JP4063270B2 - Vehicle deceleration control device - Google Patents

Description

  The present invention relates to a vehicle deceleration control device, and more particularly to a technique for appropriately reflecting an instruction of a target deceleration of a vehicle by a deceleration instruction device to the deceleration.

  A deceleration instructing device for instructing the target deceleration of the vehicle by human operation, a target deceleration setting means for setting the target deceleration based on an instruction of the target deceleration by the deceleration instructing device, and the target deceleration 2. Description of the Related Art There is known a vehicle deceleration control device that includes a deceleration control unit that controls the deceleration of a vehicle based on a speed. For example, this is the vehicle deceleration control device described in Patent Document 1. The vehicle deceleration control device disclosed in Patent Document 1 includes a shift operation device having a shift lever on a floor console next to a driver's seat as a deceleration instruction device, and the deceleration before the target deceleration instruction is given by the shift operation device. When the shift lever is operated to the E position where the speed instruction preliminary mode (E mode) is set, the shift lever is operated to the Decel (deceleration promotion) switch side or the Can-Decel (deceleration suppression) switch side at the E position. Thus, the target deceleration is set according to the operation of the shift lever, and the shift control of the automatic transmission and the power running of the motor are performed so as to generate a predetermined braking force (deceleration) according to the target deceleration. Torque control or regenerative torque control is performed to perform deceleration control. In addition to the shift operation device, a Decel switch and a Can-Decel switch are also provided on the steering wheel and the like, and the target can be set according to the switch operation by operating these Decel switch and Can-Decel switch. Deceleration is set.

Japanese Patent Laid-Open No. 2000-2445016 Japanese Patent Laid-Open No. 10-141383 JP 2002-349687 A Japanese Patent Laid-Open No. 9-264408 JP 2003-97689 A

  It is considered that the driver operates the shift lever to the E position in order to actively instruct the target deceleration. Therefore, in the above-mentioned Patent Document 1, only when the shift lever is operated to the E position and the deceleration instruction preliminary mode is set, the target deceleration instruction (that is, the ON operation) by the switches provided on the steering wheel is set. ) Is enabled, the setting of the target deceleration accompanying the wrong switch ON operation when the driver operates the steering wheel is avoided, and the driver is not required to restore the deceleration to the original state. ing.

  However, if the target deceleration instruction by the deceleration instruction device is made valid only when the deceleration instruction preliminary mode is set, the target deceleration instruction is issued when the deceleration instruction preliminary mode is not set. Therefore, the operation for setting the deceleration instruction preliminary mode is necessary first, and there is a possibility that the convenience of the target deceleration instruction may be reduced because it is not possible to respond to the case where the deceleration is to be changed quickly. It was.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to control a vehicle deceleration based on a target deceleration set according to an instruction from a deceleration instruction device. An object of the present invention is to improve the convenience of instructing the target deceleration of the vehicle by the deceleration instructing device.

That is, the gist of the invention according to claim 1 is based on (a) a deceleration instructing device for instructing a target deceleration of the vehicle by an artificial operation, and an instruction for the target deceleration by the deceleration instructing device. before performing the target deceleration setting means for setting the target deceleration, a deceleration control means for controlling the deceleration of the vehicle based on the target deceleration, an indication of the target deceleration by the deceleration instruction device Te A deceleration instruction preliminary mode setting device for setting a deceleration instruction preliminary mode in which a deceleration control mode for controlling deceleration by a power source brake is set by human operation, and setting the deceleration instruction preliminary mode A deceleration control device for a vehicle that makes a target deceleration instruction by the deceleration instruction device valid when the deceleration instruction preliminary mode is set by the device, and (b) the deceleration finger Instruction valid / invalid for switching whether to enable or disable the target deceleration instruction by the deceleration instruction device according to the driver's selection operation when the deceleration instruction preliminary mode is not set by the preliminary mode setting device switching means, seen including, (c) in the deceleration instruction device includes a first deceleration instruction device provided near the driver's seat, and a second deceleration instruction device provided near the steering wheel, (d) When the deceleration instruction preliminary mode is not set by the deceleration instruction preliminary mode setting device, the first deceleration instruction device always disables the target deceleration instruction, and (e) the second deceleration instruction When the deceleration instruction preliminary mode setting device does not set the deceleration instruction preliminary mode, the deceleration instruction apparatus instructs the target deceleration according to the driver's selection operation by the instruction valid / invalid switching means. It is to switch whether or not to make it valid .

In this way, when the deceleration instruction preliminary mode is set by the deceleration instruction preliminary mode setting device, the target deceleration setting means performs the target deceleration based on the target deceleration instruction from the deceleration instruction device. In the vehicle deceleration control device in which the speed is set, when the deceleration command preliminary mode is not set by the deceleration command preliminary mode setting device, the command valid / invalid switching means causes the deceleration according to the driver's selection operation. Since it is switched whether or not the target deceleration instruction by the speed instruction device is in an effective state, the convenience of the vehicle target deceleration instruction by the deceleration instruction device is improved. In other words, even when the deceleration instruction preliminary mode is not set by the deceleration instruction preliminary mode setting device, the target deceleration can be instructed by the deceleration instruction device, and the convenience of the target deceleration instruction is improved. Be improved. In the first deceleration instruction device, the effective state and invalid state of the target deceleration instruction are switched according to whether or not the deceleration instruction preliminary mode is set by the deceleration instruction preliminary mode setting device, In the second deceleration instruction device, even if the deceleration instruction preliminary mode is not set by the deceleration instruction preliminary mode setting device, the target deceleration instruction is not always invalidated but is instructed. The effective / invalid switching means switches whether or not the target deceleration instruction is made effective according to the driver's selection operation. Therefore, the target deceleration of the vehicle by the deceleration instruction devices disposed at different positions. The convenience of the instruction is improved. In addition, the first deceleration indicator provided near the driver's seat is provided near the steering wheel, which is assumed to be more likely to be operated even though the driver does not request deceleration control than the first deceleration instruction device provided near the driver's seat. (2) In the deceleration instruction device, even if the deceleration instruction preliminary mode is not set by the deceleration instruction preliminary mode setting device, the target deceleration instruction is not always invalidated but the instruction is valid / invalid. Since the switching means switches whether or not the target deceleration instruction is made valid according to the driver's selection operation, the convenience of the vehicle target deceleration instruction by the deceleration instruction device is improved.

Here, preferably, in the invention according to claim 2 , the first deceleration instruction device includes a deceleration instruction preliminary mode setting position for setting the deceleration instruction preliminary mode, and the deceleration instruction preliminary mode. An instruction operation body that is selectively operated to a target deceleration instruction position for instructing a target deceleration at a set position is provided, and the second deceleration instruction device is operated to the target deceleration instruction position. The pointing operation body is provided. In this way, the first deceleration instruction device is incapable of instructing the target deceleration when the deceleration instruction preliminary mode is not set, and the target deceleration instruction is in a state equivalent to the invalid state. The In addition, the second deceleration instruction device is capable of instructing the target deceleration regardless of whether the deceleration instruction preliminary mode is set or not, and the target effective / ineffective switching means according to the driver's selection operation. It is switched whether or not the deceleration instruction is made valid.

  Here, preferably, the vehicle deceleration control device of the present invention is preferably applied to, for example, a vehicle provided with an engine and an electric motor so as to be able to transmit power to and from a drive wheel of the vehicle. Only an electric motor may be provided so that power can be transmitted to and from the drive wheels of the vehicle, and the present invention can be applied to various vehicles. The electric motor is an electric motor that converts electrical energy into rotational motion, a generator that converts rotational motion into electrical energy, or a motor motor (motor generator) having both functions.

  The present invention also provides an engine-driven vehicle that uses only the engine as a power source, an electric vehicle that uses only the motor as a power source, a hybrid vehicle that uses both the engine and the motor as power sources, and a prime mover other than the engine and motor. The present invention can be applied to various vehicles such as a vehicle provided as a vehicle or a vehicle provided with three or more prime movers. Hybrid vehicles include parallel hybrid vehicles that can transmit engine power directly to drive wheels, and series hybrid vehicles that use power from the engine only for power generation and not directly to the drive wheels.

  In the deceleration control mode in which vehicle deceleration control (braking force control) is executed by the deceleration control means, engine brake control by changing the gear ratio of the automatic transmission, regenerative braking torque of the motor, reverse rotation In order to generate a predetermined braking force by increasing the braking force due to the power running torque in the direction or by reducing the braking force due to the power running torque in the forward rotation direction, in addition to such a power source brake, The braking force can also be controlled using another braking device such as a wheel brake provided.

  Also, depending on the type of engine, various modes are possible, such as controlling the engine braking force by controlling the opening / closing timing of the intake / exhaust valves, the lift amount, or the throttle valve opening degree.

  Further, as the automatic transmission, a planetary gear type multi-stage transmission in which a gear stage is switched by selectively connecting rotating elements of a plurality of sets of planetary gear apparatuses by a hydraulic friction engagement device, as a power transmission member A belt-type continuously variable transmission in which a functioning transmission belt is wound around a pair of variable pulleys whose effective diameter is variable and the gear ratio is continuously changed steplessly, a pair of cones rotated around a common axis And a plurality of rollers capable of rotating at the center of rotation intersecting the shaft center are clamped between the pair of cones, and the crossing angle between the center of rotation of the roller and the shaft center is changed, thereby making the transmission ratio variable. The traction type continuously variable transmission includes a pair of transmission gears that are always meshed between two shafts, and one of the plurality of pairs of transmission gears is driven by a synchronous device driven by a hydraulic actuator. Alternatively the like power transmission state and synchromesh type parallel two-shaft type automatic transmission can also be used.

  Further, the planetary gear type multi-stage transmission only needs to be able to achieve a plurality of gear stages alternatively, for example, forward 4 stages, forward 5 stages, forward 6 stages, forward 7 stages, forward 8 stages. Various multi-stage automatic transmissions such as can be used.

  In addition, when controlling the braking force by using both the step change transmission control and the motor torque control, the target deceleration is set by the target deceleration setting means based on the target deceleration instruction from the deceleration instruction device. The amount of change at the time of change is smaller than the amount of change in deceleration achieved by the shift of the stepped transmission, so that the braking force is finely controlled by the combination of torque control and shift control of the motor. It is desirable to do. The amount of change on the increase side and the amount of change on the decrease side of the target deceleration set by the target deceleration setting means may be the same, but the amount of change on the increase side and the decrease side may be different.

  Further, the deceleration control means for controlling the deceleration of the vehicle based on the target deceleration obtains a necessary braking force for obtaining the target deceleration from a predetermined arithmetic expression, a data map (relation), etc. The required braking force is generated by the above, but the required braking force varies depending on the driving environment such as road surface gradient and vehicle weight (number of passengers, etc.), so the required braking force is obtained using the driving environment as a parameter. It is desirable. It is also possible to detect the deceleration and feedback control the braking force so as to achieve the target deceleration.

  The deceleration instruction device can be disposed at various positions near the driver's seat, such as a predetermined operation position of the shift lever, a steering wheel, a steering column, an instrument panel, etc. The first deceleration instructing device for instructing the target deceleration in (1) and the second deceleration instructing device disposed separately from the first deceleration instructing device at or near the steering wheel. The first deceleration instruction device may be disposed at the steering column or at the center console (floor console) side of the driver's seat, but the second deceleration instruction may be provided at or near the steering wheel. When the device is provided, it is desirable to dispose it at the center console portion next to the driver's seat.

  In addition, the deceleration instructing device uses, for example, an automatic return type switch that automatically returns to the original position, and various modes such as a push button type and a lever type are possible. For example, a target deceleration is performed for each ON operation. However, the target deceleration may change continuously or jump over two or more steps depending on the duration of the ON operation. Further, the target deceleration may be continuously changed according to the duration of the ON operation. One deceleration instruction device is composed of a pair of switches for Decel that increases the target deceleration and for Can-Decel that decreases the target deceleration, for example.

  In addition, the deceleration instruction device is a device in which the target deceleration is increased or decreased by one step in response to the driver's voice regardless of manual operation, or the target deceleration is increased or decreased by one step by foot operation. It may be a device or the like.

  The deceleration instruction preliminary mode setting device has a deceleration instruction preliminary mode setting position (deceleration instruction preliminary mode setting position) in which a deceleration instruction preliminary mode is set as an operation position of the shift lever. Is operated to the deceleration instruction preliminary mode setting position so that the deceleration instruction preliminary mode is set. In addition, for example, a switch for Decel and Can-Decel as a first deceleration instruction device is provided at the deceleration instruction preliminary mode setting position so that the target deceleration can be instructed (up / down) by operating the shift lever. Composed. As the deceleration instruction preliminary mode setting device, it is possible to provide a setting device such as an ON-OFF switch for setting the deceleration instruction preliminary mode by human operation instead of or in addition to the deceleration instruction preliminary mode setting position. It is.

  In addition, when the deceleration instruction preliminary mode is set by the deceleration instruction preliminary mode setting device, the deceleration control mode is simply set to active (standby state) to enable the operation of the deceleration instruction device. The deceleration control may be started after waiting for the operation of the deceleration instruction device. However, even if the deceleration instruction device is not operated, the initial value of the target deceleration is set and the deceleration control is started immediately. You may come to be.

  The deceleration control mode may be set at the same time when the deceleration instruction preliminary mode is set, or the target deceleration is instructed by the deceleration instruction device when the deceleration instruction preliminary mode is set. In this case, the deceleration control mode may be set.

  Further, a forward travel mode selection position (D position or the like) is provided as an operation position of the shift lever, and the power transmission switching device such as an automatic transmission is brought into a forward drive state by being operated to the forward travel mode selection position. The forward traveling mode is configured to be mechanically established. Further, the forward travel mode may be electrically established with a changeover switch or the like.

  Further, the forward travel mode is at least a forward drive state and travels forward in accordance with the accelerator operation. For example, in the full range automatic shift mode in which the vehicle travels forward while automatically shifting in all the shift ranges of the automatic transmission. is there.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1A is a skeleton diagram of a drive device 8 for a hybrid vehicle to which the present invention is applied, and FIG. 1B is a diagram showing a plurality of gear stages of an automatic transmission 10 provided in the drive device 8. It is an action | operation table | surface explaining the action | operation state of the engagement element at the time. The vehicle drive device 8 includes an engine 30 that generates power by burning fuel, a first electric motor MG1, a second electric motor MG2, and an automatic transmission 10 on the same axis in that order, and the vehicle longitudinal direction ( It is suitably used for an FR vehicle mounted vertically. The engine 30 and the second electric motor MG2 are mainly used as a driving power source, and the first electric motor MG1 is mainly used for starting the engine and generating electric power. Each of the first electric motor MG1 and the second electric motor MG2 has both functions of an electric motor and a generator. The first electric motor MG1 is connected to the engine 30 via a damper (not shown), and a clutch Ci is provided between the first electric motor MG1 and the second electric motor MG2, and the engine 30 and the first electric motor MG1. And power transmission between the second motor MG2 and the second motor MG2. The electric motors MG1, MG2 and the automatic transmission 10 are substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The automatic transmission 10 includes a first transmission unit 14 mainly composed of a double pinion type first planetary gear unit 12, a single pinion type second planetary gear unit 16, and a double pinion type third planetary gear unit. The second transmission unit 20, which is mainly composed of 18, is provided on a coaxial line, and the rotation of the input shaft 22 is shifted and output from the output shaft 24. The input shaft 22 corresponds to an input member, and is integrally connected to the rotor of the second electric motor MG2, and the output shaft 24 corresponds to an output member, via a propeller shaft, a differential gear device 32, and the like. The left and right drive wheels 34 are rotated.

  FIG. 2 represents the rotational speeds of the rotating elements (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3) of the first transmission unit 14 and the second transmission unit 20 of the automatic transmission 10 in a straight line. In the collinear chart, the lower horizontal line is the rotational speed “0”, the upper horizontal line is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 22, and the clutches C1 to C4 and the brakes B1 and B2 are operated. According to the state (engaged, released), the eight forward gear stages from the first speed forward gear stage “1st” to the eighth speed forward gear stage “8th” are established, and the first reverse gear stage “Rev1” and Two reverse gear stages of the second reverse gear stage “Rev2” are established. The operation table in FIG. 1B summarizes the relationship between the above-mentioned gear stages and the operation states of the clutches C1 to C4 and the brakes B1 and B2, and “◯” represents engagement. The gear ratios of the respective gear stages are the gear ratios of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18 (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2, ρ3. The speed ratio shown in FIG. 1B is the case where ρ1 = 0.463, ρ2 = 0.463, and ρ3 = 0.415. Reference numeral 26 in FIG. 1 (a) denotes a transmission case.

FIG. 3 is a block diagram for explaining the outline of a control system provided in the vehicle for controlling the automatic transmission 10, the engine 30, the electric motors MG1, MG2, and the like. The operation amount Acc of the accelerator pedal 50 is the accelerator operation. It is detected by the quantity sensor 52. The accelerator pedal 50 is largely depressed according to the driver's requested output amount, and corresponds to an accelerator operation member, and the accelerator operation amount Acc corresponds to the requested output amount. The intake pipe of the engine 30 is provided with an electronic throttle valve 56 whose opening angle (opening) θ _TH is controlled by a throttle actuator 54. Also, the fully closed state (idle state of the intake air quantity sensor 60, the electronic throttle valve 56 for detecting an engine rotational speed sensor 58, the intake air quantity Q of the engine 30 for detecting the rotational speed N _E of the engine 30 ) And a throttle valve opening sensor 62 with an idle switch for detecting the opening θ _TH , a vehicle speed sensor 64 for detecting the vehicle speed V (corresponding to the rotational speed N _OUT of the output shaft 24), and the first motor MG1. MG1 rotational speed sensor 66 for detecting the rotational speed _{N M1,} the rotation speed _{N M2} MG2 rotational speed sensor 68 for detecting (= rotational speed _{N iN} of the input shaft 22) of the second electric motor MG2, foot brake operation The operation position of the shift lever 72 provided in the foot brake switch 70 and the shift operation device 71 for detecting Lever position sensor 74 for detecting the operating position ( _SH ), E position switch 76 for detecting that the shift lever 72 is operated to the E position, and the remaining battery 77 connected to the motors MG1 and MG2. SOC sensor 78 for detecting capacity (charged amount, charged amount) SOC, first deceleration acceleration switch (hereinafter referred to as first Decel switch) 80, first deceleration suppression switch (hereinafter referred to as first Can-Decel switch) 81, second deceleration promoting switch (hereinafter referred to as the 2Decel switch) 82, the second reduction inhibiting switch (hereinafter referred to as a cAN-Decel switch) 83, such as a steering sensor 85 for detecting a steering angle (steering amount) theta _W of the steering wheel 84 is From the sensors and switches. Gin rotation speed N _E , intake air amount Q, throttle valve opening θ _TH , vehicle speed V, first motor rotation speed N _M1 , second motor rotation speed N _M2 , presence / absence of foot brake operation, shift lever 72 operation position P _SH , presence / absence of operation to E position, remaining capacity SOC, command signal Decel1 from first Decel switch 80, command signal Can-Decel1 from first Can-Decel switch 81, command signal Decel2 from second Decel switch 82, first signal cAN-Decel command signal can-Decel2 from the switch 83, signals representative of such steering angle theta _W is to be supplied to the electronic control unit 90.

  The electronic control unit 90 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, output control of the engine 30, shift control of the automatic transmission 10, power running / regenerative control of the motors MG1, MG2, etc. are performed, and a plurality of operation modes in which the operating states of the engine 30, the motors MG1, MG2 are different Drive on. FIG. 4 shows an example of the operation mode. In the engine travel mode, the engine is connected by engaging the clutch Ci, and the engine 30 travels by generating a driving force. The battery 77 can be charged by regeneratively controlling the first electric motor MG1 as necessary, such as when the engine 30 has room. In the engine + motor running mode, the engine 30 is connected by engaging the clutch Ci, and the engine 30 and the second electric motor MG2 generate driving force to run. In the motor travel mode, the clutch Ci is released to shut off the engine 30, and the second electric motor MG2 generates driving force to travel. When the remaining capacity SOC of the battery 77 is small, the engine 30 is operated as necessary, and the first motor MG1 is regeneratively controlled to charge the battery 77. In the deceleration control mode for performing the deceleration control, the clutch Ci is engaged and the engine 30 is connected, the fuel supply to the engine 30 is cut off by fuel cut to generate an engine brake, and the second electric motor MG2 is operated. A predetermined power source brake is generated by power running or regenerative control. Similarly to the second electric motor MG2, the first electric motor MG1 can be used for adjusting the power source brake by performing power running or regenerative control.

Further, the shift control of the automatic transmission 10 by the electronic control unit 90 is performed according to the operation position P _SH of the shift lever 72. The shift operation device 71 having the shift lever 72 is disposed, for example, on the floor portion in the vicinity of the driver's seat, specifically on the center console portion on the left side of the driver's seat, and the shift lever 72 has the shift pattern 73 shown in FIG. The shift operation is performed according to the shift position of the device 71. The shift pattern 73 includes “P (parking)”, “R (reverse)”, “N (neutral)”, “D (drive)”, Operation positions “7”, “6”,... “L” are provided along the front-rear direction of the vehicle. The “P” position is a parking position, the automatic transmission 10 is in a power transmission cut-off state, and the output shaft 24, that is, the drive wheel is made non-rotatable mechanically by a parking lock mechanism or the like according to the movement operation of the shift lever 72, for example. Fixed. The “R” position is a reverse travel position for performing reverse travel. For example, when the manual valve of the hydraulic control circuit 98 (see FIG. 3) is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 is moved backward. The gear stage “Rev1” or “Rev2” is established. The “N” position is a power transmission cut-off position. For example, when the manual valve is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 releases all of the clutches C1 to C4 and the brakes B1 and B2. The power transmission is cut off.

  The “D” position is a forward travel position where the forward gear of the automatic transmission 10 is automatically switched to advance, that is, a forward travel position. For example, the manual valve is mechanically switched according to the movement operation of the shift lever 72. It is possible to establish all the forward gears “1st” to “8th”, and the highest gear that automatically shifts using all the forward gears “1st” to “8th”. The D range (full range automatic transmission mode) is established. That is, when the shift lever 72 is operated to the “D” position, this is judged from the D position contact signal of the lever position sensor 74 to electrically establish the D range, and the first speed forward gear stage “1st”. Shift control is performed using all the forward gears of the eighth speed forward gear “8th”. More specifically, the hydraulic circuit is switched by controlling the excitation and de-excitation of a plurality of sonolide valves provided in the hydraulic control circuit 98 and the AT solenoid 99 of the linear solenoid valve, and the clutch as shown in FIG. By changing the operating states of C1 to C4 and the brakes B1 and B2, any one of the first forward gear stage “1st” to the eighth forward gear stage “8th” is established. For example, as shown in FIG. 6, the shift control is performed according to a shift condition such as a relationship (shift map) stored in advance using the vehicle speed V and the accelerator operation amount Acc as parameters, and the vehicle speed V decreases or the accelerator operation amount Acc decreases. As the speed increases, the forward gear on the low speed side having a large gear ratio is established.

  The “7” to “L” positions are manual shift positions for switching a plurality of predetermined shift ranges by manual operation. Depending on the operation positions “7”, “6”,. .., L shown in FIG. 7 are established. FIG. 7 is a diagram showing the shift range and the shift range. Numbers “1” to “8” in the gear stage column represent the first speed forward gear stage “1st” to the eighth speed forward gear stage “8th”. The lowest speed forward gear stage having the largest gear ratio is the first speed forward gear stage “1st”, and the highest speed forward gear stage is changed one by one. In each shift range, a shift is automatically performed in the range from the first forward gear stage “1st” to the highest forward gear stage according to the same shift conditions as the D range. Therefore, for example, when the shift lever 72 is sequentially switched from “D” position to “7” position, “6” position, “5” position,. 6 → 5 →..., The eighth forward gear stage “8th” to the seventh forward gear stage “7th”, the sixth forward gear stage “6th”, and the fifth forward gear stage “5th” Are sequentially downshifted to.

An “E” position is provided beside the “D” position, for example, on the side close to the driver's seat. The "E" position is an deceleration instruction pre mode setting position for setting the front deceleration indicated preliminary mode (E mode) for instructing target deceleration G _M (deceleration instruction pre mode setting position) When the shift lever 72 as the pointing operation body is selectively moved to the “E” position, this is detected by the E position switch 76. Before and after the "E" position, as the target deceleration indicated position for indication of the target deceleration G _M, "Can-Decel" position to reduce the target deceleration G _M, and the target deceleration G _M “Decel” position is provided to increase the value of the first decel switch 80 when the shift lever 72 is selectively operated to the “Decel” position or the “Can-Decel” position. , is detected by the cAN-Decel switch 81, the command signal Decel1, instruction signals of the target deceleration _{G M} represented by the command signal can-Decel1 is supplied to the electronic control unit 90.

In the present embodiment, when the deceleration instruction preliminary mode (E mode) is set, a deceleration control mode for controlling the deceleration by the power source brake is set (started), and the shift lever 72 is set in the deceleration control mode. There when selectively operated to the "Decel" position or "can-Decel" position target deceleration _{G M} is changed. If you want to increase the deceleration, that is, if you want to apply abrupt braking, move the shift lever 72 to the rear ("Decel" position side). If you want to reduce the deceleration, that is, if you want to perform a gentle braking, shift. The lever 72 may be tilted forward (“Can-Decel” position side). The E position switch 76 maintains the ON state even when the shift lever 72 is operated to the “Decel” position or the “Can-Decel” position. Further, when the shift lever 72 is returned to the “D” position, the E position switch 76 is turned OFF and the deceleration control mode is released.

Regarding the operation to the “Decel” position and the “Can-Decel” position, the shift lever 72 does not slide continuously in the front-rear direction but moves with moderation. That is, the shift lever 72 takes one of three states: a neutral state, a state where it is tilted forward, and a state where it is tilted backward. When the driver loosens the force applied to the shift lever 72, the shift lever 72 is immediately returned to the neutral position, that is, the “E” position by the biasing means such as a spring, and the first Decel switch 80 and the first Can− The Decel switch 81 is automatically returned to the OFF state by an urging means such as a spring. The first Decel switch 80, the first Can-Decel switch 81, and the shift lever 72 for operating the switches 80 and 81 are a first deceleration instruction device (hereinafter referred to as a first deceleration instruction device 75). The shift operation device 71 including them may be used as the first deceleration instruction device 75. The first deceleration instruction device 75 (shift operation device 71) also serves as a deceleration instruction preliminary mode setting device. When the shift lever 72 is operated to the “E” position, the E position switch 76 is turned ON. deceleration instruction pre mode is set with the instruction signal of the target deceleration G _M is the valid state, the deceleration instruction E position switch 76 is turned OFF by being returned shift lever 72 to the "D" position preliminary mode is not set i.e. is release instruction signal of the target deceleration G _M is an invalid state.

In addition to the operation of the shift lever 72 described above, as shown in FIG. 8, the second Decel switch 82 and the second Can-Decel switch 83 as the pointing operation body disposed on the steering column 86 in the vicinity of the steering wheel 84 are indicated by arrows. also by being rotating operation (ON operation) as shown by the target deceleration G _M is caused to change. That is, the first 2Decel switch 82 is rotationally operated to the position a CAN-Decel switch 83 to ON state target deceleration indicated position i.e. which like switches 82 and 83 for the indication of the target deceleration _{G M} When the command signal Decel2 from which such switches 82 and 83, the instruction signal of the target deceleration _{G M} represented by the command signal can-Decel2 is outputted to the electronic control unit 90, the target deceleration _{G M} is set. Each of the second Decel switch 82 and the second Can-Decel switch 83 is an automatic return type switch that is turned on by the driver, and automatically returns to the original position (OFF state) by an urging means such as a spring. Be made. Further, since the steering column 86 is provided at a fixed position, the driver can easily operate the steering wheel 84 while it is rotating. The second Decel switch 82 and the second Can-Decel switch 83 are a second deceleration instruction device (hereinafter referred to as a second deceleration instruction device 88) disposed at a position different from the first deceleration instruction device 75. But there is.

Further, the second deceleration instruction device 88 is used to set the target deceleration by the second deceleration instruction device 88 when the shift lever 72 is operated to the “E” position and the deceleration instruction preliminary mode is set. instruction (i.e., turned oN) is a valid state, the target deceleration in the deceleration control mode based on an instruction of the target deceleration _{G M} by their switches 82 and 83 by the 2Decel switch 82 is turned oN G _M is changed, and deceleration control using the power source brake is executed. Thereby, for example, when the steering wheel is operated, it is avoided that the driver erroneously operates the second deceleration instruction device 88 and the deceleration is changed.

FIG. 9 is a functional block diagram for explaining a main part of the control function of the electronic control unit 90. Shift position determining means 100, operation whether the current shift lever 72 based on a signal representing the operating position P _SH of the shift lever 72 from the lever position sensor 74 is in the one position, or shift lever 72 to any position Determine whether it was done. For example, the shift position determination means 100 determines whether the shift position of the shift lever 72 has been operated from the “D” position to the “E” position based on the signal indicating the shift position P _SH or from the “E” position to the “D”. It is determined whether or not a position has been operated. Further, the shift position determination means 100 determines whether or not the operation position of the shift lever 72 is the “E” position based on the ON signal of the E position switch 76, so that the deceleration instruction preliminary mode (E mode). It is also an E-mode state determination means for determining whether or not the state is set.

Target deceleration setting unit 102 sets the target deceleration G _M based on an instruction of the target deceleration G _M by the first deceleration instruction device 75 or the second deceleration instruction device 88. Further, the deceleration control unit 104 controls the deceleration of the vehicle based on the target deceleration G _M set by the target deceleration setting unit 102. The vehicle deceleration control by the target deceleration setting means 102 and the deceleration control means 104 will be specifically described below. FIG. 10 is an example of a time chart when the deceleration control is performed.

  When it is determined by the shift position determining means 100 that the target deceleration setting means 102 is in the state where the deceleration instruction preliminary mode (E mode) is set, the shift lever 72 is in the “Decel” position or “ It is detected whether the command signal Decel1 or the command signal Can-Decel1 is generated by detecting that the operation to the “Can-Decel” position is performed by the first Decel switch 80 or the first Can-Decel switch 81, or is arranged in the steering column 86. It is determined whether the command signal Decel2 or the command signal Can-Decel2 is generated by operating the second Decel switch 82 or the second Can-Decel switch 83 provided.

Then, the target deceleration setting unit 102, when it is determined that no any command signal from the switch 80, 81, 82, 83 occurs, maintains the current target deceleration G _M, the reduced speed control means 104 performs its target deceleration power source braking to slow in G _M, i.e. the torque control of the engine brake control and the second electric motor MG2 by the gear shift control of the automatic transmission 10. The initial value of the deceleration instruction pre mode setting change amount of the target deceleration determined during .DELTA.G _M is 0, so as to enable operation of the subsequent first deceleration instruction device 75 or the second deceleration instruction device 88 Only the deceleration control mode is activated (standby state), and the deceleration control is not substantially performed. That is, the target deceleration change amount ΔG _M = 0 can be obtained without performing special deceleration control when only the engine brake in the fuel cut state is operating during inertial traveling with the accelerator OFF in the D range. This is a reference value (see the broken line in FIG. 12) obtained by the engine braking force generated according to the vehicle speed V based on the gear stage of the automatic transmission 10 at the deceleration. Time t _{1 in} the time chart of FIG. 10 indicates that the deceleration control mode is activated (ON, standby state) by operating the shift lever 72 to the “E” position.

When the target deceleration setting means 102 determines that any of the command signals is generated from the switches 80, 81, 82, 83, the target deceleration target device 75 or the second deceleration instruction device 88 uses the target deceleration signal. It sets a target deceleration G _M based on an instruction of deceleration G _M, the deceleration control unit 104 controls the power source braking based on the target deceleration G _M which is the set. For example, the target deceleration setting means 102 processes the command signal Decel1 and the command signal Can-Decel1 without distinguishing the command signal Decel2 and the command signal Can-Decel2, and the command signal Decel1 or Decel2 while increasing by a predetermined target deceleration change amount which is determined the target deceleration _{G M} previously .DELTA.G _M that variation beta (see FIG. 12) in the output, if the command signal can-Decel1 or can-Decel2 output It decreases the target deceleration G _M only variation β when it is.

The target deceleration setting means 102, erroneous operation that is, the user (driver) to prevent a change in the target deceleration G _M by the switch operation when not required to change their deceleration command signal Decel1, Decel2 Ya It determines that the valid state when the command signal can-Decel1, can-Decel2 were continuously output predetermined determination time _{TD oN} or sets the target deceleration _{G M} based on the command signal. This determination time TD _ON is a target reduction associated with switch chattering when the first deceleration instruction device 75 or the second deceleration instruction device 88 is operated or when the driver does not request a change in deceleration. setting speed G _M (modified) is the time which is previously experimentally determined and stored as is avoided, is set to, for example, about 0.1 seconds.

Here, in a state where the target amount of deceleration change .DELTA.G M _{= 0} i.e. change of deceleration is the initial value of the target deceleration G _M is not performed, or the steering shift lever 72 is operated to the "Decel" position When the 2Decel switch 82 disposed in the column 86 is turned oN, the target deceleration G _M to parameters of the vehicle speed V as shown by the solid line in FIG. 12 deceleration changes without state (broken line in FIG. 12) Is set to a value larger than the change amount β. That is, when a new deceleration change is started, the target deceleration G _M corresponding to the vehicle speed V at that time is set to the change amount β based on the target deceleration G _M0 (dashed line in FIG. 12) at the start. It is set based on this. Upon setting of the target deceleration G _M is also possible to road surface gradient is taken into account as shown in FIG. 13, the downward slope so as to be set larger target deceleration G _M than horizontal flat road Also good. In addition, although the deceleration when the change of deceleration is not implemented, the unevenness | corrugation can be made in the gear position switching position, the broken line of FIG. 12 shows the unevenness | corrugation smooth | blunted, and is in deceleration control mode. target deceleration G _M to change setting is set according to no data map (relationship) or arithmetic expression of such irregularities as shown by the solid line and one-dot chain line in FIG. 12. Although a constant value change amount for each ON operation of deceleration instruction device β is in this embodiment, to the vehicle speed V as a parameter may be variably set, the increase side of the target deceleration G _M Different values may be used on the decrease side. Further, the command signal Decel1, Decel2 and command signals Can-Decel1, the amount of change in response to the duration becomes longer Can-Decel2 β was continuously increased changed, so that the target deceleration _{G M} continuously change It can also be.

Figure _{t 2} at 10 is the command signal Decel1 is turned ON by the shift lever 72 is operated to the "Decel" position, the deceleration control target deceleration _{G M} is set indicated by a solid line substantially 12 indicates that it has been started, _{t 3} when the shift lever 72 is further "Decel" is operated to position command signal Decel1 is turned ON, the target deceleration _{G M} was increased further by one step (beta) Is shown.

Figure 11 is a time chart showing another example of executing deceleration control, _{t 1} when the shift lever 72 is "Decel" operation has been commanded signal Decel1 is turned ON to the position, the target deceleration _{G M} 1 step (beta) indicates that it has been increased, _{t 3} when the first 2Decel switch 82 is operated command signal Decel2 is turned ON in the steering column 86, the target deceleration _{G M} further one step (beta) increased It is shown that it was made. Also, _{t 4} time indicates that the CAN-Decel switch 83 is operated command signal Can-Decel2 of the steering column 86 is turned ON, the target deceleration _{G M} was reduced by one step (beta), t ₅ point shows that the shift lever 72 is "can-Decel" is operated to position command signal can-Decel1 is turned ON, the target deceleration _{G M} was reduced further by one step (beta). This amount of change β is smaller than the amount of change in deceleration achieved by the shift of the automatic transmission 10, and the braking force is finely controlled by the combination of the regenerative torque control and the shift control of the second electric motor MG2. and which, together with the automatic transmission 10 at t ₃ when the eighth speed forward downshift from gear position "8th" to the seventh forward gear position "7th", the regeneration torque of the second electric motor MG2 by one step smaller by being, a power source braking by a predetermined amount corresponding to the amount of change of the target deceleration G _M beta is increased.

In addition, when the time interval TD from the previous ON operation is shorter than the predetermined OFF time TD _OFF , the ON operation is invalidated in order to avoid a significant change in deceleration due to a short time continuous operation. adapted to the state, t ₂ time points 11 is a case where "Decel" current target deceleration G _M regardless of the operation to the position of the shift lever 72 is maintained. This OFF time TD _OFF is similarly applied to the operation of the shift lever 72 to the “Can-Decel” position, the second Decel switch 82, and the second Can-Decel switch 83 to prevent the change in deceleration from becoming large. that is, to limit only increasing side of Decel side or target deceleration _{G M,} such as about can-Decel side to reduce the target deceleration _{G M} is an active state continuous operation, and various aspects. In addition, the control of the power source brake is also used when the engine speed _NE is over-rotated due to the downshift of the automatic transmission 10 by the deceleration control, or when the behavior of the vehicle becomes unstable due to a change in driving force. Will be canceled.

By the way, in the present embodiment, the first deceleration instruction device 75 and the second deceleration instruction device 88 are provided as the deceleration instruction devices. In the first deceleration instruction device 75, the shift lever 72 is in the “E” position. in the target deceleration G _M is changed, the second deceleration instruction device 88 by the deceleration instruction pre mode is operated to the "Decel" position or "can-Decel" position while being set by being operated target deceleration _{G M} is changed by the 2Decel switch 82 or the second cAN-Decel switch 83 is turned oN in the state that the deceleration instruction pre mode is set by the first deceleration instruction device 75 .

Thus, the user (driver) actively only the second deceleration instruction device when the target deceleration deceleration instruction pre mode regardless of whether high or low likelihood of instructing G _M is set 88 when the instruction of the target deceleration G _M by is a valid state, the shift lever to the instruction of the target deceleration G _M by the second deceleration instruction device 88 when the deceleration instruction pre mode is not set It is necessary to operate 72 to the “E” position, and more time and labor are required than when the deceleration instruction preliminary mode is set. convenience indication when such target deceleration G _M not be made to correspond to the pair is may decrease. With respect to the indication of the target deceleration G _M by the first deceleration instruction device 75, to be done when inevitably deceleration instruction pre mode is set, if the deceleration instruction pre mode is not set There is no need to consider.

Therefore, whether or not an instruction of the target deceleration G _M of the second deceleration instruction device 88 as an active state (active) when the deceleration instruction pre mode by the first deceleration instruction device 75 is not set, namely deceleration instruction pre mode (E mode) set or be an active state (active) an indication of the target deceleration G _M of the second deceleration instruction device 88 on the assumption that, or the deceleration instruction pre mode (E second down for switching by the driver of the selection operation or the instruction to the valid state of the target deceleration G _M (active) by constantly second deceleration instruction device 88 regardless of whether the mode) is set A speed instruction device valid / invalid switching device 112 is provided.

Figure 14 is an example of the second deceleration instruction device enable / disable switching device 112, an indication of the target deceleration G _M of the second deceleration instruction device 88 in general navigation screen, the E-mode It is configured so that it can be switched between the valid state (active) or the always valid state (active) on the assumption that it is set. For example, by the "operating only E-mode" portion of the navigation screen shown in FIG. 14 the user selects an instruction of the target deceleration G _M of the second deceleration instruction device 88 is the deceleration instruction pre mode (E mode) If is not set, it is not in the valid state (active). Further, by the "always working" portion of the navigation screen the user selects an instruction of the target deceleration G _M of the second deceleration instruction device 88 is not set deceleration instruction pre mode (E mode) Is also in an active state (active). When it is pressed "always working" portion, the target deceleration of the shift lever 72 making it possible to instruct the target deceleration G _M by the second deceleration instruction device 88 without operating the "E" position convenience instructions G _M can be improved. Normally, “E mode only operation” is set to the selected state, and unless the user intentionally (positively) selects the “always operating” portion, deceleration instruction preliminary mode (E mode) The setting of cannot be omitted.

Second deceleration instructing device validity determination unit 114, in the second deceleration instructing device enable / disable switching device 112, an instruction of the target deceleration G _M is the second deceleration instruction unit 88, the deceleration instruction pre mode ( It is determined whether it is switched to the valid state when the (E mode) is set or to the always valid state even if the deceleration instruction preliminary mode is not set. In other words, the second deceleration instruction device validity determination unit 114, the deceleration instruction pre mode (E mode) instruction valid state of the target deceleration G _M of the second deceleration instruction device 88 if it is not set (active It is determined whether or not the setting is such that it is not. For example, the second deceleration instruction device validity determination unit 114 for instructing the target deceleration G _M of the second deceleration instruction device 88 is a valid state (active) is shown in the navigation screen in FIG. 14, "E It is determined whether “mode only operation” or “always operation” is selected.

The instruction of the target deceleration G _M of the second deceleration instruction device 88 may not be set deceleration instruction pre mode (E mode) by the second deceleration instruction device validity determination section 114 is set to the valid state (active) The second Decel switch 82 is turned on regardless of whether or not the deceleration instruction preliminary mode (E mode) is set by the first deceleration instruction device 75. with deceleration control mode by being operated is set, the target deceleration setting unit 102 in addition to the aforementioned features, the target deceleration on the basis of an instruction of the target deceleration G _M of the second deceleration instruction device 88 set G _M, the deceleration control unit 104 controls the power source braking based on the target deceleration G _M which is the set. Further, the deceleration control when the CAN-Decel target deceleration G _M switch 83 to the equivalent deceleration and when the deceleration control is not performed in the deceleration control mode by being ON operation has been reduced The mode is released.

The second deceleration instructing device invalidating means 116 is a target deceleration by the second deceleration instructing device 88 unless the deceleration instruction preliminary mode (E mode) is set by the second deceleration instructing device validity determining means 114. it is determined that an instruction G _M is a so as not to be valid state (active) setting, and determines that the deceleration instruction pre mode (E mode) is a state that is not set by the shift position determining means 100 been the case, outputs a command NA instruction the disabled state of the target deceleration G _M of the second deceleration instruction device 88 to the target deceleration setting unit 102 so as to (inactive). Target deceleration setting unit 102 in addition to the aforementioned functions, in accordance with the command NA, not execute the setting of the target deceleration G _M based on the instruction of the target deceleration G _M of the second deceleration instruction device 88.

The second deceleration instruction device validity determination means 114 and the second deceleration instruction device invalidation means 116 are selected by the driver when the deceleration instruction preliminary mode is not set by the first deceleration instruction device 75. function as indicated valid invalid switching means 118 for switching whether or not to instruct the valid state of the target deceleration G _M of the second deceleration instruction device according to.

Here, the setting method of the target deceleration setting unit 102 according to the target deceleration _{G M,} the 1Decel switch 80, the CAN-Decel switch 81, the 2Decel switch 82, or ON operation time of the CAN-Decel switch 83 running uniformly relative deceleration controllability convenience is lowered setting of the target deceleration G _M is may decrease. For example, one level target deceleration G _M for continuous operation of the switch to change greatly deceleration with the continuous switch ON operation to avoid that the vehicle running becomes unstable (beta ) provided the determining how to set the target deceleration G _M by the target deceleration setting unit 102 uniformly to change, the OFF time TD _OFF for example, when the driver wants to significantly change the aggressive deceleration indication of the target deceleration G _M of the need vehicle to repeat the oN operation of the switch Te had may not be reflected in the appropriate deceleration. Indication of the target deceleration G _M by the first deceleration instruction device 75, the shift lever 72 a user it is necessary to operate the "E" position actively possible that the setting of the target deceleration G _M sex is assumed to be high, an indication of good response target deceleration G _M with respect to the operation of the shift lever 72 is assumed to wish to be reflected in the deceleration.

Deceleration instruction device operation determining means 120 determines whether the whether the first deceleration instruction device 75 for indication of the target deceleration G _M is operated, or the second deceleration instruction device 88 is operated To do. Specifically, the deceleration instruction device operation determining means 120 determines whether or not the first Decel switch 80 or the first Can-Decel switch 81 is turned on, or the second Decel switch 82 or the second Can-Decel switch 83 is turned on. It is determined whether or not an operation has been performed.

Setting change means 122, in any of the target deceleration first deceleration instruction device 75 and the second deceleration instruction device 88 having the type for example, a shift lever 72 of the deceleration instruction device that is operated for instructing the G _M changing the method of setting the target deceleration G _M by the target deceleration setting unit 102 based on whether there. Specifically, the setting method changing unit 122 is configured to change the second deceleration instruction device 88 when the first deceleration instruction device 75 is manually operated based on the determination result by the deceleration instruction device operation determination unit 120. manual engineered compared to the target deceleration G _M changes the width by the target deceleration setting unit 102 if (variation width) changes its setting method as large. For example, setting of the target deceleration _{G M} by the target deceleration setting unit 102 pushes the 1Decel switch 80, the CAN-Decel switch 81, the 2Decel switch 82, or a continuous ON operation of the CAN-Decel switch 83 (length ) a degree of target deceleration change amount .DELTA.G _M against, as enough or large degree of target deceleration change amount .DELTA.G _M is large relative to the continuous ON operation of the switch (long press), the target deceleration G _M change width (Change width) is increased.

Thereby, for example, when the setting method changing unit 122 performs the continuous ON operation of the first Decel switch 80 or the first Can-Decel switch 81, that is, the continuous ON operation exceeding the determination time TD _ON is performed. the target deceleration setting unit 102 target deceleration G _M setting method continuous oN operation of the judgment time TD _oN lapse of the targeted deceleration G _M 1 step per the by (beta) defined to change. In short, a long press of the switch is allowed to allow a change in deceleration up to the maximum deceleration. In this embodiment, setting of the target deceleration G _M admit long press of the switch thus (change pattern) and the first set pattern. However, since the influence of the deceleration change on the vehicle at a high vehicle speed is large, when the vehicle speed V exceeds the predetermined vehicle speed, the deceleration change up to the maximum deceleration is not permitted, but a predetermined deceleration. to the extent that the does not exceed the limit value G _LIM may be to change the target deceleration G _M. In short, when the vehicle speed V exceeds a predetermined vehicle speed, a long press of the switch is allowed so as to allow a change in deceleration within a range not exceeding the deceleration limit value _GLIM .

In addition, when the second Decel switch 82 or the second Can-Decel switch 83 is continuously turned on, the setting method changing unit 122 sets the target method in order to avoid a significant change in deceleration due to the continuous ON operation. target deceleration G _M 1 stage method of setting the target deceleration G _M by deceleration setting unit 102 for the continuous ON operation (beta) defined to change. In short, long press of the switch is not allowed. In this embodiment, setting of the target deceleration G _M do not allow the long press of the switch thus (change pattern) and the second set pattern.

  FIG. 15 is a flowchart for specifically explaining the processing contents of the deceleration control operation by the deceleration control means 104.

In step R1 in FIG. 15, the required braking torque in response to the set target deceleration G _M by the target deceleration setting unit 102 is calculated. This, for example, as shown by the solid line in FIG. 16, but is determined according to the target deceleration G _M becomes large enough required braking torque increases as a predetermined data map (relationship) or an arithmetic expression, the target deceleration big if not considering the road surface gradient at the stage of setting the G _M, taking into account the road surface gradient at the stage of obtaining the required brake torque, for example, as shown by the broken line in FIG. 16, a downward slope from the horizontal flat road It is desirable to calculate the necessary brake torque. In addition, regarding the vehicle weight (number of passengers, etc.), it is desirable that the necessary brake torque increases as the vehicle weight increases. However, it is determined irrespective of whether or not the foot brake is operated and the foot brake force, and the power source brake is not changed by the change of the foot brake operation.

In step R2, the remaining capacity SOC of the battery 77 determined by the charging state determination means 106 is a predetermined remaining capacity upper limit SOC _MAX (hereinafter referred to as α), for example, whether the remaining capacity SOC of _{80% of} full charge is 80% or less. Therefore, if SOC ≦ α, the battery 77 can be charged. Therefore, in step R3, the forward gear on the high speed side is set within a range in which the necessary brake torque can be generated, and step R4 Thus, the second electric motor MG2 is regeneratively controlled so that the target brake torque can be obtained by both the engine brake force and the regenerative torque. If SOC> α, the battery 77 cannot be charged. Therefore, in step R5, the low-speed forward gear is set within a range in which the necessary brake torque can be generated, and in step R6. The second electric motor MG2 is subjected to power running control, and the target braking torque is obtained by reducing the engine braking force with the power running torque.

In steps R3 and R5, a shift output for executing a shift according to a command of the deceleration control means 104, that is, a gear setting of the automatic transmission 10, is performed by the shift control means 108 to the hydraulic control circuit 98. Thus, the gear stage of the automatic transmission 16 is switched. Further, the shift control means 108 executes shift determination based on the actual vehicle speed V and the throttle opening θ _TH from the shift map stored in advance as shown in FIG. 6, for example, to execute the determined shift. By performing a shift output to the hydraulic control circuit 98, the gear stage of the automatic transmission 16 is automatically switched.

  In steps R4 and R6, the hybrid control unit 110 executes regenerative control of the second electric motor MG2 or power running control of the second electric motor MG2 in accordance with an instruction from the deceleration control unit 104.

  That is, the power source brake torque is obtained by adding the engine brake torque obtained according to the gear stage of the automatic transmission 10 and the power running torque or the regenerative torque of the second electric motor MG2. If the second electric motor MG2 is regeneratively controlled around the engine brake torque in the forward gear, the power source brake torque can be increased to the range indicated by the broken line in accordance with the regenerative torque. In addition, if the second motor MG2 is subjected to power running control, the power source brake torque can be reduced to the range indicated by the alternate long and short dash line according to the power running torque, and the ranges of the power source brake torque obtained at each gear stage are mutually different. It is overlapped. For example, the power source brake torque range obtained by performing regenerative control of the second electric motor MG2 at the seventh speed forward gear stage “7th” and the power running control of the second electric motor MG2 at the sixth speed forward gear stage “6th” The ranges of the power source brake torque obtained by this overlap each other. Therefore, basically, the second motor MG2 is regeneratively controlled to generate the desired brake torque while charging the battery 77. However, if the battery 77 is fully charged and cannot be charged, the gear stage is lowered and the engine is lowered. The target brake torque can be obtained by increasing the brake torque and reducing the brake torque by powering the second electric motor MG2.

Figure 18 is executed when the user can select the electronic control unit 90 controls a main portion, that is the setting as to whether or not the valid state indication of the target deceleration G _M of the second deceleration instruction device 88 of the operation of It is a flowchart explaining the deceleration control operation | movement performed. This flowchart is repeatedly executed at a predetermined cycle. FIGS. 19 and 20 are examples of time charts for explaining the control operation shown in the flowchart of FIG. 18. FIG. 19A shows a case where the first Decel switch 80 is turned on at a high vehicle speed. FIG. 19B illustrates the control operation when the first Decel switch 80 is turned on at a low vehicle speed, and FIG. 20 illustrates the control operation when the second Decel switch 82 is turned on. It is a time chart.

18, in step (hereinafter, step is omitted) S1 corresponding to the second deceleration instruction device validity determination means 114, the second deceleration instruction device valid / invalid switching device 112, for example, on the navigation screen of FIG. in that "E-mode only operation" instruction of the target deceleration G _M of the second deceleration instruction device 88 if it is not set is selected by the deceleration instruction pre mode (E-mode) is not a valid state (active) It is determined whether an appropriate setting has been selected.

If the determination in S1 is affirmative, it is determined in S6 corresponding to the shift position determination means 100 whether or not the shift lever 72 is operated to the “E” position and the deceleration instruction preliminary mode is set. . If the determination in S6 is negative, in step S7 corresponding to the second deceleration instruction device invalidating means 116, and instructs the disabled state of the target deceleration G _M of the second deceleration instruction device 88 (inactive) Thus, the command NA is output to the target deceleration setting means 102. Target deceleration setting unit 102 does not execute the setting of the target deceleration G _M based on the instruction of the target deceleration G _M of the second deceleration instruction device 88 in accordance with the command NA.

When the determination at S1 is negative or when the determination at S6 is positive, an ON operation of the second Decel switch 82 or the second Can-Decel switch 83 is performed at S2 corresponding to the deceleration instruction device operation determination means 120. It is determined whether or not the operation has been performed. _{T 0} point, _{t 2} time points Figure 20 shows that the ON operation of the 2Decel switch 82 has been performed. In S3 corresponding to the setting changing unit 122 if the determination in S2 is affirmative, the second setting method of setting the target deceleration G _M disapproves long press of the switch by the target deceleration setting unit 102 Set to pattern. FIG. 20 shows a case where this second setting pattern is set.

If the determination in S2 is negative, it is determined in S4 corresponding to the deceleration instruction device operation determination means 120 whether or not the first Decel switch 80 or the first Can-Decel switch 81 is turned on. _{T 0} point, _{t 2} time points Figure 19 shows that the ON operation of the 1Decel switch 82 has been performed. Although the present routine is terminated when the determination in S4 is denied, in S5 corresponding to the setting changing unit 122 when the result is affirmative, the setting of the target deceleration G _M by the target deceleration setting unit 102 The method is set to the first setting pattern that allows a long press of the switch. FIG. 19A shows a case where a first setting pattern that allows a change in deceleration within a range that does not exceed the deceleration limit value _GLIM used at high vehicle speeds is set. FIG. 19B shows a case where a first setting pattern that allows a change in deceleration up to the maximum deceleration used at a low vehicle speed is set.

In S8 corresponding to the S3 or target deceleration setting means 102 and the deceleration control unit 104 Following S5, the target deceleration _{G M} on the basis of the operation of the deceleration instruction device 75,88 is set, the flow chart of FIG. 15 its power source braking to slow at the target deceleration G _M, i.e. the torque control of the engine brake control and the second electric motor MG2 by the gear shift control of the automatic transmission 10 is performed as shown in FIG.

Time point _{t 1, t 3} time points 19, it indicates that the target deceleration _{G M} is increased by one step (beta) after the determination time _{TD ON} elapsed since the ON operation of the 1Decel switch 80 is started Yes. Further, as shown in _{t 2} time to _{t 6} time in FIG. 19 (a), ON operation of the 1Decel switch 80 has been continued for a further determination time _{TD ON} or after the determination time _{TD ON} elapses, the deceleration limit value G further target deceleration G _M in t ₄ time in accordance with the first set pattern within a range not exceeding the _LIM admit long press of the switch is increased by one step (beta), the target deceleration G _M is increased in t ₅ time It is not made and it is maintained as it is. Further, as shown in _{t 2} time to _{t 6} time in FIG. 19 (b), ON operation of the 1Decel switch 80 has been continued for a further determination time _{TD ON} or after the determination time _{TD ON} elapses, until the maximum deceleration further target deceleration G _M in t ₄ time and t ₅ the time in accordance with the first set pattern admit long press of the switch is increased, respectively one stage (beta).

At time t _{1 and} time t _{3 in} FIG. 20, the target deceleration G _M is increased by one step (β) after the determination time TD _{ON has} elapsed since the ON operation of the second Decel switch 82 is started, and the target deceleration G It shows that the braking force is controlled by a combination of the regenerative torque control and the shift control of the second electric motor MG2 so as to decelerate at _M. Further, as shown in _{t 2} time to _{t 5} the time in FIG. 20, the ON operation of the 2Decel switch 82 is continued determination time _{TD ON} elapses after the further determination time _{TD ON} or not allow the long press of the switch target deceleration G _M are maintained without being increased in t ₄ time in accordance with the second set pattern.

As described above, according to the present embodiment, when the deceleration instruction preliminary mode (E mode) is not set by the first deceleration instruction device 75, the instruction valid / invalid switching means 118 performs the driver's selection operation. since whether or not to instruct the enabled state of the target deceleration G _M is switched by the second deceleration instruction device 88 according, convenience of indication of the target deceleration G _M of the second deceleration instruction device 88 is improved Is done. That is, even if the deceleration instruction preliminary mode is not set by the first deceleration instruction device 75, the target deceleration G _M can be instructed by the second deceleration instruction device 88, and the target deceleration G The convenience of the instruction of _M is improved.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the above-described embodiment, the setting method changing unit 122 determines the predetermined deceleration limit value G when the first Decel switch 80 or the first Can-Decel switch 81 is continuously turned on at a high vehicle speed. While defining the method of setting the target deceleration G _M (first setting pattern) to allow the deceleration change without exceeding the _LIM, target so that the change rate of deceleration is slower than at low speed it may be determined how to set the deceleration G _M (first set pattern).

Also, those in the illustrated embodiment, configuration changes how to set changing means 122 according to the target deceleration G _M (change pattern) is to change whether or not to validate the switch continuous ON operation of the (long press) Although there was a, it is sufficient that in addition enable or disable push its length to change the setting of the target deceleration G _M. For example, as a first setting pattern, a setting method is defined so that the ON operation is valid even when the time interval TD (see FIG. 11) from the previous ON operation is shorter than the OFF time TD _OFF. Also good.

  Further, in the flowchart shown in FIG. 15 of the above-described embodiment, if the first motor MG1 is controlled by powering or regenerating in addition to the second motor MG2, the control range of the power source brake torque at each forward gear stage is further expanded. The power source brake control can be performed by selecting an appropriate gear stage from three or more forward gear stages according to the required brake torque. Similarly, when the torque capacity of the second electric motor MG2 is large, it is possible to select from among three or more forward gears. Further, in steps R5 and R6 in FIG. 15, the forward gear stage on the low speed side is set and the second motor MG2 is controlled to reduce the braking torque, but the forward gear stage on the high speed side is set. In addition, the braking torque may be increased by applying a power running torque in the reverse rotation direction to the second electric motor MG2.

  Further, when the regenerative torque cannot be obtained due to the failure of the electric motors MG1 and MG2, only the engine braking force by the shift control of the automatic transmission 10 is used. Conversely, when the engine braking force cannot be obtained, such as when the vehicle speed V decreases and the clutch Ci is released, only the regenerative control of the second electric motor MG2 is used.

  Further, when the accelerator pedal 50 is depressed during execution of the deceleration control, the torque control of the second electric motor MG2 is stopped, and the output of the engine 30 is operated while the gear stage of the automatic transmission 10 remains unchanged. Control according to the amount Acc. When the shift lever 72 is operated to return from the “E” position to the “D” position and the deceleration instruction preliminary mode is canceled (OFF), all deceleration control including the automatic transmission 10 is canceled. .

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining an example of the vehicle drive device to which this invention is applied suitably, (a) is a skeleton diagram, (b) is the operation | movement explaining the operation state of the engagement element at the time of establishing several gear steps It is a table. FIG. 2 is a collinear diagram of the automatic transmission of FIG. 1. It is a block diagram explaining the principal part of the control system with which the vehicle drive device of FIG. 1 is provided. It is a figure explaining an example of the operation mode possible with the vehicle drive device of FIG. It is a figure which shows an example of the shift pattern of the shift lever of FIG. It is a figure which shows an example of the shift map which switches the forward gear stage of the automatic transmission of FIG. 1 automatically. It is a figure explaining the shift range and shift range of the automatic transmission of FIG. It is a figure which shows an example of the 2nd Decel switch and 2nd Can-Decel switch which are arrange | positioned at the steering column. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is an example of the time chart in case deceleration control is performed. It is an example of a time chart when a target deceleration is set by a plurality of target deceleration setting means during the deceleration control. It is an example of the data map at the time of setting target deceleration using a vehicle speed as a parameter. It is an example of the data map in the case of setting a target deceleration in consideration of a road surface gradient. It is an example of a second deceleration instruction device valid / invalid switching device, and is effective on the premise that the E mode is set on the general navigation screen, instructing the target deceleration by the second deceleration instruction device. It is configured to be able to switch between the state and the always valid state. It is a flowchart which demonstrates concretely the processing content of the deceleration control in deceleration control mode. FIG. 16 is an example of a data map for obtaining a required brake torque from a target deceleration in Step R1 of FIG. It is a figure explaining the power source brake obtained according to a vehicle speed by torque control of an engine brake and an electric motor. The main part of the control operation of the electronic control device of FIG. 3, that is, the deceleration control operation that is executed when the user can select whether or not to set the target deceleration instruction by the second deceleration instruction device to be valid. It is a flowchart explaining these. 18 is an example of the control operation shown in the flowchart of FIG. 18, (a) is a control operation when the first Decel switch 80 is turned on at high vehicle speed, and (b) is the ON of the first Decel switch 80 at low vehicle speed. It is a time chart explaining each control action when operation is performed. FIG. 19 is an example of a control operation shown in the flowchart of FIG. 18, and is a time chart illustrating the control operation when an ON operation of a second Decel switch is performed.

Explanation of symbols

75: First deceleration instruction device (deceleration instruction device, deceleration instruction preliminary mode setting device)
88: Second deceleration instruction device (deceleration instruction device)
90: Electronic control device (vehicle deceleration control device)
102: Target deceleration setting means 104: Deceleration control means 118: Instruction valid / invalid switching means

Claims (2)

A deceleration instructing device for instructing a target deceleration of the vehicle by human operation, a target deceleration setting means for setting the target deceleration based on an instruction of the target deceleration by the deceleration instructing device, and the target deceleration A deceleration control means for controlling the deceleration of the vehicle based on the speed, and a deceleration control mode for controlling the deceleration by the power source brake before the instruction of the target deceleration by the deceleration instruction device is set. that a deceleration instruction preliminary mode human operating the deceleration instruction pre mode setting device for setting the deceleration instruction when the deceleration instruction pre mode is set by the reducer speed indication preliminary mode setting device A deceleration control device for a vehicle that enables an instruction of a target deceleration by the device to be in an effective state,
Whether or not the target deceleration instruction by the deceleration instruction device is enabled according to the driver's selection operation when the deceleration instruction preliminary mode is not set by the deceleration instruction preliminary mode setting device. the instruction enabled disabled switching means for switching, only including,
The deceleration instruction device has a first deceleration instruction device provided in the vicinity of the driver's seat and a second deceleration instruction device provided in the vicinity of the steering wheel,
In the first deceleration instruction device, when the deceleration instruction preliminary mode is not set by the deceleration instruction preliminary mode setting device, the target deceleration instruction is always invalidated,
When the deceleration instruction preliminary mode is not set by the deceleration instruction preliminary mode setting device, the second deceleration instruction device instructs the target deceleration according to the driver's selection operation by the instruction valid / invalid switching means. The vehicle deceleration control device is characterized in that it can be switched whether or not to make it effective . The first deceleration instruction device includes a deceleration instruction preliminary mode setting position for setting the deceleration instruction preliminary mode, and a target deceleration instruction for instructing a target deceleration at the deceleration instruction preliminary mode setting position. And a pointing operation body that is selectively operated to a position,
2. The vehicle deceleration control device according to claim 1 , wherein the second deceleration instruction device includes an instruction operating body operated to a target deceleration instruction position.

Images