JP4320624B2 - Vehicle deceleration control device - Google Patents

Description

  The present invention relates to a vehicle deceleration control device, and more particularly to deceleration control when a deceleration control mode is established without going through a normal forward travel mode.

  (a) target deceleration control means for increasing / decreasing the target deceleration according to the operation of the deceleration setting means; and (b) when the deceleration control mode is established, the target deceleration set by the target deceleration control means is set to the target deceleration. There has been proposed a vehicle deceleration control device having brake control means for controlling the braking force accordingly. The device described in Patent Document 1 is an example, and an E position is provided in the shift lever, and the target deceleration is achieved by operating the Dec lever (deceleration promotion) side or the Can-Decel (deceleration suppression) side at the E position. Is set to increase / decrease, and the shift control of the automatic transmission and the power running torque or regenerative torque control of the electric motor are performed so as to generate a predetermined braking force according to the target deceleration.

Japanese Patent Laid-Open No. 2000-2445016

  By the way, in Patent Document 1, an E position is provided next to a D position for selecting a forward travel mode in which the vehicle travels forward according to an accelerator operation amount, and a deceleration control mode is normally set via the forward travel mode. It has come to be. Here, for example, a deceleration control mode selection means (such as an ON-OFF switch) for selecting a deceleration control mode is separately provided, and the deceleration control mode selection means is operated with the shift lever held at the D position. Thus, it is conceivable to switch from the forward travel mode to the deceleration control mode. In this case, if the shift lever is moved from the D position to the N (neutral) position during execution of the deceleration control mode, the deceleration control mode is canceled, and when the shift lever is returned to the D position again, the forward travel mode is set. Although the deceleration control mode can be set directly without going through, since the deceleration control mode is once canceled, there is a possibility that the relative deceleration cannot be set. For example, if the original target deceleration is taken over as it is, a large braking force may suddenly occur, which is not preferable.

  The present invention has been made against the background of the above circumstances, and its purpose is to obtain an appropriate deceleration even when the deceleration control mode is established without going through the forward travel mode. It is in.

In order to achieve such an object, the first invention comprises (a) target deceleration control means for increasing / decreasing the target deceleration according to the operation of the deceleration setting means, and (b) when the deceleration control mode is established, Brake control means for controlling the braking force according to the target deceleration set by the deceleration control means, and (c) the automatic transmission has a speed ratio within the widest speed range. A full-range automatic transmission mode that automatically moves forward while changing, a lower-order automatic transmission mode in which the transmission range of the automatic transmission is limited compared to the full-range automatic transmission mode, and a power transmission cutoff state can be selected (D) a deceleration control mode selection provided so that ON / OFF operation can be performed separately from the transmission mode selection means in order to establish the deceleration control mode. (E) the deceleration control even if the deceleration control mode selection means is turned on in the state where the power transmission cut-off state or the lower-order automatic transmission mode is selected by the shift mode selection means. Although the mode is not established, when the deceleration control mode selection means is turned ON while the full range automatic transmission mode is selected by the transmission mode selection means, the full range automatic transmission mode is switched to the deceleration control mode. In addition, after the deceleration control mode selection means is turned ON, the shift mode selection means performs a selection operation for switching from the power transmission cut-off state or the lower automatic shift mode to the full range automatic shift mode. The deceleration control immediately without going through its full range automatic transmission mode While over de is established, (f) the target deceleration control means, when the deceleration control mode is established without going through the full range automatic shift mode, based on the deceleration in the full range automatic shift mode And an initial setting means for initial setting of the target deceleration.

According to a second aspect of the present invention, in the vehicle deceleration control apparatus according to the first aspect, the initial setting means initially sets the target deceleration with reference to the deceleration in the full-range automatic transmission mode when the accelerator is OFF. It is characterized by that.

A third aspect of the invention is the deceleration control device according to the first or second aspect of the invention , wherein the initial setting means is the deceleration control mode selection means in a state where the full-range automatic transmission mode is selected by the transmission mode selection means. The target deceleration of the same size as when the deceleration control mode is established without going through the full range automatic transmission mode even when the full range automatic transmission mode is switched to the deceleration control mode by being turned ON. Is initially set.

In the vehicle deceleration control apparatus according to the first aspect of the present invention, when the deceleration control mode selection means is turned on while the full range automatic transmission mode is selected by the transmission mode selection means, the deceleration control is performed from the full range automatic transmission mode. On the other hand, after the deceleration control mode selection means is turned ON, the shift mode selection means performs a selection operation for switching from the power transmission cut-off state or the lower automatic transmission mode to the full range automatic transmission mode. is immediately thereby establishing the deceleration control mode without passing through the full range automatic shift mode, the deceleration control mode if that is enacted without passing through the full range automatic shift mode, in that the full range automatic shift mode Since the target deceleration is initially set based on the deceleration, an example If possible to obtain the same or slightly larger deceleration as when running at full range automatic shift mode, a large braking force suddenly is prevented to cause discomfort to the driver, such as occur.

According to a third aspect of the present invention, there is provided a target deceleration initially set when the deceleration control mode selection means switches from the full range automatic transmission mode to the deceleration control mode, and the deceleration control mode without passing through the full range automatic transmission mode. Since the target deceleration that is initially set when the condition is established is the same magnitude, the target deceleration of the same magnitude is initially set regardless of whether or not the full-range automatic shift mode is used. No discomfort to the person.

  The vehicle deceleration control device of the present invention is preferably applied to, for example, a vehicle equipped with an engine and an electric motor so that power can be transmitted between the vehicle and driving wheels of the vehicle. The present invention can be applied to various vehicles such as those that can transmit power between the two. The electric motor has a function of an electric motor that converts electrical energy into rotational motion, a generator that converts rotational motion into electrical energy, or both.

  The present invention includes an engine-driven vehicle using only an engine as a power source, an electric vehicle using only an electric motor as a power source, a hybrid vehicle using both an engine and an electric motor as power sources, and a prime mover other than the engine and the motor as power sources. The present invention can be applied to various vehicles such as a vehicle equipped 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 a vehicle equipped with an engine and an electric motor so that power can be transmitted between the drive wheels of the vehicle, for example, (a) an automatic transmission is provided in a power transmission path between the engine and the drive wheels, and (b The brake control means is configured to change the gear ratio of the automatic transmission to control the engine braking force and to control the torque of the electric motor to generate a predetermined braking force.

  The brake force control by the brake control means is based on engine brake control by changing the gear ratio of the automatic transmission, regenerative braking torque of the electric motor, increase of braking force due to reverse running direction power running torque, or forward running direction power running torque. This is done to generate a predetermined braking force by reducing the braking force, etc. In addition to such a power source brake, the braking force is controlled using another braking device such as a wheel brake provided on the wheel. You can 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 valve, the lift amount, or the throttle valve opening. As the electric motor, an electric motor, a generator (generator), or a motor having both functions can be used.

  The automatic transmission is not limited to a stepped transmission such as a planetary gear type or a parallel shaft type, and a continuously variable transmission such as a belt type or a toroidal type can also be used.

  The deceleration setting means can be arranged 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 setting means for instructing increase / decrease and the second deceleration setting means disposed separately from the shift lever at or near the steering wheel are configured. The shift lever may be disposed on the steering column or on the center console portion next to the driver's seat, but when the second deceleration setting means is provided on the steering wheel or in the vicinity thereof, It is desirable to arrange in the center console part beside the driver's seat.

  As the deceleration setting means, for example, an automatic return type switch that automatically returns to the original position is used, and various modes such as a push button type and a lever type are possible. For example, the target deceleration is 1 for each ON operation. The target deceleration is increased or decreased step by step, but the target deceleration may change continuously or jump over two or more steps depending on the duration of the ON operation. The target deceleration may be continuously increased or decreased according to the duration of the ON operation. One deceleration setting means includes, for example, a pair of switches for Decel for increasing the target deceleration and for Can-Decel for decreasing the target deceleration.

Apart from the reduced speed setting means, ON deceleration control mode (execution), OFF (released) to the deceleration control mode selection means (such as ON-OFF switch) is provided.

Only the deceleration control mode is established if the reduction speed control mode selection switch or the like is deceleration control mode has been selected, the operation of the deceleration setting means may be enabled, but the deceleration control mode is selected Even when the vehicle is not operated, if an operation to increase the target deceleration is performed by the deceleration setting means provided on the steering wheel or the like, the deceleration control may be started as it is as the deceleration control mode. Good and easy to operate the deceleration control.

  When switching to the deceleration control mode by the deceleration setting means, for example, when the target deceleration is reduced (down) by the deceleration setting means and becomes the same as when the deceleration control mode is released, or the deceleration control mode The configuration is such that the deceleration control mode is canceled when the selection means is turned ON or OFF.

  When controlling the braking force by using both the speed control of the stepped transmission and the torque control of the motor, the amount of change when the target deceleration is changed stepwise by the target deceleration control means according to the operation of the deceleration setting means is It is desirable that the braking force be finely controlled by a combination of torque control and shift control of the electric motor, which is smaller than the amount of change in deceleration achieved by the shift of the stepped transmission. The amount of change on the increase side and the amount of change on the decrease side of the target deceleration set to be increased or decreased by the target deceleration control means may be the same, but the amount of change on the increase side and the decrease side may be different.

  The brake control means that controls the braking force according to the target deceleration obtains the necessary braking force to obtain the target deceleration from a predetermined arithmetic expression or data map, and generates the necessary braking force with a power source brake etc. However, since the necessary braking force varies depending on the driving environment such as the road surface gradient and the vehicle weight (the number of passengers), it is desirable to obtain the necessary braking force using the driving environment as a parameter. It is also possible to detect the deceleration and feedback control the braking force so as to achieve the target deceleration.

The present invention, if example embodiment, as the deceleration control mode selecting means, separately provided ON-OFF switch the shift lever, the deceleration in a state in which the shift lever is operated to the forward drive position is full-range automatic shift mode established When the control mode selection means is turned ON, the full range automatic transmission mode is switched to the deceleration control mode, and after the deceleration control mode selection means is turned ON, the power transmission cut-off such as N (neutral) is performed. If it is operated from the position to the forward drive position, is immediately deceleration control mode is established without going through the full range automatic shift mode, the deceleration control is Ru performed. The shift lever corresponds to shift mode selection means.

When a lower range traveling position for selecting a lower power transmission mode with a limited transmission range and a power transmission cutoff position adjacent to the forward traveling position is provided, the deceleration control mode selection means is turned ON. After that, when the shift lever is operated from the power transmission cut-off position to the forward traveling position or from the lower range traveling position to the forward traveling position, the deceleration control mode is established without going through the full range automatic transmission mode. is, the present invention also applies to either case that the initial value of the target deceleration is set based on the deceleration in the full Rurenji automatic shift mode. In this case, when the operation is performed from the lower range travel position to the forward travel position, a larger target deceleration may be set than when the power transmission cutoff position is operated to the forward travel position.

In the third aspect of the invention, the target deceleration set when the deceleration control mode is established without going through the full range automatic shift mode is set when the target deceleration set when the full range automatic shift mode is switched to the deceleration control mode. Although the magnitude is the same as the deceleration, a different target deceleration may be set when implementing other inventions. For example, if the deceleration control mode without passing through the full Rurenji automatic shift mode is established, approximately the target deceleration having the same magnitude as the deceleration of the full range automatic shift mode is set, the deceleration from the full range automatic shift mode When the control mode is switched, a target deceleration slightly larger than the deceleration in the full range automatic transmission mode may be set.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 (a) is a skeleton diagram of a drive device 8 for a hybrid vehicle to which the present invention is applied, and FIG. 1 (b) shows 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 of making it do. 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. 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. The output shaft 24 corresponds to an output member, and is connected to the left and right via a propeller shaft and a differential gear device. The drive wheel is 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. Further, the engine speed sensor 58 for detecting the rotational speed NE of the engine 30, the intake air quantity sensor 60 for detecting the intake air quantity Q of the engine 30, and the electronic throttle valve 56 are fully closed (idle state). 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 rotation speed Nout of the output shaft 24), and the rotation speed of the first electric motor MG1. MG1 rotational speed sensor 66 for detecting NM1, MG2 rotational speed sensor 68 for detecting the rotational speed NM2 of the second electric motor MG2 (= the rotational speed Nin of the input shaft 22), and the operating position (operating position) of the shift lever 72 ) lever position sensor 74 for detecting a P _SH, oN operation of the driver in selecting a deceleration control mode E mode selection switch 76, SOC sensor 78 for detecting the remaining capacity SOC of the battery 77 connected to the motors MG1, MG2, a first Decel switch 80, a first Can-Decel switch 81, a second Decel switch 82, a second Can- A Decel switch 83 and the like are provided. From these sensors and switches, the engine rotational speed NE, the intake air amount Q, the throttle valve opening θ _TH , the vehicle speed V, the first motor rotational speed NM1, the second motor rotational speed NM2 are provided. , Operation position P _SH of the shift lever 72, ON / OFF of the E mode selection switch 76, remaining capacity SOC, first Decel command Decel1, first Can-Decel command Can-Decel1, second Decel command Decel2, second Can-Decel command Can- Decel Signal representing the like is adapted 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. 5 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 is small, the engine 30 is operated as necessary, and the first electric motor MG1 is regeneratively controlled to charge the battery 77. In the deceleration control mode, 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 engine brake, and the second motor MG2 is controlled by powering or regenerative control. Then, a predetermined power source brake is generated. 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 in accordance with the operation position P _SH of the shift lever 72. The shift lever 72 is disposed in the vicinity of the left side of the driver's seat (center console portion) and is operated to move according to the shift pattern 120 shown in FIG. 6. The shift pattern 120 includes “P (parking)”, “R (Reverse)”, “N (Neutral)”, “D (Drive)”, “7”, “6”,... “L” operation positions are provided along the longitudinal 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 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 that establishes a forward travel mode in which the forward gear stage of the automatic transmission 10 is automatically switched and travels forward. For example, the manual valve is mechanically switched according to the movement operation of the shift lever 72. Thus, it is possible to establish all the forward gear stages “1st” to “8th”, and to perform automatic shifting using all the forward gear stages “1st” to “8th”. The upper 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 signal of the lever position sensor 74 to electrically establish the D range, and the first forward gear stage “1st” to the eighth Shift control is performed using all the forward gears of the fast 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. 8, the shift control is performed according to shift conditions such as a 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 increases. As a result, the forward gear on the low speed side having a large gear ratio is established.

  The “7” to “L” positions are lower-range driving positions where a plurality of predetermined shift ranges are manually operated. Depending on the driving positions “7”, “6”,. .., L shown in FIG. 9 are established. FIG. 9 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.

  On both the left and right sides of the “D” position, a “Decel” position for increasing the target deceleration in the deceleration control mode and a “Can-Decel” position for decreasing the target deceleration are provided. When the shift lever 72 is operated to the “Decel” position or the “Can-Decel” position, this is detected by the first Decel switch 80 and the first Can-Decel switch 81, and the first Decel command Decel1 and the first Can -Deceleration instruction signal representing Decel command Can-Decel1 is supplied to the electronic control unit 90. As a result, the target deceleration in the deceleration control mode in which the deceleration is controlled by the power source brake is changed, and when it is desired to increase the deceleration, that is, when a sudden braking is desired, the shift lever 72 is opposed to the driver's seat. If you want to reduce deceleration, that is, if you want to perform gentle braking, move the shift lever 72 to the right side ("Can-Decel" position side). ) It should be noted that the “Decel” position and the “Can-Decel” position can be set as appropriate, for example, they may be provided in the opposite direction.

  The shift lever 72 does not slide continuously in the left-right direction, but moves with a sense of moderation. That is, the shift lever 72 takes one of three states: a neutral state, a state where the shift lever 72 is tilted to the left side, and a state where the shift lever 72 is tilted to the right side. 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 "D" position by the biasing means such as a spring. 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 shift lever 72 for turning on the first Decel switch 80 and the first Can-Decel switch 81 is a first deceleration setting means.

The E mode selection switch 76 is disposed in the vicinity of the shift lever 72. When the E mode selection switch 76 is turned ON while the shift lever 72 is operated to the “D” position, the D range (full range) is selected. 4 is switched from the automatic transmission mode) to the deceleration control mode, and the power source brake is controlled according to the target deceleration by the deceleration control mode execution means 110 of FIG. 4, and the first Decel switch 80 and the first decel switch 80 by the shift lever 72 are controlled. The ON operation of the 2Can-Decel switch 81 becomes effective, and the target deceleration is increased or decreased. Even when the shift lever 72 is operated from the “N” position or the “7” position to the “D” position while the E mode selection switch 76 is turned ON, the deceleration control mode is established and the deceleration control mode is established. Deceleration control is performed by the power source brake by the execution means 110. The E mode selection switch 76 corresponds to deceleration control mode selection means, and in this embodiment, an ON-OFF switch that is switched ON and OFF when pressed is used. The shift lever 72 corresponds to a shift mode selection unit.

In the deceleration control mode, in addition to the operation of the shift lever 72 described above, the second Decel switch 82 and the second Can-Decel switch 83 disposed on the steering column 86 in the vicinity of the steering wheel 84 as shown in FIG. The target deceleration is also increased / decreased by rotating operation (ON operation) as shown in FIG. That is, when the second Decel switch 82 and the second Can-Decel switch 83 are turned ON, the second Decel command Decel2 and the second Can-Decel are sent from the second Decel switch 82 and the second Can-Decel switch 83 to the electronic control unit 90. A deceleration instruction signal representing the command Can-Decel2 is output, and the target deceleration is increased or decreased. Further, in the E-mode selection switch 76 is D range shift lever 72 in the OFF is operated to the "D" position (full-range automatic shift mode), the first 2Decel switch 82 is turned ON, the D-range (full-range automatic shift mode ) To the deceleration control mode, and the deceleration control mode execution means 110 performs the deceleration control with the power source brake. 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 its original position (OFF state) by an urging means such as a spring. Be made. Further, it is provided in a place where the driver can easily operate with the index finger of the right hand or the left hand even while the driver is rotating the steering wheel 84. The second Decel switch 82 and the second Can-Decel switch 83 are second deceleration setting means.

  The deceleration control by the deceleration control mode is executed by the deceleration control mode execution means 110 of FIG. 4 functionally provided in the electronic control unit 90, and the shift lever 72 is moved to the “Decel” position or “Can-Decel”. The first Decel command Decel1 and the first Can-Decel command Can-Decel1 output by being operated to the position, and the operation of the second Decel switch 82 and the second Can-Decel switch 83 disposed in the steering column 86 are output. The power source brake is controlled according to the second Decel command Decel2 or the second Can-Decel command Can-Decel2. The deceleration control mode execution means 110 has a target deceleration control means 112 and a power source brake control means 114, and performs signal processing according to the flowcharts of FIGS. Steps S4, S5, and S7 to S11 in FIG. 10 are executed by the target deceleration control means 112, and step S5 of these corresponds to the initial setting means. Step S6 is executed by the power source brake control means 114, and FIG. 11 is a flowchart for specifically explaining the processing content of step S6. FIG. 15 is an example of a time chart when the deceleration control is performed according to the flowcharts of FIGS. 10 and 11.

  In Step S1 of FIG. 10, it is determined whether or not the shift lever 72 is operated to the “D” position. If the shift lever 72 is operated to the “D” position, Step S2 and subsequent steps are executed. In step S2, it is determined whether or not the shift lever 72 has been switched from the “N” position or the “7” position to the “D” position. If a new switching operation to the “D” position is performed, step S3 and subsequent steps are executed.

In step S3, it is determined whether or not the E mode selection switch 76 is ON. If it is not ON, a power source is output according to the accelerator operation amount Acc while performing automatic shift control in the D range, that is, the full range automatic shift mode in step S14. Drive forward with control. The flowchart of FIG. 10 is executed regardless of whether or not the accelerator pedal 50 is depressed (ON, OFF). In step S1, it is determined whether the accelerator is OFF at the “D” position. The drive control by the D range (full range automatic transmission mode) may be performed in another flow without performing the speed control.

  If the E mode selection switch 76 is ON, step S4 is executed subsequent to step S3 to set the deceleration control mode. That is, when the E mode selection switch 76 is previously turned ON, the direct deceleration control mode is established without going through the D range. Then, the target deceleration is set in the next step S5, and in step S6, the engine brake control and the torque of the second electric motor MG2 by the power source brake, that is, the shift control of the automatic transmission 10 so as to decelerate at the target deceleration. In addition to performing control, a flag indicating that the deceleration control mode is being executed is turned ON.

As the initial value of the target deceleration set in step S5, for example, as shown by the solid line in FIG. 12, a larger value is set for the high vehicle speed with the vehicle speed V as a parameter. This is based on the deceleration (broken line in FIG. 12) when only the engine brake in the fuel cut state is operating in inertial driving with the accelerator OFF at the time of execution of the automatic shift control in the D range, that is, the full range automatic shift mode. A deceleration larger by a predetermined amount than that is determined. The deceleration when the accelerator is OFF in the D range has unevenness at the gear position switching position, but the broken line in FIG. 12 is shown by smoothing the unevenness and increases or decreases depending on the initial value and the subsequent deceleration control mode. The target deceleration to be set is set according to a data map or an arithmetic expression without such unevenness as shown by a solid line or a one-dot chain line in FIG. At time t _{1 in} FIG. 15, the shift lever 72 is moved from the “N” position to the “D” position while the E mode selection switch 76 is turned ON in advance, and the deceleration control mode is established directly from the neutral state. The target deceleration (initial value) is set and the regenerative torque control of the second electric motor MG2 is started according to the target deceleration. The target deceleration = 0 in FIG. 15 is a deceleration obtained without performing special deceleration control when the accelerator is OFF in the D range, and is generated according to the vehicle speed V based on the gear stage of the automatic transmission 10. It means a reference value (broken line in FIG. 12) obtained by engine braking force.

If the determination in step S2 is NO (negative), that is, if the shift lever 72 is originally held at the “D” position, whether or not the deceleration control mode is being executed in step S7 is executed, for example. Judgment is made based on a flag indicating that it is in the middle. If the deceleration control mode is being executed, step S8 and subsequent steps are executed. If not, it is determined in step S12 whether the E mode selection switch 76 has been turned ON, and the E mode selection switch 76 has been turned ON. If so, the process from step S4 onward is executed. If the E mode selection switch 76 is not turned on, it is determined whether or not the second decel switch 82 of the steering column 86 is turned on in step S13, and the second decel switch 82 is turned on. Step S4 and subsequent steps are executed. In these cases, the D range (full range automatic transmission mode) is switched to the deceleration control mode. However, in step S5, the deceleration control mode is established without going through the D range. The initial value of the target deceleration is set according to the solid line in FIG. 12, and the power source brake is controlled according to the target deceleration at step S6.

  In step S13, it is determined that the deceleration control mode is selected when the second Decel switch 82 disposed on the steering column 86 is turned on even if the E mode selection switch 76 remains OFF. Therefore, it is possible to shift to the deceleration control mode with a simple operation. When the second Decel switch 82 is turned on, it is longer than the case where it is determined whether or not the second Decel switch 82 is turned on in step S9 during execution of the deceleration control mode in order to prevent a shift to the deceleration control mode due to an erroneous operation. Only when the ON operation is continued for a certain time, it is determined that the deceleration control mode is selected. Note that when the second Can-Decel switch 83 is turned on, the deceleration cannot be reduced any further, and thus step S14 is executed without shifting to the deceleration control mode. Step S14 is executed even when the determinations at steps S12 and S13 are both NO (No).

  If the determination in step S7 is YES, that is, if the deceleration control mode is already being executed, the current target deceleration is read in step S8, and whether or not there is an instruction to increase or decrease the deceleration in step S9. to decide. In the present embodiment, the first decel command Decel1 and the first can-decel command Can-Decel1 output by operating the shift lever 72 to the “Decel” position or the “Can-Decel” position, and the steering column 86 are arranged. The second Decel command 82 and the second Can-Decel command 83 that are output by the operation of the second Decel switch 82 and the second Can-Decel switch 83 are processed without distinction, and any one of them is preliminarily processed. It is determined whether or not it has been continuously supplied for a predetermined time. When the Decel command Decel1 or Decel2 is supplied, the target deceleration is increased by a predetermined constant amount β (see FIG. 12) in step S10, while the Can-Decel command Can-Decel1 or Can When -Decel2 is supplied, the target deceleration is reduced by the change amount β in step S10, and then the power source brake control is performed in step S6. If no signal is supplied, In step S11, step S6 is executed while maintaining the current target deceleration. In the present embodiment, the amount of change β is a constant value, but may be variably set using the vehicle speed V or the like as a parameter, or may be a value different between the increase side and the decrease side of the target deceleration. It is also possible to continuously change the amount of change β according to the duration of the Decel commands Decel 1 and Decel 2 and the Can-Decel commands Can-Decel 1 and Can-Decel 2 to continuously increase and decrease the target deceleration. .

Time t ₂ in Figure 15, by the shift lever 72 is first 1Decel command Decel1 been operated to the "Decel" position "D" position is supplied, the target deceleration is increased further by one step (beta) Time t ₄ is a time when the second deceleration command 82 of the steering column 86 is operated and the second Decel command Decel 2 is supplied to further increase the target deceleration by one stage (β). Further, the time t ₅ is a time when the target deceleration is decreased by one step (β) by operating the second Can-Decel switch 83 of the steering column 86 and supplying the second Can-Decel command Can-Decel 2. At time t ₆ , the target deceleration is further decreased by one step (β) by operating the shift lever 72 to the “Can-Decel” position and supplying the first Can-Decel command Can-Decel 1. It's time. The 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. At time t ₄ , the automatic transmission 10 is downshifted from the eighth forward gear stage “8th” to the seventh forward gear stage “7th”, and the regenerative torque of the second electric motor MG2 is reduced by one stage. As a result, the power source brake is increased by a predetermined amount corresponding to the target deceleration change amount β.

Further, in step S9, when the time interval TD from the previous ON operation is shorter than the predetermined OFF time, the ON is performed in order to avoid a large change in deceleration due to a short continuous operation. At time t _{3 in} FIG. 15, the determination in step S9 is NO (negative) regardless of the operation of the shift lever 72 to the “Decel” position, and the current target is determined in step S11. This is when the deceleration is maintained. This OFF time 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, and a sudden change in deceleration is prevented. Various modes are possible, such as limiting only the side on which the target deceleration is increased, and enabling the continuous operation on the Can-Decel side for reducing the target deceleration. In addition, increase / decrease control of the power source brake also occurs when the engine speed NE is over-rotated due to downshift of the automatic transmission 10 by deceleration control, or when the behavior of the vehicle becomes unstable due to a change in driving force. Will be cancelled.

  Next, the power source brake control in step S6 will be specifically described with reference to the flowchart of FIG. In step R1 in FIG. 11, the required brake torque is calculated according to the target deceleration set in step S5, S10, or S11. For example, as shown by a solid line in FIG. 13, this is obtained according to a predetermined data map or calculation formula so that the required brake torque increases as the target deceleration increases. As indicated by a broken line in FIG. 13, a required brake torque larger than that on a horizontal flat road may be calculated on a downward slope. In addition, regarding the vehicle weight (number of passengers, etc.), it is desirable that the necessary brake torque increases as the vehicle weight increases. It is also possible to set the target deceleration in consideration of the road surface gradient and the vehicle weight at the stage of setting the target deceleration in the steps S5 and S10. The necessary brake torque 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, it is determined whether or not the remaining capacity SOC of the battery 77 is equal to or less than a predetermined upper limit value α. If SOC ≦ α, the battery 77 can be charged. The forward gear stage on the high speed side is set within a range that can be generated, and the second electric motor MG2 is regeneratively controlled in step R4 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, (2) The 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.

  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, and therefore each power line indicated by a solid line in FIG. 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.

  In addition to the second electric motor MG2, if the first electric motor MG1 is subjected to power running or regenerative control, it is possible to further expand the control range of the power source brake torque at each forward gear stage, depending on the required brake torque. It is also possible to perform power source brake control by selecting an appropriate gear stage from the above forward gear stages. 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. In steps R5 and R6, the low-speed forward gear stage is set and the second motor MG2 is controlled to reduce the braking torque, but the high-speed forward gear stage is set. 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.

  In addition, when the accelerator pedal 50 is depressed during execution of the deceleration control in the deceleration control mode, the deceleration control for the second electric motor MG2 is stopped and the gear stage of the automatic transmission 10 is kept as it is. 30 and / or the output of the second electric motor MG2 is controlled in accordance with the accelerator operation amount Acc. When the E mode selection switch 76 is turned OFF and the deceleration control mode is released, all the controls in the deceleration control mode are canceled, and the automatic transmission 10 performs a predetermined forward gear according to the speed change conditions shown in FIG. The stage is established, and the engine 30 and the electric motors MG1 and MG2 are controlled according to the accelerator operation amount Acc. When the deceleration control mode is being executed while the E mode selection switch 76 is OFF, the target deceleration is set by the ON operation of the second Can-Decel switch 83 or the operation of the shift lever 72 to the “Can-Decel” position. The deceleration control mode is also released when the speed is lowered to a state where the deceleration control is not performed (broken line in FIG. 12).

Here, in the deceleration control device of the present embodiment, when the determination in step S3 is YES (positive) and the deceleration control mode is established without going through the full-range automatic transmission mode (D range), The target deceleration that is slightly larger than that is initially set on the basis of the deceleration in the accelerator OFF state in the full-range automatic shift mode , preventing sudden discomfort due to suddenly large braking force. Is done.

Further, in this embodiment, while the shift lever 72 is traveling in the full range automatic transmission mode (D range) at the “D” position, the E mode selection switch 76 is turned ON or the second Decel switch 82 is turned ON to decrease the shift lever 72. When the mode is switched to the speed control mode, that is, the determination in step S12 or S13 is YES, step S4 and the subsequent steps are executed, and the target deceleration initially set in step S5 is reduced without going through the full range automatic transmission mode. When the speed control mode is established, that is, the determination in step S3 is YES and step S4 and subsequent steps are executed, and the target deceleration initially set in step S5 is the same magnitude, so that the full range automatic transmission mode is passed. The target deceleration of the same magnitude will be initially set regardless of whether or not There is no possibility to produce a sum feeling.

  In this embodiment, the first Decel command Decel1 output when the shift lever 72 is operated to the “Decel” position or the “Can-Decel” position when determining whether or not there is a deceleration increase / decrease instruction in Step S9. And the first Can-Decel command Can-Decel1 and the second Decel command Decel2 and the second Can-Decel command Can-Decel2 output by the operation of the second Decel switch 82, the second Can-Decel switch 83 disposed in the steering column 86, and In order to control the power source brake by continuously increasing / decreasing the target deceleration regardless of which one is operated, the shift lever 72 and the second Decel switch 82 are controlled according to the driving situation of the vehicle. , 2nd Can-Decels Even when operated in combination with pitch 83, its regardless target deceleration to the difference of the operating means is increased or decreased continuously, convenience of the target deceleration setting operation can be improved. For example, when the vehicle is traveling straight at a high speed, the deceleration is adjusted by the second Decel switch 82 and the second Can-Decel switch 83 of the steering column 86, and the target deceleration is not affected even if the deceleration is adjusted by the shift lever 72 during cornering during steering operation. It is continuously increased or decreased to properly control the vehicle deceleration.

  Further, by changing the gear stage of the automatic transmission 10 to control the engine braking force and controlling the second electric motor MG2 by powering or regeneratively generating a predetermined braking force, the shift control of the automatic transmission 10 is performed. Compared with the case where the deceleration is controlled only by the engine braking force, the deceleration can be finely controlled. In particular, since the power source brake torque obtained at each gear stage is overlapped with each other, basically, the second motor MG2 is regeneratively controlled to generate the desired brake torque while charging the battery 77. On the other hand, when the battery 77 is fully charged and cannot be charged, the gear stage is lowered to increase the engine brake torque, and the second motor MG2 is controlled by power running to reduce the brake torque. Brake torque can be obtained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention implements in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

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 block diagram explaining the function with which the electronic controller of FIG. 3 is provided regarding deceleration control. 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 2nd Decel switch and 2nd Can-Decel switch which are arrange | positioned at the steering column. 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. 5 is a flowchart for specifically explaining the contents of signal processing executed by the deceleration control means of FIG. 4. 11 is a flowchart for specifically explaining the processing content of step S6 of FIG. 10. It is an example of the data map at the time of setting a target deceleration by step S5 of FIG. 10, and S10. It is an example of the data map at the time of calculating | requiring required brake torque from target deceleration. 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. 12 is an example of a time chart when signal processing is performed according to the flowcharts of FIGS. 10 and 11.

Explanation of symbols

10: Automatic transmission 30: Engine 72: Shift lever ( shift mode selection means, deceleration setting means) 76: E mode selection switch (deceleration control mode selection means) 82: Second Decel switch (deceleration setting means) 83: Second Can-Decel switch (deceleration setting means) 90: Electronic control unit 110: Deceleration control mode execution means 112: Target deceleration control means 114: Power source brake control means (brake control means) MG2: Second electric motor Step S5 , S5-2: Initial setting means

Claims (3)

Target deceleration control means for setting the target deceleration to increase or decrease according to the operation of the deceleration setting means;
When the deceleration control mode is established, a brake control unit that controls a braking force according to the target deceleration set by the target deceleration control unit;
In a vehicle deceleration control device having
A full-range automatic transmission mode that travels forward while automatically changing the gear ratio of the automatic transmission within the widest transmission range, and a lower-order automatic transmission mode in which the transmission range of the automatic transmission is limited compared to the full-range automatic transmission mode Shift mode selection means capable of selecting a power transmission cutoff state;
In order to establish the deceleration control mode, there is provided a deceleration control mode selection means that can be turned on and off separately from the shift mode selection means, and the power transmission cut-off state by the shift mode selection means Alternatively, the deceleration control mode is not established even if the deceleration control mode selection means is turned ON while the lower-order automatic transmission mode is selected, but the full-range automatic transmission mode is selected by the transmission mode selection means. When the deceleration control mode selection means is turned ON in the state, the full range automatic transmission mode is switched to the deceleration control mode, and the speed change mode selection means is selected after the deceleration control mode selection means is turned ON. The full range automatic from the power transmission cut-off state or the lower automatic shift mode by means When the selection operation for switching to the shift mode is performed, the deceleration control mode is immediately established without going through the full range automatic shift mode,
The target deceleration control means is an initial setting that initially sets the target deceleration based on the deceleration in the full range automatic transmission mode when the deceleration control mode is established without going through the full range automatic transmission mode. A vehicle deceleration control device comprising: means. 2. The vehicle deceleration control device according to claim 1, wherein the initial setting unit initially sets the target deceleration with reference to a deceleration in the full-range automatic transmission mode in an accelerator OFF state. . The initial setting means switches from the full-range automatic shift mode to the deceleration control mode when the deceleration control mode selection means is turned ON while the full-range automatic shift mode is selected by the shift mode selection means. 3. The vehicle according to claim 1, wherein a target deceleration having the same magnitude as that when the deceleration control mode is established is not set without passing through the full-range automatic transmission mode. Deceleration control device.

Images