JP2009179247A - Motion controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a motion controller for a vehicle making a deceleration control for suppressing a feeling of strangeness to a driver when passing a curve existing in front of the vehicle. <P>SOLUTION: When recognizing the existence of a curve while performing constant-speed control for keeping a vehicle speed Vx to a set vehicle speed Vo, the motion controller for a vehicle calculates a target vehicle speed characteristic Vt (A-B line) for decelerating the vehicle to the vehicle speed Vq at the point Pcr, based on "a decrement characteristic of the vehicle speed determined based on preliminary stored prime motor braking torque characteristics and preliminary set shift patterns of a transmission", an appropriate vehicle speed Vq for curve traveling, and a target point Pcr for attaining the vehicle speed Vq. Then, when a relationship between relative positions of the curve and the vehicle, and the vehicle speed Vx satisfies the target vehicle speed characteristic Vt (point Pcs 1), deceleration control is started/performed. Under deceleration control, the prime motor braking torque is applied to the vehicle, and the transmission is shifted down according to the shift patterns. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle motion control device, and more particularly to a device that performs automatic deceleration (deceleration control) of a vehicle when the vehicle passes a curve in front of the vehicle on a running road.

  Conventionally, there is one described in Patent Document 1 as one of such devices. In the device described in Patent Document 1, a set vehicle speed is determined based on a driver's operation, and the output of the prime mover is controlled so that the vehicle speed is maintained at the set vehicle speed so that the vehicle travels at a constant speed ( So-called auto cruise control) is executed.

When the curve approaches during the constant speed control, an appropriate vehicle speed for appropriately passing the curve is calculated, and it is determined whether deceleration is necessary based on a comparison between the current vehicle speed (set vehicle speed) and the appropriate vehicle speed. Is done. When it is determined that deceleration is necessary, deceleration control is performed to decelerate the vehicle toward the appropriate vehicle speed when entering the curve. In this deceleration control, a prime mover braking torque (engine brake, regenerative brake, etc.) that accompanies a shift down of the transmission is used, and friction braking torque is applied to the wheels to decelerate the vehicle.
Japanese Patent No. 3793431

  By the way, when performing the deceleration control as described above when entering a curve, it is preferable to reduce as much as possible the uncomfortable feeling experienced by the driver with respect to the vehicle speed reduction characteristic. In general, when the brake pedal is released (the friction braking torque is zero), the driver releases the accelerator pedal and shifts the transmission down (changes in the direction of increasing the reduction ratio) while driving the motor. Experience the opportunity to slow down the vehicle using (engine brakes, regenerative brakes, etc.) relatively frequently. That is, the driver is less likely to feel uncomfortable with the vehicle speed reduction characteristic obtained when the vehicle is decelerated using the prime mover braking torque that accompanies a shift down of the transmission.

  It is an object of the present invention to provide a vehicle motion control device that can achieve deceleration control with little discomfort given to a driver by using a prime mover braking torque that accompanies a change in the speed reduction ratio of a transmission when entering a curve. It is to provide.

  A vehicle motion control apparatus according to the present invention is a transmission that is interposed in a drive system between a prime mover that is a drive source of a vehicle and the prime mover and drive wheels, and that is connected to the drive wheel side. A transmission for changing a reduction ratio, which is a ratio of a rotational speed of an input shaft connected to the prime mover to a rotational speed of the shaft, a prime mover control means for controlling an output of the prime mover, and the reduction ratio of the transmission. The present invention is applied to a vehicle including transmission control means for controlling.

  Here, examples of the prime mover include an internal combustion engine and a motor. Examples of the transmission include a multi-stage transmission and a continuously variable transmission.

  The vehicle motion control apparatus according to the present invention includes vehicle speed acquisition means, shape acquisition means, position acquisition means, determination means, calculation means, and deceleration control means. Hereinafter, these means will be described in order. Hereinafter, in the present specification, a side closer to the vehicle and a side farther from a certain point may be referred to as “front side” and “back side”, respectively. Further, “passing the curve start point” may be referred to as “entering the curve”, and “passing the curve end point” may be referred to as “exiting the curve”.

  The vehicle speed acquisition means acquires the vehicle speed (vehicle speed) using one of well-known methods such as a method using the output of the wheel speed sensor.

  The shape acquisition means acquires the shape of a curve (particularly, a radius of curvature, etc.) ahead of the vehicle on the road on which the vehicle is traveling. The shape of the curve can be acquired from road information stored in a navigation device mounted on the vehicle, for example.

  The position acquisition means acquires a relative position of the vehicle with respect to the curve. This relative position can be acquired from, for example, road information stored in a navigation device mounted on the vehicle and a vehicle position obtained from a global positioning system mounted on the navigation device.

  The determining means determines an appropriate vehicle speed that is an appropriate vehicle speed when the vehicle travels on the curve based on the shape of the curve. More specifically, a reference point on the road is determined based on the shape of the curve, and an appropriate vehicle speed when the vehicle passes the reference point is determined as the appropriate vehicle speed. In the appropriate vehicle speed, the reference point is preferably a point in the middle of the curve (between the curve start point and the curve end point).

  The reference point may be determined, for example, as an end point of a relaxation curve section (start point of a constant curvature radius section) on the approach side of the curve, or a point closer to the vehicle with respect to the end point. Further, the appropriate vehicle speed can be set to a larger value as the minimum curvature radius in the curve is larger, for example.

  The calculating means preliminarily stores a change characteristic of a motor braking torque, which is a torque in a deceleration direction generated by the prime mover with respect to a decrease in the rotational speed of the output shaft of the prime mover, and an increase in the reduction ratio of the transmission in advance. On the road in the case where the vehicle is decelerated when the vehicle enters the curve based on the vehicle speed reduction characteristic determined based on the set change pattern and the appropriate vehicle speed. A target vehicle speed characteristic which is a target of the vehicle speed reduction characteristic with respect to the position is calculated. Here, the prime mover braking torque is, for example, a braking torque based on a so-called engine brake when the prime mover is an internal combustion engine, and a braking torque based on a regenerative brake when the prime mover is a motor.

  A change characteristic of the prime mover braking torque with respect to a decrease in the rotational speed of the output shaft of the prime mover (hereinafter, also referred to as “prime drive braking torque characteristic”) can be acquired in advance through experiments or the like. Therefore, this prime mover braking torque characteristic can be stored in advance in storage means (for example, ROM). The change pattern for increasing the speed reduction ratio of the transmission (hereinafter also referred to as “transmission speed change pattern”) is set in advance so that the speed reduction ratio increases as the vehicle speed decreases, for example, based on the vehicle speed. Is done.

  The deceleration of the vehicle acting on the prime mover braking torque is affected by the reduction ratio of the transmission. Therefore, the reduction characteristic of the vehicle speed (relative to the position on the road) can be determined based on the prime mover braking torque characteristic stored in advance and the preset transmission shift pattern. The target vehicle speed characteristic with respect to the position on the road is calculated based on the vehicle speed reduction characteristic determined in this way and the appropriate vehicle speed (with the reference point). This target vehicle speed characteristic is, for example, a characteristic that becomes larger as the vehicle speed becomes the appropriate vehicle speed at the reference point and moves away from the reference point toward the side closer to the vehicle.

  Since the target vehicle speed characteristic calculated in this way can be a characteristic along with a reduction characteristic of the vehicle speed determined based on the prime mover braking torque characteristic and the shift pattern of the transmission, the vehicle speed decreases along the target vehicle speed characteristic. When doing so, as described above, the driver is unlikely to feel uncomfortable.

  When the relationship between the vehicle speed and the relative position (that is, the distance between the reference point and the vehicle) satisfies a control start condition determined based on the target vehicle speed characteristic, the deceleration control means By reducing the output of the prime mover to generate the prime mover braking torque and changing the reduction ratio in the direction of increasing the reduction ratio according to the change pattern by the transmission control means, the speed of the vehicle toward the appropriate vehicle speed is increased. Start / execute deceleration control to decrease

  The control start condition is satisfied, for example, when the current vehicle speed exceeds the current target vehicle speed obtained from the target vehicle speed characteristic (corresponding to the current vehicle position). The deceleration control is terminated when, for example, the vehicle speed enters a predetermined range including the appropriate vehicle speed. The predetermined range may be zero.

  In the deceleration control, a prime mover braking torque is generated, and a reduction ratio is changed according to a shift pattern of the transmission. Therefore, the vehicle can be decelerated along the aforementioned vehicle speed reduction characteristic determined based on the prime mover braking torque characteristic and the transmission shift pattern, that is, the target vehicle speed characteristic.

  As described above, according to the present invention, when entering the curve, the deceleration control is started based on the target vehicle speed characteristic that hardly gives the driver a sense of incongruity, and in the deceleration control, the reduction ratio of the transmission is increased. The vehicle is decelerated toward the appropriate vehicle speed along the target vehicle speed characteristic using the motor braking torque accompanied by the change in direction. Accordingly, it is possible to achieve the deceleration control with a small discomfort given to the driver.

  In the motion control device according to the present invention, the above-described constant speed control (auto cruise control) may be executed together. In this case, vehicle speed determination means for determining a set vehicle speed based on the operation of the driver, and the motor control means controls the motor to be maintained at the set vehicle speed based on the vehicle speed and the set vehicle speed. Constant speed control means for executing constant speed control for controlling the output to drive the vehicle at a constant speed. In addition, the deceleration control is started and executed instead of the constant speed control when the control start condition is satisfied during the constant speed control.

  According to this, when the control start condition is satisfied when the curve approaches during constant speed control, deceleration control is started based on the target vehicle speed characteristic, and the vehicle is moved to an appropriate vehicle speed along the target vehicle speed characteristic. It will be decelerated towards. Therefore, also in this case, as described above, it is possible to achieve the deceleration control with a little uncomfortable feeling given to the driver.

  In the motion control apparatus according to the present invention described above, the deceleration control means does not use a wheel brake (for example, a brake of a type that uses a brake fluid pressure to press a brake pad against a disc rotor and uses friction braking torque). It is preferable that the deceleration control is executed using only the control means and the transmission control means.

  In general, deceleration of a vehicle using friction braking torque means that a part of the kinetic energy of the vehicle is converted into heat and sound generated by friction and taken away. This leads to deterioration of fuel consumption. According to the above configuration, the vehicle is decelerated without using the friction braking torque. Therefore, fuel efficiency can be improved as compared with the case where the vehicle is decelerated using the friction braking torque.

  The motion control apparatus according to the present invention further includes a wheel brake that applies friction braking torque using friction to a wheel, and wheel brake control means that controls the friction braking torque by the wheel brake, and the deceleration control means. When the deviation obtained by subtracting the current target vehicle speed obtained from the target vehicle speed characteristic from the vehicle speed during the deceleration control exceeds a predetermined value, the wheel brake control means also provides the friction braking torque. It is preferable that the deceleration control is performed by giving the wheel. Here, as the wheel brake, for example, a friction member (brake pad or the like) is rotated with a wheel (disk rotor or the like) by using a braking pressure (brake hydraulic pressure), a driving force of a motor, or the like. One type of brake is to be pressed.

  As described above, normally, as described above, by executing the deceleration control, the reduction in the vehicle speed is determined based on the previously stored prime mover braking torque characteristics and a preset transmission shift pattern. The vehicle should be decelerated along the characteristic (that is, the target vehicle speed characteristic). However, due to the fact that errors are included in the prime mover braking torque characteristics and the shift pattern of the transmission, during deceleration control, the vehicle deceleration is less than the deceleration corresponding to the target vehicle speed characteristics. A shortage can occur. According to the above configuration, in such a case, the above-described lack of deceleration can be compensated using the friction braking torque by the wheel brake.

  The motion control apparatus according to the present invention further includes a gradient acquisition unit that acquires a gradient of the road in the traveling direction of the vehicle, and the calculation unit adjusts the target vehicle speed characteristic based on the gradient of the road. It may be configured. According to this, the target vehicle speed characteristic can be adjusted in consideration of the acceleration force / deceleration force based on the gravity acting on the vehicle due to the road gradient. Therefore, on the uphill / downhill roads, during the deceleration control, the vehicle is decelerated according to the target vehicle speed characteristic by using the prime mover braking torque accompanied by the change in the transmission reduction ratio. Can do.

  Further, in the motion control device according to the present invention, the calculation means is configured to reduce the reduction ratio so that the reduction ratio is maintained at a value immediately before the start of the deceleration control over a predetermined period from the start of the deceleration control. Preferably, the change pattern is set.

  According to this, for a predetermined period from the start of the deceleration control, the speed reduction ratio is not changed from the value immediately before the start of the deceleration control, and the vehicle is slowly decelerated by the prime mover braking torque (in inertial traveling, It is also called coasting.) Thus, by ensuring the coasting state first after the start of the deceleration control, it is possible to notify the driver that the reduction ratio is subsequently changed in the increasing direction.

  Embodiments of a vehicle motion control device (deceleration control device) according to the present invention will be described below with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a motion control device (hereinafter referred to as “the present device”) according to an embodiment of the present invention. This device includes an engine EG that is a power source of the vehicle, an automatic transmission TM, a brake actuator BRK, an electronic control unit ECU, and a navigation device NAV.

  The engine EG as a prime mover is, for example, an internal combustion engine. That is, the opening degree of the throttle valve TV is adjusted by the throttle actuator TH according to the operation of the accelerator pedal (acceleration operation member) AP by the driver. An amount of fuel proportional to the amount of intake air adjusted according to the opening of the throttle valve TV is injected by a fuel injection actuator FI (injector). Thereby, the output torque according to the operation of the accelerator pedal AP by the driver can be obtained.

  A motor MT may be used as a prime mover. In this case, a drive current corresponding to the operation of the accelerator pedal AP by the driver is supplied to the motor MT, whereby an output torque corresponding to the operation of the accelerator pedal AP by the driver is obtained.

  The automatic transmission TM is a multi-stage automatic transmission having a plurality of shift stages or a continuously variable automatic transmission having no shift stages. The automatic transmission TM has a reduction ratio (the rotational speed of the EG output shaft (= TM input shaft) / the rotational speed of the TM output shaft) depending on the operating state of the engine EG and the position of the shift lever (transmission operation member) SF. Can be automatically changed (without operation of the shift lever SF by the driver). Hereinafter, regardless of whether the automatic transmission TM is a multi-stage automatic transmission or a continuously variable automatic transmission, changing the reduction ratio in the increasing direction is referred to as "shift down" and reducing the reduction ratio in the decreasing direction. This change is called “shift up”.

  The brake actuator BRK has a known configuration including a plurality of solenoid valves, a hydraulic pump, a motor, and the like. The brake actuator BRK supplies the brake pressure (brake hydraulic pressure) according to the operation of the brake pedal (brake operation member) BP by the driver to the wheel cylinder WC ** of the wheel WH ** and controls when not controlled. Sometimes, the braking pressure in the wheel cylinder WC ** can be adjusted for each wheel independently of the operation of the brake pedal BP (and the operation of the accelerator pedal AP).

  Note that “**” at the end of each symbol is a comprehensive notation such as “fl” or “fr” that indicates which wheel each symbol is related to, and “fl” is on the left. The front wheel, “fr” indicates the right front wheel, “rl” indicates the left rear wheel, and “rr” indicates the right rear wheel. For example, the wheel cylinder WC ** comprehensively indicates a left front wheel wheel cylinder WCfl, a right front wheel wheel cylinder WCfr, a left rear wheel wheel cylinder WCrl, and a right rear wheel wheel cylinder WCrr.

  This system consists of a wheel speed sensor WS ** that detects the wheel speed of the wheel WH **, a braking pressure sensor PW ** that detects the braking pressure in the wheel cylinder WC **, and the steering wheel SH (from the neutral position). A) Steering wheel angle sensor SA that detects the rotation angle, Yaw rate sensor YR that detects the yaw rate of the vehicle body, Longitudinal acceleration sensor GX that detects acceleration (deceleration) in the vehicle body longitudinal direction, and Acceleration in the lateral direction of the vehicle body The lateral acceleration sensor GY, the engine rotation speed sensor NE that detects the rotation speed of the output shaft of the engine EG, the acceleration operation amount sensor AS that detects the operation amount of the accelerator pedal AP, and the operation amount of the brake pedal BP. A brake operation amount sensor BS, a shift position sensor HS that detects the position of the shift lever SF, and a throttle valve opening sensor TS that detects the opening of the throttle valve TV are provided. In addition, the present apparatus includes a vehicle speed setting switch SW that is operated by a driver to set a set vehicle speed in cruise control (constant speed control) described later.

  The electronic control unit ECU is a microcomputer that electronically controls the powertrain system and the chassis system. The electronic control unit ECU is electrically connected to the various actuators described above, the various sensors described above, and the automatic transmission TM, or can communicate with each other via a network. The electronic control unit ECU is composed of a plurality of control units (ECU1 to ECU3) connected to each other via a communication bus CB.

  ECU1 in the electronic control unit ECU is a wheel brake control unit and controls the brake actuator BRK based on signals from the wheel speed sensor WS **, longitudinal acceleration sensor GX, lateral acceleration sensor GY, yaw rate sensor YR, etc. Thus, braking pressure control (wheel brake control) such as well-known anti-skid control (ABS control), traction control (TCS control), and vehicle stability control (ESC control) is executed.

  The ECU 2 in the electronic control unit ECU is an engine control unit that controls the throttle actuator TH and the fuel injection actuator FI based on signals from the acceleration operation amount sensor AS and the like, thereby controlling the output torque of the engine EG (engine control). Is supposed to run.

  The ECU 3 in the electronic control unit ECU is an automatic transmission control unit, and executes a reduction ratio control (transmission control) by controlling the automatic transmission TM based on a signal from the shift position sensor HS or the like. It has become.

  The navigation device NAV includes a navigation processing device PRC. The navigation processing device PRC includes vehicle position detection means (global positioning system) GPS, yaw rate gyro GYR, input unit INP, storage unit MAP, and display unit (display). ) Electrically connected to MTR. The navigation device NAV is electrically connected to the electronic control unit ECU or can communicate wirelessly.

  The vehicle position detection means GPS can detect the position (latitude, longitude, etc.) of the vehicle by one of the well-known methods using positioning signals from artificial satellites. The yaw rate gyro GYR can detect the angular velocity (yaw rate) of the vehicle body. The input unit INP is configured to input an operation related to the navigation function by the driver. The storage unit MAP stores various information such as map information and road information (gradient information).

  The navigation processing device PRC comprehensively processes signals from the vehicle position detection means GPS, yaw rate gyro GYR, input unit INP, and storage unit MAP, and displays the processing results (information related to the navigation function) on the display unit MTR. It is supposed to be.

(Cruise control)
Hereinafter, the cruise control executed by the apparatus configured as described above will be described. Cruise control is control in which a vehicle travels without the driver's acceleration / deceleration operation (AP / BP operation). By this cruise control, the driver can concentrate on the steering operation (operation of the steering wheel SH).

  In the cruise control of this example, constant speed control and curve traveling control are executed. The constant speed control is control that maintains the vehicle speed at the set vehicle speed set by the driver. Maintaining the vehicle speed is achieved by adjusting the output of the prime mover. A wheel brake may be used as an auxiliary.

  Curve running control means that the vehicle is decelerated according to the shape of the curve (deceleration control) and the vehicle speed is maintained (vehicle speed maintenance control) so that the vehicle can travel along the curve properly when the vehicle approaches the curve. Then, the vehicle is accelerated (acceleration control) to return the vehicle speed to the set vehicle speed. The deceleration of the vehicle is achieved in principle by reducing the output of the engine EG and shifting down the transmission TM, and wheel brakes are used in an auxiliary manner.

  The cruise control will be described in detail below with reference to the routines shown in the flowcharts in FIGS. 2 to 4 and the diagram showing the relationship between the vehicle position on the road and the vehicle speed shown in FIG. The routines shown in FIGS. 2 to 4 are executed, for example, every predetermined calculation cycle.

  As shown in FIG. 6, on a general road, one curve is in order from a curve start point (curve entrance) to a curve end point (curve exit), an approach relaxation curve section, a constant curvature radius section, and an exit. It consists of relaxation curve sections. The relaxation curve is composed of a clothoid curve, for example. The relaxation curve section is provided so that the driver can smoothly turn the steering wheel and then gradually turn it back without requiring the driver to operate the steering wheel suddenly. It is for doing so.

  Therefore, the description will be continued below assuming the curve shown in FIG. 6 as the curve through which the vehicle passes. In the present specification, the side closer to the vehicle and the side farther from a certain point may be referred to as “front side” and “back side”, respectively. Further, “passing the curve start point” may be referred to as “entering the curve”, and “passing the curve end point” may be referred to as “exiting the curve”.

  First, in step 205, various sensor signals and communication signals are acquired. In step 210, the SW signal based on the operation of the vehicle speed setting switch SW is acquired. In step 215, the set vehicle speed Vo used for the constant speed control when the SW signal is present is determined and updated. In step 220, information regarding the curve ahead of the vehicle is acquired.

  In step 225, it is determined whether the cruise control is being executed. If the cruise control is not being executed, this routine is terminated. On the other hand, when the cruise control is being executed, in step 230, a process for recognizing the curve ahead of the vehicle is executed. The curve recognition process is performed by at least one of the navigation device NAV and an image recognition device (not shown). For example, the presence of a curve is recognized when the vehicle approaches a predetermined distance from the curve.

  First, a case where the existence of a curve is not recognized will be described (see the front side of the point (point N) Pcn in FIG. 5). In this case, constant speed control is executed at step 235. In the constant speed control, the output of the prime mover is feedback controlled so that Vx is maintained at Vo based on the current vehicle speed Vx and the set vehicle speed Vo. Further, in order to maintain Vx at Vo, the reduction ratio of the transmission TM is changed as necessary, and a wheel brake is used as necessary.

  Next, a case where the existence of a curve is recognized will be described (see point (point N) Pcn in FIG. 5). In this case, the routine shown in FIG. 3 is executed via step 240, and the curve traveling control is executed.

  First, in step 305, the shape of the curve closest to the front of the vehicle (such as the radius of curvature Rc) is acquired. In step 310, the relative position between the curve from which the shape has been acquired and the vehicle is acquired. Such information can be obtained through a network in the vehicle.

  The shape of the curve (curve radius of curvature Rc) can be read from the curve information included in the map information stored in the storage unit MAP. More specifically, the map information stores in advance the positions of the curve start point, curve end point, and the like, and the radius of curvature at each position. Further, the positions of specific points (node points) on the road and the radius of curvature at each position are stored. As shown in FIG. 7, the curvature radius of the curve can be estimated based on an approximate curve that connects these points geometrically and smoothly. This method is described in detail in Japanese Patent No. 3378490.

  The relative position Pc between the curve and the vehicle is acquired by using the vehicle position detecting means GPS of the navigation device NAV and the map information. More specifically, the current vehicle position (latitude, longitude, etc.) is detected on the coordinates fixed to the earth by the vehicle position detection means GPS. Further, after the initial position of the vehicle is determined by the vehicle position detection means GPS, the vehicle position from the initial position is determined based on information obtained from the yaw rate gyro GYR, the acceleration sensors GX and GY, the wheel speed sensor WS **, and the like. The current vehicle position can be estimated by sequentially updating the relative position. On the other hand, the position of the road (longitude, latitude) is stored in the map information. Therefore, the relative position between the curve and the vehicle can be acquired by comparing the current vehicle position with the road position.

  Further, the relative position between the curve and the vehicle, and the shape of the curve (curvature radius of curvature) can also be acquired by using image processing of a CCD camera mounted on the vehicle. More specifically, a white line on the road or a road edge is detected based on an image of a stereo camera mounted on the vehicle. Then, the distance distribution in the entire image is calculated based on the shift amount of the corresponding position in the stereo image and the principle of triangulation, and the distance from the vehicle to the curve (that is, the curve and the vehicle) is calculated based on the calculation result. Relative distance) and the radius of curvature of the curve. This method is described in detail in Japanese Patent No. 3378490.

  In step 315, the appropriate vehicle speed Vq is determined based on the curvature radius of the curve (for example, the minimum curvature radius Rm in the curve) (see FIG. 5). The appropriate vehicle speed Vq is set to a larger value as the minimum radius of curvature Rm is larger, for example, using the table shown in FIG.

  In step 320, reference points Pcr, Pca (see FIG. 5) are determined. The reference point Pcr is a point targeted for achieving the appropriate vehicle speed Vq in the deceleration control. The reference point Pca is a point where the vehicle speed maintenance control is shifted to the acceleration control.

  The reference point Pcr can be selected, for example, as a start point of a constant curvature radius section in a curve (a point closest to the vehicle in a section with a constant curvature radius). In FIG. 6, this point corresponds to the constant curvature radius section start point Cs (= end point of the approach relaxation curve section).

  The constant curvature radius section start point Cs is the point Cs1 in FIG. 7 (corresponds to the foremost node point in the range of the constant curvature radius section obtained from the approximate curve obtained by geometrically connecting a plurality of node points. 7 or the point Cs2 in FIG. 7 (the start point of the constant curvature radius section obtained from the approximate curve (end point on the near side)) in FIG.

  The reference point Pca can be selected, for example, as an end point of a constant curvature radius section (a point farthest from the vehicle in a section having a constant curvature radius) in the curve. In FIG. 6, this point corresponds to the constant curvature radius section end point Ce (= start point of the exit relaxation curve section).

  The constant curvature radius section end point Ce corresponds to the point Ce1 in FIG. 7 (the innermost node point in the range of the constant curvature radius section obtained from an approximate curve obtained by geometrically connecting a plurality of node points. 7 or the point Ce2 in FIG. 7 (the end point of the constant curvature radius section obtained from the approximate curve (end point on the back side)).

  Further, the reference point Pcr may be set to a point on the near side by a distance Lpr (see FIG. 6) from the constant curvature radius section start point Cs. Similarly, the reference point Pca may be set to a point on the near side by a distance Lps (see FIG. 6) from the constant curvature radius section end point Ce. The distances Lpr and Lps are set to longer distances as the appropriate vehicle speed Vq increases, for example, using the table shown in FIG.

  Thus, when the reference points Pcr and Pca are set to the near side, the vehicle is decelerated earlier and accelerated earlier. As a result, the deceleration / acceleration timing in the deceleration control becomes closer to the deceleration / acceleration timing due to the driving operation of a general driver during curve driving. Therefore, the uncomfortable feeling experienced by the driver with respect to the deceleration control can be further reduced. In addition, since deceleration is started earlier, a margin can be secured in the deceleration control.

  In step 325, as indicated by the line AB in FIG. 5, the vehicle is decelerated based on the engine braking torque characteristics and the transmission shift pattern, with the appropriate vehicle speed Vq at the reference point Pcr as the starting point (point A in FIG. 5). A target vehicle speed characteristic Vt used in the control is calculated.

  Here, when the prime mover is the engine EG, the prime mover braking torque indicates the braking torque based on the engine brake, and when the prime mover is the motor MT, the prime mover braking torque indicates the braking torque based on the regenerative brake. In this example, the engine brake is a torque in the deceleration direction generated by the engine EG mainly due to negative work in the intake stroke when the throttle valve opening = 0% (fully closed) and the fuel injection is interrupted (fuel cut). is there. The regenerative brake is torque in the deceleration direction generated by the motor MT when the motor MT is operated as a generator using torque transmitted from the drive wheels to the motor MT.

  The prime mover braking torque characteristic is a change characteristic of the prime mover braking torque with respect to a decrease in the rotational speed of the output shaft (= input shaft of the transmission TM) of the prime mover (EG or MT). The prime mover braking torque characteristic can be acquired in advance through experiments or the like. This prime mover braking torque characteristic is stored in advance in a ROM or the like in the electronic control unit ECU.

  The transmission pattern of the transmission is a pattern for changing the reduction ratio of the transmission TM in the increasing direction during the deceleration control. The shift pattern of the transmission is set in advance so that the reduction ratio increases as the vehicle speed Vx decreases, for example. For example, when the transmission TM is a multi-stage transmission, the table shown in FIG. 10 is used to sequentially shift down by one stage as the vehicle speed Vx decreases. Further, as shown in FIG. 11, the shift pattern of the transmission can be set based on the vehicle speed Vx and the relative position between the curve and the vehicle (distance Lv between the vehicle and the reference point Pcr). When the transmission TM is a continuously variable transmission, for example, the vehicle is shifted down smoothly (steplessly) as the vehicle speed Vx decreases.

  The deceleration force of the vehicle acting based on the prime mover braking torque is affected by the reduction ratio of the transmission TM, and increases as the reduction ratio increases. Accordingly, it is possible to determine the reduction characteristic of the vehicle speed with respect to the position on the road based on the prime mover braking torque characteristic stored in advance as described above and the preset transmission shift pattern. In this vehicle speed reduction characteristic, it is assumed that the road is horizontal.

  That is, by setting the starting point of the vehicle speed reduction characteristic determined based on the prime mover braking torque characteristic and the transmission shift pattern in this way to the appropriate vehicle speed Vq (point A in FIG. 5) at the reference point Pcr, A vehicle speed reduction characteristic for decelerating the vehicle to the appropriate vehicle speed Vq at the point Pcr can be obtained. In this example, this characteristic (characteristic for reducing the vehicle speed relative to the position on the horizontal road) is set as the target vehicle speed characteristic Vt in the deceleration control.

  The target vehicle speed characteristic Vt indicated by the line AB in FIG. 5 is obtained when the transmission TM is a multi-stage transmission and is sequentially shifted down by one step at the point Pcs2 and the point Pcs3 according to the shift pattern of the transmission. It is an example. Thus, the target vehicle speed characteristic Vt is a characteristic that becomes larger as the vehicle speed becomes the appropriate vehicle speed Vq at the reference point Pcr and moves away from the reference point Pcr toward the near side. When the transmission TM is a continuously variable transmission, the target vehicle speed characteristic Vt becomes larger (infinitely) as the vehicle speed becomes an appropriate vehicle speed Vq at the reference point Pcr and moves away from the reference point Pcr toward the front side. It becomes the characteristic which becomes.

  As described above, in the state where the brake pedal is released (the state where there is no wheel brake), the driver has the opportunity to release the accelerator pedal and decelerate the vehicle using the prime mover braking torque while shifting down the transmission. To experience relatively frequently. Accordingly, when the vehicle speed decreases along the target vehicle speed characteristic Vt, which is a reduction characteristic of the vehicle speed obtained by using the prime mover braking torque accompanied by the downshift of the transmission, the driver is unlikely to feel uncomfortable.

  In step 330, it is determined whether a deceleration control start condition is satisfied. The deceleration control start condition is satisfied when the relationship between the relative position between the curve and the vehicle (the distance Lv between the vehicle and the reference point Pcr) and the vehicle speed Vx satisfies the target vehicle speed characteristic Vt. In FIG. 5, the deceleration control start condition is satisfied at a point (point B) Pcs1 where the line indicating the transition of the vehicle speed Vx intersects the line indicating the target vehicle speed characteristic Vt. As shown in FIG. 5, since the constant speed control is executed on the front side of the point (point B) Pcs1, the vehicle speed Vx is maintained in the vicinity of the set vehicle speed Vo.

  When the deceleration control start condition is satisfied, the routine shown in FIG. 4 is executed via step 335 to start and execute the deceleration control. That is, the control is switched from constant speed control to deceleration control.

  First, at step 405, the current vehicle speed Vx is acquired. In step 410, if the prime mover is the engine EG, engine output control is executed. In this engine output control, the output of the engine EG is reduced. Specifically, the throttle valve opening is set to 0% (fully closed), and the fuel injection is interrupted (fuel cut). Thereby, as described above, the engine brake (motor braking torque) acts. Further, when the prime mover is a motor MT, regenerative brake control is executed. In this regenerative brake control, the motor MT is operated as a generator. Thereby, as described above, the regenerative brake (prime motor braking torque) acts.

  In step 415, reduction ratio control of the transmission TM is executed. In this reduction ratio control, the vehicle is sequentially shifted down by one step as the vehicle speed Vx decreases in accordance with a transmission shift pattern (for example, see FIG. 10) set in advance as described above.

  Thus, the prime mover braking torque is applied, and the vehicle is decelerated after starting the deceleration control by shifting down according to the shift pattern of the transmission. Here, the wheel brake is not used in principle. That is, the friction braking torque (braking pressure) is basically maintained at zero. As a result, the vehicle is decelerated along the vehicle speed reduction characteristic (= target vehicle speed characteristic Vt) determined based on the prime mover braking torque characteristic and the transmission shift pattern described above.

  In step 420, the vehicle speed deviation ΔVx (see FIG. 5) is acquired. The vehicle speed deviation ΔVx is a value obtained by subtracting the target vehicle speed Vxt corresponding to the current vehicle position obtained from the target vehicle speed characteristic Vt from the current vehicle speed Vx.

  In step 425, it is determined whether or not ΔVx is equal to or smaller than a predetermined value Kwb. If “No”, wheel brake control is executed in step 430. In wheel brake control, the brake fluid pressure is controlled, and friction braking torque is applied to the wheels. As a result, the vehicle speed Vx is adjusted so that ΔVx becomes smaller (zero).

  By this wheel brake control, the following actions and effects are exhibited. That is, as described above, normally, the vehicle should be decelerated along the target vehicle speed characteristic Vt by executing the deceleration control. However, there may be an error in the prime mover braking torque characteristics and the shift pattern of the transmission. As a result, during deceleration control, there may occur a situation where the deceleration of the vehicle is insufficient with respect to the deceleration corresponding to the target vehicle speed characteristic Vt. Therefore, in this example, occurrence of such a situation is detected when “ΔVx> Kwb” is satisfied, and in the case of “ΔVx> Kwb”, the above-described reduction is made using the friction braking torque by the wheel brake control. The lack of speed can be compensated.

  The deceleration control that is executed in this way is terminated when the vehicle speed Vx substantially reaches the appropriate vehicle speed Vq (see point (point A) Pcr). Specifically, for example, the deceleration control is terminated at a point where the decreasing vehicle speed Vx enters a minute range including the appropriate vehicle speed Vq. As described above, in the example illustrated in FIG. 5, the deceleration control is executed from the point (point B) Pcs1 to the point (point A) Pcr.

  Referring to FIG. 3 again, when the deceleration control is completed, it is determined in step 340 whether or not the acceleration control start condition is satisfied. The acceleration control start condition is satisfied when the vehicle passes the reference point Pca. At the end of the deceleration control, the vehicle has passed the reference point Pcr (or the vicinity of Pcr) before the reference point Pca. As a result, in step 345, vehicle speed maintenance control is started and executed. That is, control is switched from deceleration control to vehicle speed maintenance control.

  In the vehicle speed maintenance control, the output of the prime mover is feedback-controlled so that Vx is maintained at Vq based on the current vehicle speed Vx and the appropriate vehicle speed Vq. Further, in order to maintain Vx at Vq, the reduction ratio of the transmission TM is changed as necessary, and wheel brakes are used as necessary.

  When the vehicle passes the reference point Pca during the vehicle speed maintenance control, the vehicle speed maintenance control is terminated. As described above, in the example shown in FIG. 5, the vehicle speed maintenance control is executed from the point (point A) Pcr to the point (point D) Pca.

  When the vehicle speed maintenance control is finished, at step 350, acceleration control is started and executed. That is, control is switched from vehicle speed maintenance control to acceleration control. In the acceleration control, the output of the prime mover is controlled so that the vehicle speed Vx increases with a predetermined acceleration from the appropriate vehicle speed Vq to the set vehicle speed Vo.

  Acceleration control ends at the time (point (point C) Pco) when the vehicle speed Vx reaches the set vehicle speed Vo during acceleration control. As described above, in the example shown in FIG. 5, the acceleration control is executed from the point (point D) Pca to the point (point C) Pco. After the acceleration control is completed, the above constant speed control is resumed.

  Thus, in curve travel control, deceleration control, vehicle speed maintenance control, and acceleration control are executed in this order. As a result, the vehicle speed is adjusted according to the shape of the curve without the driver's acceleration / deceleration operations (AP and BP operations), and the vehicle can travel appropriately on the curve without causing the driver to feel uncomfortable.

  FIG. 12 is a diagram showing an example of changes in the reduction ratio of the transmission TM and the throttle valve opening corresponding to the travel pattern shown in FIG. That is, FIG. 12 shows a case where the transmission TM is a multi-stage transmission.

  As described above, the constant speed control is executed until the deceleration control is started at the point Pcs1. Therefore, the throttle valve opening is kept constant at a certain value on the near side from the point Pcs1, and the reduction ratio (speed stage) is also fixed at a certain value.

  When deceleration control is started at the point Pcs1, the throttle valve opening is maintained at 0% (fully closed) (and fuel injection is interrupted). Thereby, the deceleration of the vehicle by the prime mover braking torque is started. Here, after the deceleration control is started, the reduction ratio is maintained at a value immediately before the start of the deceleration control for a predetermined period (point Pcs1 to point Pcs2). As a result, a so-called coasting state is ensured in which the vehicle slowly decelerates (with deceleration Gx1) due to the motor braking torque. By ensuring the coasting state in this way, it is possible to notify the driver that a downshift will be performed thereafter.

  At point Pcs2, shift down by one step. As a result, the vehicle is decelerated at a deceleration Gx2. At point Pcs3, the gear is further shifted down by one step. As a result, the vehicle is decelerated at a deceleration Gx3. These downshifts are executed based on the table shown in FIG. 10 or FIG.

  When the vehicle speed Vx substantially coincides with the appropriate vehicle speed Vq at the point Pcr and the control is switched from the deceleration control to the vehicle speed maintenance control, the throttle valve opening is increased, the fuel injection is resumed, and the gear is shifted up by one stage. Is done. Thus, the vehicle speed Vx is maintained in the vicinity of the appropriate vehicle speed Vq over a section (for example, a constant radius of curvature section) from the point Pcr to the point Pca.

  When the control is switched from the vehicle speed maintenance control to the acceleration control at the point Pca, the throttle valve opening is further increased, and is shifted up as necessary. Thereby, after the point Pca, the vehicle speed Vx increases toward the end point of the curve.

  When the vehicle speed Vx reaches the set vehicle speed Vo at the point Pco, the acceleration control (curve traveling control) ends. Thereafter, the constant speed control is executed again in the same manner as on the near side from the point Pcs1.

  As described above, according to the motion control device according to the embodiment of the present invention, when the existence of a curve is recognized during the constant speed control for maintaining the vehicle speed Vx at the set vehicle speed Vo, the “motor-driving torque stored in advance” is recognized. Vehicle speed reduction characteristics determined based on the characteristics and a preset transmission shift pattern ”, an appropriate vehicle speed Vq suitable for curve driving, and a target point (reference point Pcr for achieving the appropriate vehicle speed Vq) ), A target vehicle speed characteristic Vt for decelerating the vehicle to the appropriate vehicle speed Vq at the reference point Pcr is calculated. When the relationship between the relative position between the curve and the vehicle (distance Lv between the vehicle and the reference point Pcr) and the vehicle speed Vx satisfies the target vehicle speed characteristic Vt, the deceleration control is started / executed. In the deceleration control, prime mover braking torque is applied, and the gear is shifted down in accordance with the shift pattern described above. As a result, the vehicle is decelerated along the vehicle speed reduction characteristic (= target vehicle speed characteristic Vt) determined based on the prime mover braking torque characteristic and the transmission shift pattern described above.

  In this manner, the deceleration control is started based on the target vehicle speed characteristic Vt that hardly gives the driver a sense of incongruity. In addition, during deceleration control, the vehicle is decelerated toward the appropriate vehicle speed Vq along the target vehicle speed characteristic Vt by using the prime mover braking torque accompanying downshift. Accordingly, it is possible to achieve the deceleration control with a small discomfort given to the driver.

  In addition, during the deceleration control, the wheel brake is not used in principle, and the vehicle is decelerated only by the prime mover braking torque accompanied by the downshift. That is, the friction braking torque (braking pressure) is basically maintained at zero. Thereby, the fuel consumption can be improved as compared with the case where the deceleration control is executed using the friction braking torque.

  In addition, this invention is not limited to the said embodiment, A various modification can be employ | adopted within the scope of the present invention. For example, the “vehicle speed reduction characteristic determined based on a pre-stored prime mover braking torque characteristic and a preset transmission shift pattern” used for calculation of the target vehicle speed characteristic Vt is acquired in advance. Can be done. Therefore, as shown in FIG. 13 corresponding to FIG. 5, the target vehicle speed characteristic is obtained using the average deceleration Gxa (average values for Gx1, Gx2, and Gx3 in FIG. 5) in this vehicle speed reduction characteristic. Vt can be calculated.

  For example, when the transmission TM is a multi-stage transmission, the average deceleration Gxa is obtained by using the table shown in FIG. 14 as the deviation (Vo−Vq) between the set vehicle speed Vo and the appropriate vehicle speed Vq increases. It can be set to increase stepwise. Further, instead of the set vehicle speed Vo, the average deceleration Gxa is stepped as the deviation (Vn−Vq) increases using the vehicle speed Vn at the time when the existence of the curve is recognized (point Pcn in FIG. 5). It can also be set to increase. On the other hand, when the transmission TM is a continuously variable transmission, the average deceleration Gxa can be set to increase smoothly (steplessly) as the deviation (Vo−Vq) or the deviation (Vn−Vq) increases. .

  In the above embodiment, the target vehicle speed characteristic Vt is calculated on the assumption that the road is horizontal. However, when the road has a gradient (uphill / downhill gradient), the target vehicle speed characteristic Vt is calculated based on this gradient. May be adjusted. The road gradient information is stored in the storage unit MAP of the navigation device NAV and can be acquired through a network in the vehicle.

  Specifically, in the case of an ascending slope, the target vehicle speed characteristic is a characteristic in which the deceleration is increased on average according to the degree of the ascending slope with respect to the calculated target vehicle speed characteristic Vt (a characteristic in which the vehicle speed decreasing slope is larger). Can be used as Vt. This is because the deceleration force based on gravity acts on the vehicle in the case of an ascending slope.

  On the other hand, in the case of a downward slope, the target vehicle speed characteristic Vt is a characteristic in which the deceleration is reduced on average according to the degree of the downward slope with respect to the calculated target vehicle speed characteristic Vt (a characteristic in which the vehicle speed decrease slope is smaller). Can be done. This is because the acceleration force based on gravity acts on the vehicle in the case of a downward slope.

  Further, in the case of a downward slope, as shown in FIG. 15 corresponding to FIG. 10, the shift pattern of the transmission is further shifted in a direction in which the reduction ratio becomes larger, and the target vehicle speed characteristic Vt is calculated based on this shift pattern. May be. As a result, the deceleration force acting on the vehicle based on the prime mover braking torque increases on average. As a result, the acceleration force based on the above-described gravity can be offset by the increase in the deceleration force, and the vehicle can be decelerated with a deceleration equivalent to that on a horizontal road even on a downward slope.

  Similarly, in the case of an upward gradient, as shown in FIG. 16 corresponding to FIG. 10, the shift pattern of the transmission is further shifted in a direction in which the reduction ratio becomes smaller, and the target vehicle speed characteristic Vt is set based on this shift pattern. You may calculate. As a result, the deceleration force acting on the vehicle based on the prime mover braking torque is reduced on average. As a result, the deceleration force based on the above-described gravity can be offset by the decrease in the deceleration force, and the vehicle can be decelerated with a deceleration equivalent to that on a horizontal road even on an uphill.

  In addition, in the above embodiment, constant speed control and curve traveling control (that is, cruise control) are executed, but only constant curve control (deceleration control + vehicle speed maintenance control + acceleration control) is performed without performing constant speed control. May be executed. Furthermore, only deceleration control may be executed.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle motion control device according to an embodiment of the present invention. It is the flowchart which showed the routine for performing cruise control which the electronic control unit of the apparatus shown in FIG. 1 performs. It is the flowchart which showed the routine for performing the curve running control of the cruise control which the electronic control unit of the apparatus shown in FIG. 1 performs. It is the flowchart which showed the routine for performing deceleration control of curve running control which the electronic control unit of the apparatus shown in FIG. 1 performs. 2 is a graph showing an example of a change in vehicle speed with respect to a position on a road when cruise control is executed by the apparatus shown in FIG. 1. It is the figure which showed an example of the shape of a curve. It is the graph which showed the relationship between the position on a road, and the curvature radius of a curve. It is the graph which showed the relationship between the minimum curvature radius and the appropriate vehicle speed. It is the graph which showed the table which prescribes | regulates the relationship between a suitable vehicle speed and distance Lpr, Lps. It is the figure which showed the relationship between a vehicle speed and the transmission pattern of a transmission. It is the figure which showed the relationship between the vehicle speed, the distance to a vehicle, and a reference point, and the transmission pattern of a transmission. FIG. 6 is a graph showing an example of changes in the reduction ratio of the transmission and the throttle valve opening corresponding to the travel pattern shown in FIG. 5. FIG. 6 is a graph corresponding to FIG. 5 when average deceleration is used for calculation of target vehicle speed characteristics. It is the graph which showed the table which prescribes | regulates the relationship between a speed deviation and an average deceleration. It is the figure which showed the shift pattern of the transmission obtained by shifting the shift pattern shown in FIG. 10 in the direction where a reduction gear ratio becomes larger. It is the figure which showed the shift pattern of the transmission obtained by shifting the shift pattern shown in FIG. 10 in the direction where a reduction gear ratio becomes smaller.

Explanation of symbols

  BP ... brake pedal, AP ... accelerator pedal, SW ... vehicle speed setting switch, WS ** ... wheel speed sensor, PW ** ... braking pressure sensor, TS ... throttle valve opening sensor, HS ... shift position sensor, TH ... throttle actuator , FI ... Fuel injection actuator, BRK ... Brake actuator, TM ... Automatic transmission, EG ... Engine, ECU ... Electronic control unit, NAV ... Navigation device, GPS ... Global positioning system, MAP ... Memory

Claims (6)

A prime mover (EG, MT) that is the drive source of the vehicle,
A transmission interposed in a drive system between the prime mover and the drive wheel, and a ratio of a rotational speed of an input shaft connected to the prime mover side to a rotational speed of an output shaft connected to the drive wheel side. A transmission (TM) that changes a certain reduction ratio,
Prime mover control means (ECU2) for controlling the output of the prime mover;
Transmission control means (ECU3) for controlling the reduction ratio of the transmission;
Applied to vehicles with
Vehicle speed acquisition means (405) for acquiring the speed (Vx) of the vehicle;
Shape acquisition means (305) for acquiring the shape (Rc) of the curve ahead of the vehicle on the road on which the vehicle is traveling;
Position acquisition means (310) for acquiring a relative position of the vehicle with respect to the curve;
Determining means (315) for determining an appropriate vehicle speed (Vq) which is an appropriate vehicle speed when the vehicle travels on the curve based on the shape of the curve;
Prestored change characteristics of a prime motor braking torque, which is a torque in a deceleration direction generated by the prime mover with respect to a decrease in the rotational speed of the output shaft of the prime mover, and a preset change in an increasing direction of the reduction ratio of the transmission The vehicle is decelerated when the vehicle enters the curve based on the vehicle speed reduction characteristic (Gx1, Gx2, Gx3, Gxa) determined based on a pattern and the appropriate vehicle speed. Calculating means (325) for calculating a target vehicle speed characteristic (Vt) which is a target of the reduction characteristic of the vehicle speed with respect to the position on the road in
When the relationship between the vehicle speed and the relative position satisfies a control start condition determined based on the target vehicle speed characteristic, the prime mover control means reduces the prime mover output to generate the prime mover braking torque and Deceleration control means (335) for starting and executing deceleration control for decreasing the speed of the vehicle toward the appropriate vehicle speed by changing the reduction ratio in a direction to increase according to the change pattern by a transmission control means When,
A vehicle motion control apparatus comprising: A prime mover (EG, MT) that is the drive source of the vehicle,
A transmission interposed in a drive system between the prime mover and the drive wheel, and a ratio of a rotational speed of an input shaft connected to the prime mover side to a rotational speed of an output shaft connected to the drive wheel side. A transmission (TM) that changes a certain reduction ratio,
Prime mover control means (ECU2) for controlling the output of the prime mover;
Transmission control means (ECU3) for controlling the reduction ratio of the transmission;
Applied to vehicles with
Vehicle speed acquisition means (405) for acquiring the speed (Vx) of the vehicle;
Vehicle speed determining means (215) for determining a set vehicle speed (Vo) based on the operation of the driver;
Based on the vehicle speed and the set vehicle speed, a constant speed control is performed to control the output of the prime mover by the prime mover control means so that the vehicle speed is maintained at the set vehicle speed and to run the vehicle at a constant speed. Control means (235);
Shape acquisition means (305) for acquiring the shape (Rc) of the curve ahead of the vehicle on the road on which the vehicle is traveling;
Position acquisition means (310) for acquiring a relative position of the vehicle with respect to the curve;
Determining means (315) for determining an appropriate vehicle speed (Vq) which is an appropriate vehicle speed when the vehicle travels on the curve based on the shape of the curve;
Prestored change characteristics of a prime motor braking torque, which is a torque in a deceleration direction generated by the prime mover with respect to a decrease in the rotational speed of the output shaft of the prime mover, and a preset change in an increasing direction of the reduction ratio of the transmission The vehicle is decelerated when the vehicle enters the curve based on the vehicle speed reduction characteristic (Gx1, Gx2, Gx3, Gxa) determined based on a pattern and the appropriate vehicle speed. Calculating means (325) for calculating a target vehicle speed characteristic (Vt) which is a target of the reduction characteristic of the vehicle speed with respect to the position on the road in
When the relation between the vehicle speed and the relative position satisfies the control start condition determined based on the target vehicle speed characteristic during the constant speed control, the prime mover control means replaces the constant speed control with the prime mover control means. By reducing the output to generate the prime mover braking torque and changing the reduction ratio in the direction of increasing the reduction ratio according to the change pattern by the transmission control means, the speed of the vehicle is reduced toward the appropriate vehicle speed. Deceleration control means (335) for starting and executing the deceleration control to be performed;
A vehicle motion control apparatus comprising: In the vehicle motion control apparatus according to claim 1 or 2,
The deceleration control means includes
A vehicle motion control device configured to execute the deceleration control using only the prime mover control means and the transmission control means. The vehicle motion control device according to claim 1 or 2,
A wheel brake (WC **) that applies friction braking torque using friction to the wheel;
Wheel brake control means (ECU1) for controlling friction braking torque by the wheel brake;
With
During the deceleration control, the deceleration control means
When the deviation (ΔVx) obtained by subtracting the current target vehicle speed obtained from the target vehicle speed characteristic from the vehicle speed exceeds a predetermined value (Kwb), the wheel brake control means applies the friction braking torque to the wheel. A vehicle motion control device configured to execute the deceleration control. A vehicle motion control device according to any one of claims 1 to 4,
Gradient acquisition means for acquiring the gradient of the road in the traveling direction of the vehicle,
The computing means is
A vehicle motion control device configured to adjust the target vehicle speed characteristic based on a gradient of the road. The vehicle motion control apparatus according to any one of claims 1 to 5,
The computing means is
A vehicle motion control device configured to set the change pattern of the reduction ratio so that the reduction ratio is maintained at a value immediately before the start of the reduction control over a predetermined period from the start of the reduction control.

Images