If the ignition switch 94 has been switched from ON to OFF, Step R2-12 is executed, and the target reduction at that time is reduced. Although the speed MG is stored in the storage device 126, if it is not OFF, that is, if it is ON, Step R2-7 and subsequent steps are executed.

  In this case, the target deceleration MG set by operating the shift lever to the “−” position or the “+” position is stored and held in the storage device 126 even when the B → D shift leaves the manual setting state. When the manual setting state is again set by the D → B shift, the previous target deceleration MG stored in the storage device 126 is automatically reset. Therefore, it is necessary to reset the target deceleration MG one by one. And setting operation becomes easy. In other words, if the driving conditions and environment are substantially the same, the braking performance desired by the driver when the vehicle is decelerated by turning off the accelerator is substantially the same. For example, after temporarily setting the neutral state by waiting for a signal or the like, “N” again. When switching from the position to the “B” position via the “D” position and traveling in the manually set state, it is desirable to maintain the target deceleration MG as it is.

  Also, when the ignition switch 94 is switched from ON to OFF, the target deceleration MG at that time is stored and held in the storage device 126, and is stored in the storage device 126 when the ignition switch 94 is switched from OFF to ON. Since the previous target deceleration MG is automatically reset, it is not necessary to reset the target deceleration MG one by one, and the setting operation is facilitated. In other words, if the driving conditions and environment are substantially the same, the braking performance desired by the driver when decelerating with the accelerator off is substantially the same, so even if the ignition switch 94 is turned off, the same driver will drive. In this case, it is desirable to maintain the target deceleration MG as it is.

  In the above embodiment, when an OFF → ON switching operation of the ignition switch 94 is detected in step R2-1, the previous target deceleration MG is automatically reset in step R2-2 immediately. This step R2-2 may be omitted. That is, when the ignition switch 94 is turned OFF → ON and the D → B shift is performed and the determination in step R2-4 becomes YES, the previous target deceleration MG is automatically set in step R2-5. It is reset. In this case, it becomes an embodiment of the twelfth invention.

  FIG. 15 shows an embodiment of the ninth invention in which step R2-6 is omitted as compared with FIG. 14, and the target deceleration MG is not stored when the ignition switch 94 is switched from ON to OFF. Step R2-13 is executed instead of 2, and the nominal value is set as the target deceleration MG including the stored contents of the storage device 126 when the ignition switch 94 is switched from OFF to ON. Step R2-13 functions as the braking performance setting canceling means of the ninth invention.

  In the present embodiment, the target deceleration MG stored in the set value storage device such as the RAM by the shift lever operation to the “−” position or the “+” position, or the target stored in the storage device 126 during the B → D shift. Since the deceleration MG is canceled and set to the nominal value when the ignition switch 94 is turned OFF → ON, it is not necessary to restore the target deceleration MG one by one, and the target deceleration MG is maintained. There is no fear of causing the driver to feel uncomfortable.

  FIG. 16 shows an embodiment of the thirteenth aspect of the invention. Compared with FIG. 15 above, steps R2-14 and R2-15 are provided between steps R2-5 and R2-7, and set in any of the shift ranges. The difference is that the target deceleration MG is automatically set by analogy in other shift ranges in accordance with the target deceleration MG. That is, it is determined whether or not the shift range has been changed in step R2-14. If the shift range has been changed, step R2-15 is executed. For example, as shown in FIG. 17, the target deceleration in the original shift range is executed. Based on the MG, the target deceleration MG in the new shift range is automatically set. FIG. 17 is a diagram for explaining an example of an analogy setting of the target deceleration MG at a predetermined vehicle speed V. When the original shift range is 3 ranges and the target deceleration MG is A, switching to the 2 ranges is performed. In this case, B that is determined based on the value of A is automatically set as the target deceleration MG. The analogy setting has a predetermined correlation, for example, the target deceleration MG is set to the same ratio with respect to the nominal value predetermined in each shift range, or a predetermined weight is provided for each shift range. As such, it is determined by an arithmetic expression or a map. Step R2-15 functions as the correlation setting means of the thirteenth aspect.

  In this embodiment, when the shift range is changed, the target deceleration MG in the new shift range is automatically set by analogy based on the target deceleration MG set in the shift range before the change. It is not necessary to set the target deceleration MG one by one every time the shift range is changed, and the setting operation becomes easy. That is, even if the speed range is different, the tendency of the braking performance desired by the driver at the time of deceleration due to the accelerator OFF is often the same, so other speed ranges are set based on the target deceleration MG set in any speed range. Even if the target deceleration MG in the shift range is automatically set, there is little possibility that the driver will feel uncomfortable.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one embodiment to the last, and this invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

1 is a skeleton diagram illustrating a vehicle power transmission device to which the present invention is applied. FIG. 2 is a diagram illustrating a relationship between a combination of operations of a plurality of hydraulic friction engagement devices and a shift speed established thereby in the automatic transmission of FIG. 1. It is a schematic block diagram of the driver's seat vicinity of the vehicle which has the power transmission device of FIG. It is a block diagram explaining the principal part of the control system with which the vehicle power transmission device of FIG. 1 is provided. FIG. 2 is a diagram showing a relationship between an engine throttle valve opening and an accelerator operation amount in the vehicle power transmission device of FIG. 1. It is a figure explaining an example of the speed change conditions of the automatic transmission in the power transmission device for vehicles of FIG. It is a flowchart explaining the setting change of the target deceleration performed by the signal processing of the electronic control unit (ECU) of FIG. FIG. 5 is a flowchart for explaining braking control when the accelerator is OFF, which is executed by signal processing of an electronic control unit (ECU) in FIG. 4. It is the figure which illustrated the sharing relationship of the driving force source brake and wheel brake which are set according to the flowchart of FIG. It is a figure which shows the shift operation apparatus of FIG. 3 concretely. It is a figure which shows the speed change range and speed change range which can be selected with the shift operation apparatus of FIG. It is a flowchart explaining the control at the time of setting a target deceleration in the Example of FIG. It is a figure explaining an example of the target deceleration MG set according to the flowchart of FIG. It is a flowchart explaining another example of control at the time of setting target deceleration. It is a flowchart explaining another example of control at the time of setting target deceleration. It is a flowchart explaining another example of control at the time of setting target deceleration. It is a figure explaining the specific example at the time of setting a target deceleration by analogy by step R2-15 of FIG.

Explanation of symbols

10: Engine (drive power source) 16: Automatic transmission (transmission) 18: Motor generator (drive power source) 70: Electronic controller 84: Shift position sensor (first operation system) 88: Deceleration setting (- ) Switch (second operation system) 90: deceleration setting (+) switch (second operation system) 94: ignition switch (main switch) 126: storage device (target braking performance storage means) 132: shift lever (first operation system) 1 operation system, 2nd operation system)
Steps R1-8, R2-13: Braking performance setting release means Steps R2-2, R2-5: Target braking performance automatic setting means Step R2-12: Target braking performance storage means Step R2-15: Correlation setting means

Claims (13)

In a vehicle equipped with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a transmission range of the transmission, and a second operation system for setting a target braking performance during deceleration separately from the first operation system, Both the operation systems can be operated continuously by a common operation member. In a vehicle equipped with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a transmission range of the transmission, and a second operation system for setting a target braking performance during deceleration separately from the first operation system, Both the operation systems have a positional correlation so that the target braking performance can be set for each gear ratio or gear range. In a vehicle provided with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a transmission range of the transmission, and a second operation system for setting a target braking performance during deceleration separately from the first operation system, The vehicle travel control apparatus characterized in that the operation directions of both operation systems are different from each other. The travel control device for a vehicle according to claim 3, wherein the operation directions of the two operation systems are orthogonal to each other. In a vehicle equipped with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a shift range of the transmission in a manual setting state; and a second operation system for setting a target braking performance during deceleration separately from the first operation system. And
Vehicle running control, comprising: braking performance setting releasing means for releasing the target braking performance set by the second operating system when the first operating system is released from the manual setting state. apparatus. In a vehicle equipped with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a transmission range of the transmission, and a second operation system for setting a target braking performance during deceleration separately from the first operation system,
A vehicle travel control device comprising braking performance setting release means for releasing the target braking performance set by the second operation system when the vehicle main switch is turned off. In a vehicle equipped with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a shift range of the transmission in a manual setting state; and a second operation system for setting a target braking performance during deceleration separately from the first operation system. And
The vehicle has a target braking performance storage means for storing and holding the target braking performance set in the second operating system even when the first operating system is out of the manual setting state. Travel control device. And a target braking performance automatic setting means for automatically resetting the target braking performance stored in the target braking performance storage means when the first operating system is in the manual setting state. The vehicle travel control apparatus according to claim 7. Braking performance setting release means for releasing the target braking performance set in the second operation system including that stored in the target braking performance storage means when the main switch of the vehicle is turned off; The vehicle travel control device according to claim 7, wherein the vehicle travel control device is provided. In a vehicle equipped with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a transmission range of the transmission, and a second operation system for setting a target braking performance during deceleration separately from the first operation system,
A vehicle travel control device comprising target braking performance storage means for storing and holding the target braking performance set by the second operation system even when the vehicle main switch is turned off. 11. The target braking performance automatic setting means for automatically resetting the target braking performance stored in the target braking performance storage means when the main switch is turned on. The vehicle travel control apparatus described. The target braking performance stored in the target braking performance storage means when the main switch is turned on and the first operating system is set to a manual setting state in which the gear ratio or speed range can be set. The vehicle travel control device according to claim 10, further comprising target braking performance automatic setting means for automatically resetting the vehicle speed. In a vehicle equipped with a driving force source and a transmission for traveling,
A first operation system for setting a transmission gear ratio or a transmission range of the transmission, and a second operation system for setting a target braking performance during deceleration separately from the first operation system,
When the gear ratio or the gear range is changed by the first operating system, the target at the new gear ratio or gear range is set based on the target braking performance set by the second operating system before the change. A vehicle travel control device comprising correlation setting means for correlating braking performance.

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