JP4665680B2 - Reducer for vehicle - Google Patents

Description

  The present invention relates to a vehicular speed reducing device that automatically decelerates when the vehicle turns, and more particularly to a vehicular speed reducing device that allows a driver to decelerate without feeling uncomfortable.

The target control amount is set in consideration of the steering angle, vehicle speed, road friction coefficient, turning radius, etc., and the braking force is automatically controlled so that the controlled amount matches the target control amount. In the technology for controlling the behavior, in particular, a technology for estimating the driver's intention according to the operation amount of the accelerator pedal and terminating the behavior control of the vehicle has been proposed (for example, Patent Document 1). In this proposal, when it is detected that the driver depresses the accelerator pedal when the vehicle is under the behavior control, it is determined that the driver intends to accelerate and the behavior control is terminated. It is said that the restraint by the control is released, and the acceleration traveling according to the driver's intention becomes possible.
JP 2002-127888 (paragraphs 0002 to 0007, FIG. 3)

  According to the above conventional technology, when the accelerator is operated, the vehicle behavior control is terminated according to the intention of acceleration, the internal loss of the brake and the engine is reduced, and the driver does not feel strange. The effect of acceleration can be expected. On the other hand, when the accelerator pedal is released during turning, a deviation occurs between the target vehicle speed and the actual vehicle speed, and automatic deceleration corresponding to this deviation is applied, so the vehicle is decelerated rapidly, making the driver feel uncomfortable. There are concerns.

In the conventional technology described above, it is not a technical issue to deal with the concern that makes the driver feel uncomfortable in such a case. Therefore, it is assumed that the accelerator pedal is turned off while the vehicle is turning. No particular proposals have been made regarding the above technical problems and technical means that lead to the solution of such problems.
The present invention has been made in view of the situation as described above, and its object is to avoid the possibility of sudden deceleration that causes the driver to feel uncomfortable when performing automatic deceleration during turning. An object of the present invention is to provide a vehicle speed reduction device.

In order to solve the above problems, the present application proposes the following technique as one.
That is, a vehicle speed reducing device that automatically decelerates when turning, a steering angle detecting means for detecting a steering angle, an accelerator detecting means for detecting an accelerator, a yaw rate detecting means for detecting the yaw rate of the vehicle, A target yaw rate associated with the vehicle is determined based on detection results of lateral acceleration detection means for detecting acceleration, vehicle speed detection means for detecting vehicle speed, the steering angle detection means, vehicle speed detection means, and yaw rate detection means. Target yaw rate calculating means for calculating; target lateral acceleration limit value calculating means for calculating a lateral acceleration limit value based on limiting the vehicle speed based on detection results by the accelerator detecting means and the vehicle speed detecting means; and the target lateral acceleration Target vehicle speed calculating means for calculating a target vehicle speed based on the respective calculation results by the limit value calculating means and the target yaw rate calculating means; Target deceleration calculation means for calculating a target deceleration based on the result calculated by the target vehicle speed calculation means, and target brake pressure calculation for calculating a target brake pressure based on the result calculated by the target deceleration calculation means And target engine torque calculation means for calculating a target engine torque based on the result calculated by the target deceleration calculation means, wherein the target brake pressure calculation means is a value detected by the accelerator detection means. The vehicle deceleration device is characterized in that it includes a target brake pressure changing means for changing the target brake pressure based on the above, and restricts the degree of increase or decrease of the target brake pressure.

  According to the present invention, since the target brake pressure calculating means can appropriately limit the increase or decrease of the target brake pressure, it is possible to avoid the occurrence of rapid deceleration that causes the driver to feel uncomfortable. While overspeed can be suppressed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings to be referred to below, for the sake of convenience, the main part that is the subject of the description is exaggerated as appropriate, and other than the main part is appropriately simplified or omitted.
FIG. 1 is a schematic diagram showing an outline of a configuration of a vehicle equipped with the apparatus of the present invention. Reference numeral 100 represents the entire vehicle, and the vehicle 100 is provided with a control controller 110 including a functional unit as a system controller that comprehensively controls various control devices equipped. The controller 110 is mainly composed of a microprocessor. The brake control unit 120 is configured to brake the front left and right wheels 10FL and 10FR and the rear left and right wheels 10RL and 10RR. Note that the brake control unit 120 is configured such that the wheels 10FL, 10FR, 10RL, and 10RR can be braked and the amount of adjustment can be adjusted independently of the operation by the driver of the vehicle 100.

  A yaw rate sensor 130 for detecting the yaw rate acting on the vehicle 100 is provided, and a detection output from the yaw rate sensor 130 is supplied to the controller 110. Wheel speed pulse transmitters 141 and 142 for generating pulse signals corresponding to the rotation of the wheels corresponding to the front left and right wheels 10FL and 10FR and transmitting the signals to the outside are provided. Corresponding to the wheels 10RL and 10RR, wheel speed pulse transmitters 143 and 144 are similarly provided. Outputs of these wheel speed pulse transmitters 141, 142, 143, and 144 are all supplied to the controller 110.

  A steering angle sensor 150 that detects the steering angle of the steering wheel SW is provided, and the output of the steering angle sensor 150 is also supplied to the controller 110. In addition, an engine throttle control unit 160 that adjusts the throttle of the engine is provided, and this engine throttle control unit 160 exchanges signals with the control controller 110 to perform an operation by the driver of the vehicle 100 (the degree of depression of the accelerator by the driver). ) According to the throttle (accelerator opening), and the throttle can be adjusted independently of the operation by the driver.

Further, a lateral acceleration sensor 170 that detects a lateral acceleration acting on the vehicle 100 is provided, and a detection output by the lateral acceleration sensor 170 is also supplied to the control controller 110.
The vehicle speed at the current time point is recognized based on the current values of the outputs of the wheel speed pulse transmitters 141, 142, 143, and 144 described above, and the behavior of the vehicle 100 based on the detected values by the yaw rate sensor 130 and the lateral acceleration sensor 170. Further, based on the engine throttle state recognized by the engine throttle control unit 160, the braking state recognized by the brake control unit 120, the rudder angle detected by the rudder angle sensor 150, etc. Are predicted and the behavior of the vehicle 100 after the current time point is predicted.

  FIG. 2 is a flowchart for explaining the outline of the operation in the embodiment of the present invention. Note that the processing procedure shown in this flowchart is consistent with the situation when a certain point in time is taken as the starting point of time, but this chart itself refers to it and is the main configuration in the present embodiment. It is drawn for the purpose of explaining the element (its function) as a main point, and when the starting point of time is different from the above, the order of processing does not necessarily follow the order of illustration.

  Step S201 is a target yaw rate calculation process (target yaw rate calculation unit), a function unit for executing this process in the controller 110 (system controller), a detection unit for performing this function, and a command based on this function Each part of the corresponding device relating to the braking control that responds to the above constitutes an overspeed suppressing device as a component of the present embodiment.

  In the target yaw rate calculation process in step S201, the steering angle detection means (steering angle sensor 150) and the vehicle speed detection means (wheel speed pulse transmitters 141, 142, 143, and 144 based on the current values of the outputs at the current time point). Vehicle speed is detected), and the target yaw rate for the vehicle is calculated based on each detection result by the yaw rate detection means (yaw rate sensor 130). The processing content of step S201 will be described later with reference to FIG.

  Next, in step S202, a target vehicle speed calculation process is performed. The contents of the target vehicle speed calculation process will be described later with reference to FIG. Further, in step S203, the braking force increase gradient limit value calculation process is executed, and in the next step S204, the deceleration gain calculation process is executed. The details thereof will be described later with reference to FIGS. To do. Further, in the next step S205, a target deceleration calculation process is executed, and the contents thereof will be described later with reference to FIG. Furthermore, in step S206, a vehicle output process is executed, and the contents thereof will be described later with reference to FIG.

FIG. 3 is a conceptual diagram illustrating a configuration of a target yaw rate calculation unit that performs the target yaw rate calculation process in step S201 of FIG. In FIG. 3, the yaw rate is estimated from the steering angle str and the vehicle speed V (yaw rate estimation processing unit YRP), and the yaw rate estimated value φest is output. Further, the yaw rate sensor detection value φ is obtained from the yaw rate sensor 130. The absolute values of the yaw rate estimated value φest and the detection output φ of the yaw rate sensor are compared, and the larger one is output to the select high processing unit SHA as the target yaw rate φ ^* . The reason why φest and φ are selected high is to make it possible to suppress overspeed by executing deceleration control when the yaw rate increases when the steering angle does not appear, such as slow spin.

FIG. 4 is a flowchart showing details of the target vehicle speed calculation process (function of the target vehicle speed calculation unit) in step S202 of FIG. The target yaw rate φ ^* obtained by the target yaw rate calculation process in step S201 in the flowchart of FIG. 2 is read (step S401), and the target lateral acceleration calculated using the set reference lateral acceleration limit value Ygc (step S402). The target vehicle speed V * is calculated using the limit value Yg * (step S403) (steps S404 to S406). The target lateral acceleration limit value Yg * is calculated as the sum of the reference lateral acceleration limit value Ygc and the accelerator-sensitive lateral acceleration correction value Yga (step S403). The target vehicle speed calculation process in FIG. 4 will be further described later.

FIG. 5 is a characteristic diagram showing the relationship of the accelerator-sensitive lateral acceleration correction value Yga corresponding to the accelerator opening. As illustrated, the accelerator-sensitive lateral acceleration correction value Yga tends to increase as the accelerator opening increases. For example, when the driver depresses the accelerator, the target lateral acceleration limit value Yg * is corrected so as to increase.
FIG. 6 is a characteristic diagram showing the relationship of the vehicle speed sensitive lateral acceleration correction value Ygv corresponding to the vehicle speed. As shown in the figure, a vehicle speed sensitive lateral acceleration correction value Ygv may be set corresponding to the vehicle speed, and correction may be made so as to exhibit a tendency to increase the correction amount at low speed. By doing so, it is possible to prevent system operation at low speed.

 In step S404, it is determined whether or not the target yaw rate φ * is equal to or greater than a predetermined value. The treatment in step S404 is also a treatment for avoiding that the divisor becomes zero in the division executed in step S405. When it is determined in step S404 that the target yaw rate φ * is equal to or greater than the predetermined value, the process proceeds to the next step S405. In step S405, the target vehicle speed V * is determined by dividing the target lateral acceleration limit value Yg * by the target yaw rate φ *.

On the other hand, when it is determined in step S404 that the target yaw rate φ * is less than the predetermined value, the process proceeds to step S406. The fact that the target yaw rate φ * is less than the predetermined value means that the steering is not being performed. Therefore, the target vehicle speed when proceeding to step S406 is set to a large value VMAX. In a situation where steering is not being performed, the target vehicle speed is set to be large so that the system does not operate.
In step S205 in the flowchart of FIG. 2, a target deceleration Xg * is calculated.

  FIG. 7 is a flowchart showing the target deceleration Xg * calculation process. First, the target vehicle speed V * calculated in step S202, the speed V of the host vehicle, and the deceleration gain Δt are read (step S701), and then the difference (deviation) between the target vehicle speed V * and the speed V of the host vehicle. The target deceleration Xg * is calculated by dividing (speed) by the deceleration gain Δt (step S702).

  The deceleration gain Δt is set as an index of how long the deviation speed is achieved. Therefore, as the deceleration gain Δt is larger, the target deceleration Xg * is smaller and the vehicle is decelerated over time. Further, as the deceleration gain Δt is smaller, the target deceleration Xg * becomes larger and the vehicle is decelerated in a short time.

  FIG. 8 is a flowchart showing the contents of the vehicle output process (vehicle output unit) in step S206 in the flowchart of FIG. A target brake fluid pressure (hereinafter referred to as a target brake pressure) and a target engine torque are calculated from the target deceleration Xg * calculated in step S205. In the flowchart of FIG. 8, first, the target deceleration Xg * is read (step S801), and then it is discriminated whether or not the target deceleration Xg * is in the positive direction (deceleration direction) (step S802).

  When it is discriminated that the target deceleration Xg * is in the positive direction (deceleration direction), the vehicle deceleration device operation flag Flag is turned ON (step S803), the engine torque down request process (step S804) and the braking force increase side Command calculation processing (step S805) is performed. On the other hand, when it is discriminated that the target deceleration has turned negative (changed to the acceleration direction) (No in step S802), a recovery command calculation process is performed (step S806). Details of steps S805 and S806 will be described below.

FIG. 9 is a flowchart relating to the setting of the accelerator-sensitive brake gain kac considered in the braking force increase side command calculation process described later with reference to FIG. The accelerator opening Acc is read (step S901), and then it is discriminated whether or not the accelerator opening Acc exceeds 10% (step S902). When it is discriminated in step S902 that the accelerator opening Acc exceeds 10%, the accelerator sensitive brake gain kac is set to 0 (step S903).
On the other hand, when it is discriminated that the read accelerator opening degree Acc is 10% or less (NO in step S902), kac is set to 50− (Acc−5) × 10 (step S904).

  FIG. 10 is a diagram illustrating characteristics of a set value corresponding to the accelerator opening value of the accelerator-sensitive brake gain kac set based on the flowchart of FIG. As shown in FIG. 10, the accelerator sensitive brake gain is changed according to the accelerator opening Acc, and the accelerator sensitive brake gain kac is set to a steady value 0 in the region where the accelerator opening Acc exceeds 10%.

  FIG. 11 is a flowchart showing a braking force increase command calculation process (used as a braking force increase command calculation unit). First, in step S1101, the target deceleration Xg *, the accelerator-sensitive brake gain kac, the braking force increase gradient limit value brk_up, and the braking force decrease gradient value brk_dn described above with reference to FIGS. 9 to 10 are read. Based on the data, a target brake pressure (target brake fluid pressure filter previous value) PmcO is calculated (step S1102).

  Here, the target brake pressure PmcO calculated in step S1102 is Kxg, which is a coefficient for converting the target deceleration Xg * to the target brake pressure, this coefficient Kxg, the accelerator-sensitive brake gain kac, and the target deceleration. Calculated as the product of the three of Xg *. Next, in step S1103, in order to calculate the amount of change from the previous time, the amount of change ΔPmc is calculated as the difference between PmcO and Pmc. In step S1104 following step S1103, the amount of change (the degree of increase) is compared with the braking force increase gradient limit value brk_up.

  If it is determined in step S1104 that the amount of change ΔPmc exceeds the braking force increase gradient limit value brk_up, then, in step S1105, the target brake pressure Pmc (previous value) and brk_up are added, and this result is newly set. The target brake pressure is set to PmcO. On the other hand, when it is determined in step S1104 that the value of the change amount ΔPmc is within the braking force increase gradient limit value brk_up, the process proceeds to step S1106, and the reduction degree of the change amount ΔPmc is compared with the braking force decrease gradient limit value brk_dn. To do.

  When it is determined that the degree of decrease of the change amount ΔPmc is less than the braking force decrease gradient limit value brk_dn, the process proceeds to step S1107, where brk_dn is subtracted from the target brake pressure PmcO (previous value) and the result is used as a new target brake. The pressure is PmcO.

  On the other hand, when it is determined in step S1106 that the decrease amount of the change amount ΔPmc is equal to or greater than the braking force decrease gradient limit value brk_dn (that is, NO in both step S1104 and step S1106, the increase degree of the change amount ΔPmc is controlled). If it is less than the power increase gradient limit value brk_up), the process proceeds to step S1108, and a value obtained by adding the change amount ΔPmc to the previous value PmcO of the target brake pressure is set as a new target brake pressure PmcO.

  As described above, when the amount of change ΔPmc is compared with the braking force increase gradient limit value brk_up and a change greater than the braking force increase gradient limit value brk_up occurs in the target deceleration, the update of the target value is performed. By imposing a limit, it is possible to apply a braking force without applying a rapid deceleration. As a result, overspeed can be suppressed without causing the driver to feel uncomfortable.

  FIG. 12 is a flowchart showing a recovery command calculation process (recovery command calculation unit). In the process of FIG. 12, the vehicle deceleration process (function as a vehicle deceleration device) is completed by calculating the engine torque and decreasing the target brake pressure. First, the braking force increase gradient limit value brk_up is read (step S1201), and then it is detected whether a recovery flag is set (step S1202). If this flag is set, the process proceeds to the next step S1203. If it is not standing, it returns as it is.

In step S1203, the braking force decrease gradient limit value brk_dn is subtracted from the target brake pressure Pmc (previous value), and the result is set as a new target brake pressure Pmc. Next, it is determined whether Pmc is negative (step S1204). When it is determined that Pmc is negative, the value of Pmc is set to zero (step S1205), and the process proceeds to the next step S1206.
The process of subtracting the braking force decrease gradient limit value brk_dn from the target brake pressure Pmc (previous value) in step S1203 is repeated until the target brake pressure Pmc becomes zero (initially becomes negative).

  In step S1206, it is determined whether or not the brake operation has been returned. When it is determined that the brake has been returned, an engine recovery request process is performed (step S1207). Next, it is determined whether or not the recovery is completed (step S1208). If it is determined that the recovery is completed, the recovery process flag is turned off (step S1209) and the process returns. On the other hand, when it is determined in step S1206 that the brake operation has not been returned, the request to the engine is held (step S1210) and the process returns as it is. Also, when it is determined in step S1208 that the recovery has not ended, the process directly returns.

Next, the contents of the braking force increase gradient limit value calculation process (braking force increase gradient limit value calculation unit) in step S203 and the deceleration gain calculation process (deceleration gain calculation unit) in step S204 in the flowchart of FIG. explain.
FIG. 13 is a diagram illustrating an example of how to set the braking force increase gradient limit value according to the lateral acceleration. In this example, the braking force increase gradient limit value brk_up is set to decrease so as to become smaller than the reference braking force gradient limit value brk_up0 as the lateral acceleration Yg becomes larger than the reference lateral acceleration limit value Ygc. By setting the braking force increase gradient limit value with such a tendency, it is possible to limit the increase in braking force even when the target deceleration Xg * appears when the lateral acceleration Yg is high. In a state where high lateral acceleration is applied, it is possible to perform deceleration for suppressing overspeed while gradually increasing the braking force.

FIG. 14 is a diagram illustrating another example of how to set the braking force increase gradient limit value according to the lateral acceleration. As shown in FIG. 14, the minimum increase gradient may be set by providing the minimum value UPMIN for the braking force increase gradient limit value brk_up.
FIG. 15 is a flowchart showing a processing procedure when a braking force increase gradient limit value corresponding to the lateral acceleration is set as shown in FIG. In the flowchart of FIG. 15, first, the reference braking force gradient limit value brk_up0, the lateral acceleration Yg, and the reference lateral acceleration limit value Ygc are read (step S1501). Next, it is determined whether or not the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc (step S1502).

If it is determined in step S1502 that the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc, the process proceeds to step S1503. In step S1503, the braking force increase gradient limit value brk_up is repeatedly calculated at the sampling period as follows:
brk_up = brk_up0 × {1−Kb × (| Yg | −Ygc)} where Kb is a predetermined value.

  Next, it is determined whether or not the value of brk_up has become negative (step S1504). If it is determined that the value has become negative, brk_up is set to zero (step S1505). On the other hand, when it is determined in step S1502 that the absolute value of the lateral acceleration Yg is less than the reference lateral acceleration limit value Ygc, the braking force increase gradient limit value brk_up is set to the reference braking force gradient limit value brk_up0 (step S1506). Then, the process proceeds to the above-described step S1504.

  FIG. 16 is a flowchart showing a processing procedure when a braking force increase gradient limit value corresponding to the lateral acceleration is set as shown in FIG. In the flowchart of FIG. 16, first, the reference braking force gradient limit value brk_up0, the lateral acceleration Yg, and the reference lateral acceleration limit value Ygc are read (step S1601). Next, it is determined whether or not the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc (step S1602).

If it is determined in step S1602 that the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc, the process proceeds to step S1603. In step S1603, the braking force increase gradient limit value brk_up is repeatedly calculated at the sampling cycle as follows:
brk_up = brk_up0 × {1−Kb × (| Yg | −Ygc)} where Kb is a predetermined value.

  Next, it is determined whether or not the value of this brk_up has reached the minimum value UPMIN set for the braking force increase gradient limit value brk_up as described above with reference to FIG. 14 (step S1604), and it is determined that the value has reached the minimum value UPMIN. Sometimes, brk_up is set to the minimum value UPMIN (step S1605). On the other hand, when it is determined in step S1602 that the absolute value of the lateral acceleration Yg is less than the reference lateral acceleration limit value Ygc, the braking force increase gradient limit value brk_up is set to the reference braking force gradient limit value brk_up0 (step S1606). Then, the process proceeds to the above-described step S1604.

  FIG. 17 compares the time-series changes of the target vehicle speed V *, the target lateral acceleration limit value Yg *, and the braking force increase gradient limit value brk_up when the accelerator opening Acc is changed. FIG. As shown in FIG. 17, when the lateral acceleration Yg * is applied when the accelerator pedal is switched from the ON state to the OFF state, the braking force increase gradient limit value brk_up is decreased by the lateral acceleration Yg *. Thus, overspeed can be suppressed without sudden deceleration.

FIG. 18 is a characteristic diagram showing a setting state of the deceleration gain Δt according to the lateral acceleration Yg *. As the lateral acceleration Yg * increases beyond the reference lateral acceleration limit value Ygc, the deceleration gain Δt increases, and as a result, the target deceleration Xg * decreases. In a state where the lateral acceleration Yg * is high, the target deceleration Xg * can be reduced and set to gradually suppress overspeed.
FIG. 19 is a flowchart showing a processing procedure for setting the deceleration gain Δt according to the lateral acceleration Yg * so as to exhibit the tendency shown in FIG. First, the reference deceleration gain Δt0, the lateral acceleration Yg, and the reference lateral acceleration limit value Ygc are read (step S1901). Next, it is determined whether or not the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc (step S1902).

If it is determined in step S1902 that the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc, the process proceeds to step S1903. In step S1903, the deceleration gain Δt is repeatedly calculated at the sampling cycle as follows:
Δt = Δt0 × {1 + Kt × (| Yg | −Ygc)} where Kt is a certain predetermined value.

Next, it is determined whether or not the value of Δt has exceeded the maximum value TMAX set for the deceleration gain (step S1904). If it is determined that the maximum value TMAX has been reached, Δt is set to the maximum value TMAX. (Step S1905).
On the other hand, when it is determined in step S1902 that the absolute value of the lateral acceleration Yg is less than the reference lateral acceleration limit value Ygc, the deceleration gain Δt is set to the reference deceleration gain Δt0 (step S1906), and the above-described steps. The process proceeds to S1904.

FIG. 20 is a characteristic diagram showing the time-series changes of the target vehicle speed V *, the lateral acceleration Yg, and the deceleration gain Δt when the accelerator opening Acc is changed. As shown in FIG. 20, in the situation where the lateral acceleration Yg is applied when the accelerator pedal is switched from the ON state to the OFF state, the deceleration gain Δt changes so as to increase with the lateral acceleration Yg. Overspeed can be suppressed without sudden deceleration.
Next, a method for changing the braking force increase gradient limit value brk_up and the deceleration gain Δt based on the switchback determination result will be described.

  FIG. 21 is a flowchart showing the procedure for setting the switchback determination flag. The steering angle str is detected (step S2101), and then the steering speed dstr is calculated as dstr = str−dstr_zl (step S2102). Further, the previous steering angle value str_zl is set as a value str after a predetermined sampling (step S2103). As this value, for example, the steering angle is 50 milliseconds before.

  With respect to the steering angle str and the steering angular velocity dstr obtained in steps S2101 to S2102, the steering angle evaluation function Z is defined as steering angle str × steering angular velocity dstr, and the value of the steering angle evaluation function Z is calculated (step 2104). . It is determined whether or not the value of the steering angle evaluation function Z calculated in step S2104 is negative (step S2105). If it is determined that the value is negative, the switchback determination flag flg_strout is turned ON (step 2106). On the other hand, when the value of the steering angle evaluation function Z becomes positive, the switchback determination flag flg_strout is turned OFF (step 2107).

FIG. 22 is a characteristic diagram that contrasts the steering angle str, the steering speed dstr, the steering angle evaluation function Z, and the state of the switchback determination. It is possible to determine the switchback by looking directly at the transition of the steering angle str, the steering speed dstr, and the steering angle evaluation function Z.
FIG. 23 is a flowchart showing a procedure for setting the braking force increase gradient limit value brk_up based on the switchback determination flag flg_strout. First, the reference braking force increase gradient limit value brk_up0, the switchback determination braking force increase gradient limit value brk_up_strout, and the switchback determination flag flg_strout are read (step S2301). Next, it is determined whether or not the switchback determination flag flg_strout read in step S2301 is set (step S2302).

  When it is determined that the switchback determination flag flg_strout is ON, the braking force increase gradient limit value brk_up is set to the switchback determination brake force increase gradient limit value brk_up_strout (step S2303). On the other hand, when the switchback determination flag flg_strout is OFF, the braking force increase gradient limit value brk_up is set to the reference braking force increase gradient limit value brk_up0 (step S2304). The judgment braking force increase gradient limit value brk_up_strout is smaller than the reference braking force increase gradient limit value brk_up0, and if it is determined to switch back, it is set in a direction to limit the increase gradient to suppress the increase in deceleration. It becomes possible.

  FIG. 24 is a flowchart showing the procedure for setting the deceleration gain Δt by the switchback determination flag. First, the reference deceleration gain Δt0, the switchback determination deceleration gain Δt_strout, and the switchback determination flag flg_strout are read (step S2401). Next, it is determined whether or not the switchback determination flag flg_strout is set (step S2402). If it is determined in step S2402 that the switchback determination flag flg_strout is ON, the switchback determination deceleration gain Δt_strout is set as the deceleration gain Δt (step S2403).

  If it is determined in step S2402 that the switchback determination flag flg_strout is OFF, the reference deceleration gain Δt0 is set as the deceleration gain Δt (step S2404). The switchback determination deceleration gain Δt_strout is a value larger than the reference deceleration gain Δt0. When it is determined to switch back, the target deceleration can be lowered by increasing the deceleration gain.

  FIG. 25 is a flowchart showing the procedure for setting the turning acceleration determination flag. Next, the case where the turning acceleration determination is performed will be described with reference to FIG. First, the target yaw rate φ * is acquired (step S2501), and then the reference lateral acceleration limit value Ygc is set (step S2502). In step S2502, for example, 0.45 g is set as the reference lateral acceleration limit value Ygc.

  Next, in step S2503, it is determined whether or not the target yaw rate φ * is equal to or greater than a predetermined value. The treatment in step S2503 is also a treatment for avoiding that the divisor becomes zero in the division executed in step S2504. When it is determined in step S2503 that the target yaw rate φ * is equal to or greater than the predetermined value, the process proceeds to next step S405. In step S2504, the reference target vehicle speed Vc is calculated by dividing the reference lateral acceleration limit value Ygc by the target yaw rate φ *.

  On the other hand, when it is determined in step S2503 that the target yaw rate φ * is less than the predetermined value, the process proceeds to step S2505. The fact that the target yaw rate φ * is less than the predetermined value means that the steering is not being performed. Therefore, the reference target vehicle speed Vc when proceeding to step S2505 is set to a large value VMAX. In a situation where steering is not being performed, the target vehicle speed is set to be large so that the system does not operate.

  After the reference target vehicle speed Vc is set (steps S2504 and S2505), the reference vehicle speed Vc is calculated based on the reference lateral acceleration limit value Ygc, the reference vehicle speed Vc is compared with the host vehicle speed Vi, and the accelerator It is discriminated whether or not the opening degree Acc exceeds 10% (step S2506). If it is determined in step S2506 that the host vehicle speed Vi is greater than the reference vehicle speed Vc and the accelerator opening Acc exceeds 10%, the process proceeds to step S2507. In step S2507, the turning acceleration determination flag flg_strout is turned ON.

  On the other hand, if it is determined in step S2506 that the host vehicle speed Vi does not exceed the reference vehicle speed Vc and the accelerator opening Acc is 10% or less, the process proceeds to step S2508. In step S2508, it is determined whether or not the host vehicle speed Vi is equal to or lower than the reference vehicle speed Vc. If it is determined in step S2508 that the host vehicle speed Vi is equal to or lower than the reference vehicle speed Vc, the turning acceleration determination flag flg_strout is turned OFF (step S2509), and on the other hand, it is determined that the host vehicle speed Vi is not lower than the reference vehicle speed Vc. If it does, return directly.

  FIG. 26 shows how the target vehicle speed V *, turning acceleration determination flag flg_accon, lateral acceleration limit value Yg, and braking force increase gradient limit value brk_up change over time when the accelerator opening Acc is changed. It is an example of the characteristic figure expressed in contrast with each other. As can be seen from FIG. 26, changes in the turning acceleration determination flag flg_strout and the braking force increase gradient limit value brk_up when the accelerator is turned on halfway from the accelerator OFF are interpreted in time series. By changing the braking force increase gradient limit value brk_up according to the lateral acceleration Yg, it is possible to suppress overspeed without sudden deceleration.

  FIG. 27 shows how the target vehicle speed V *, turning acceleration determination flag flg_accon, lateral acceleration limit value Yg, and braking force increase gradient limit value brk_up change over time when the accelerator opening Acc is changed. It is another example of the characteristic figure expressed in contrast with each other. In the example of FIG. 27, a turn is entered when the accelerator is ON, the accelerator is temporarily turned OFF during the turn, and the change in the turn acceleration determination flag flg_accon when the accelerator is turned ON in the latter half of the turn is interpreted in time series. Also in this example, the overspeed can be suppressed without changing the braking force increase gradient limit value brk_up in accordance with the lateral acceleration Yg and suddenly decelerating.

FIG. 28 is a flowchart showing a procedure for setting the turning acceleration braking force increase gradient limit value brk_up_accon according to the state of the turning acceleration determination flag flg_accon. First, the reference braking force increase gradient limit value brk_up0, the turning acceleration braking force increase gradient limit value brk_up_accon, and the turning acceleration determination flag flg_accon are read (step S2801). Next, it is determined whether or not the turning acceleration determination flag flg_accon is set (step S2802). When it is determined that the flag flg_accon is set (ON), the reference braking force increase gradient limit value brk_up is increased. The gradient limit value brk_up_accon is set (step S2803). When it is determined that the flag flg_accon is not set (OFF), the reference braking force increase gradient limit value brk_up is set to the reference braking force increase gradient limit value brk_up0 (step S2804).
When the turning acceleration determination is made, an increase in braking force can be suppressed, and a sudden increase in braking force can be prevented.

FIG. 29 is a flowchart showing a procedure for setting the deceleration gain Δt. The reference deceleration gain Δt0, the turning acceleration deceleration gain Δt_accon, and the turning acceleration determination flag flg_accon are read (step S2901). Next, it is determined whether or not the turning acceleration determination flag flg_accon is set (step S2902). When it is determined that the flag flg_accon is set (ON), the deceleration gain Δt is set to the turning acceleration deceleration gain Δt_accon. (Step S2903).
When it is determined that the flag flg_accon is not set (OFF), the deceleration gain Δt is set to the reference deceleration gain Δt0 (step S2904). Here, the turning acceleration deceleration gain Δt_accon is larger than the reference deceleration gain Δt0.

  FIG. 30 is a flowchart illustrating an example of a procedure for setting a turning acceleration determination flag and a braking force increase gradient limit value based on lateral acceleration. The reference braking force increase gradient limit value brk_up0, the turning acceleration determination flag flg_accon, the lateral acceleration Yg, and the reference lateral acceleration limit value Ygc are read (step S3001). Next, it is determined whether or not the turning acceleration determination flag flg_accon is set (step S3002). When it is determined that the flag flg_accon is set (ON), the absolute value of the lateral acceleration Yg is set to the reference lateral acceleration limit value Ygc. It is determined whether or not it exceeds (step S3003).

Here, when it is determined that the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc, the braking force increase gradient limit value brk_up is repeatedly calculated at the sampling period using the following arithmetic expression. That is, brk_up = brk_up0 × {1−Kb × (| Yg | −Ygc)} is calculated (step S3004). Here, Kb is a predetermined value.
Next, it is determined whether or not the calculated braking force increase gradient limit value brk_up has reached a negative value (step S3005). When it is determined that the calculated braking force increase gradient limit value brk_up has reached a negative value, Is set to 0 (step S3006), and the process returns.

  On the other hand, if it is determined in step S3002 that the turning acceleration determination flag flg_accon is not set, the braking force increase gradient limit value brk_up is set to the reference braking force increase gradient limit value brk_up0 (step S3007), and step S3005. Migrate to Even when it is determined in step S3003 that the absolute value of the lateral acceleration Yg does not exceed the reference lateral acceleration limit value Ygc, the braking force increase gradient limit value brk_up is set to the reference braking force increase gradient limit value brk_up0. (Step S3008), the process proceeds to step S3005.

  FIG. 31 is a flowchart showing another example of the procedure for setting the turning acceleration determination flag and the braking force increase gradient limit value based on the lateral acceleration. The reference braking force increase gradient limit value brk_up0, the turning acceleration determination flag flg_accon, the lateral acceleration Yg, and the reference lateral acceleration limit value Ygc are read (step S3101). Next, it is determined whether or not the turning acceleration determination flag flg_accon is set (step S3102). When it is determined that the flag flg_accon is set (ON), the absolute value of the lateral acceleration Yg becomes the reference lateral acceleration limit value Ygc. It is determined whether or not it exceeds (step S3103).

  Here, when it is determined that the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc, the braking force increase gradient limit value brk_up is repeatedly calculated at the sampling period using the following arithmetic expression. That is, brk_up = brk_up0 × {1−Kb × (| Yg | −Ygc)} is calculated (step S3104). Here, Kb is a predetermined value. Next, it is determined whether or not the calculated braking force increase gradient limit value brk_up has reached the minimum value UPMIN set for the braking force increase gradient limit value brk_up as described above with reference to FIG. 14 (step S3105). If it is determined that the minimum value UPMIN has been reached, brk_up is set to the minimum value UPMIN (step S3106), and the process returns.

On the other hand, when it is determined in step S3102 that the absolute value of the lateral acceleration Yg is less than the reference lateral acceleration limit value Ygc, the braking force increase gradient limit value brk_up is set to the reference braking force gradient limit value brk_up0 (step S3107). Then, the process proceeds to the above-described step S3105. Even when it is determined in step S3103 that the absolute value of the lateral acceleration Yg does not exceed the reference lateral acceleration limit value Ygc, the braking force increase gradient limit value brk_up is set to the reference braking force increase gradient limit value brk_up0. (Step S3108), the process proceeds to step S3105.
As described above, the value of the braking force increase gradient limit value brk_up described with reference to FIGS. 30 and 31 is changed as shown in FIGS. 26 and 27, for example.

  FIG. 32 is a flowchart showing a procedure for setting a turning acceleration determination flag and a deceleration gain based on lateral acceleration. The reference deceleration gain Δt0, the turning acceleration determination flag flg_accon, the lateral acceleration Yg, and the reference lateral acceleration limit value Ygc are read (step S3201). Next, it is determined whether or not the turning acceleration determination flag flg_accon is set (step S3202). When it is determined that the flag flg_accon is set (ON), the absolute value of the lateral acceleration Yg is set to the reference lateral acceleration limit value Ygc. It is determined whether or not it exceeds (step S3203).

Here, when it is determined that the absolute value of the lateral acceleration Yg exceeds the reference lateral acceleration limit value Ygc, the deceleration gain Δt is repeatedly calculated at the sampling cycle using the following arithmetic expression. That is, it is calculated as = Δt0 × {1 + Kt × (| Yg | −Ygc)} (step S3204). Here, Kt is a predetermined value.
Next, it is determined whether or not the calculated value of the deceleration gain Δt has reached a maximum value TMAX preset for the deceleration gain (step S3205), and when it is determined that the value has exceeded TMAX. .DELTA.t is set to the maximum value TMAX (step S3206), and the process returns.

  On the other hand, if it is determined in step S3202 that the turning acceleration determination flag flg_accon is not set, the value of the deceleration gain Δt is set to the reference deceleration gain Δt0 (step S3207), and the process proceeds to the above-described step S3205. . Even when it is determined in step S3203 that the absolute value of the lateral acceleration Yg does not exceed the reference lateral acceleration limit value Ygc, the value of the deceleration gain Δt is set to the reference deceleration gain Δt0 (step S3208). The process proceeds to step S3205.

  FIG. 33 is a flowchart showing a procedure for setting a corner exit determination flag based on the target deceleration change amount. First, the target deceleration Xg * is read (step S3301). Next, a counter is provided from the amount of change in the target deceleration Xg * based on the comparison between the target deceleration Xg * (current value) and the previous value Xg * _zl (step S3302), and a predetermined count is obtained at each sampling cycle. I do. That is, when the change in Xg * is a change in the increasing direction, the value Xg * _cut of the deceleration counter is set to XG_CNTMAX (step S3303), and when the change is in the decreasing direction, the value Xg * _cut of the deceleration counter is set to Xg *. The calculation of _cut-1 is repeated (step S3304).

When the deceleration counter value Xg * _cut becomes negative (step S3305), the deceleration counter value Xg * _cut is set to 0 (step S3306).
Before the deceleration counter value Xg * _cut becomes negative in step S3305, it is determined at every sampling cycle whether Xg * _cut has reached a threshold value XG_CNT sufficient to prevent chattering ( In step S3307, when the threshold value XG_CNT is reached, the corner exit determination flag flg_cornerout is turned ON (step S3308). Before the threshold value XG_CNT is reached, the corner exit determination flag flg_cornerout is turned OFF (step S3309).

After step S3308 and step S3309, the process proceeds to step S3310 to set the previous value Xg * _zl of the target deceleration to the target deceleration Xg * (current value). As the previous value Xg * _zl, an appropriate value is selected for noise cancellation. It can be determined that the target deceleration is near the corner exit. Thereby, it is possible to suppress an increase in braking force at the corner outlet by reducing the braking force increase gradient limit value.

FIG. 34 is a flowchart showing a procedure for setting a corner exit determination flag based on a lateral acceleration change amount. First, the lateral acceleration Yg is read (step S3401). Next, a counter is provided from a change amount of the lateral acceleration Yg based on a comparison between the lateral acceleration Yg (current value) and the previous value Xg * _zl (step S3402), and a predetermined count is performed at each sampling cycle. In other words, when the change in Yg is a change in the increasing direction, the deceleration counter value Yg_cut is set to YG_CNTMAX (step S3403), and when the change in the decreasing direction is set, the calculation to set the deceleration counter value Yg_cut to Yg_cut-1 is repeated. (Step S3404).
When the deceleration counter value Yg_cut becomes negative (step S3405), the deceleration counter value Yg_cut is set to 0 (step S3406).

  As long as the deceleration counter value Yg_cut does not become negative in step S3405, it is determined at every sampling cycle whether Yg_cut has reached a threshold value YG_CNT sufficient to prevent chattering (step S3407). When the threshold value YG_CNT is reached, the corner exit determination flag flg_cornerout is turned ON (step S3408). Before the threshold value YG_CNT is reached, the corner exit determination flag flg_cornerout is turned OFF (step S3409).

  After step S3408 and step S3409, the process proceeds to step S3410 to set the previous value Yg_zl of the target deceleration to the lateral acceleration Yg (current value). As the previous value Yg_zl, a value appropriate for noise cancellation is selected. Since the lateral acceleration Yg decreases, it can be determined that it is near the corner exit. Thereby, it is possible to suppress an increase in braking force at the corner outlet by reducing the braking force increase gradient limit value.

FIG. 35 is a conceptual diagram showing parameters applied in the method of setting the corner exit determination flag by the car navigation device.
FIG. 36 is a conceptual diagram showing the setting status of the exit discrimination distance in the method of FIG. These figures shown in FIGS. 35 and 36 represent a situation where the vehicle travels in the corner and its adjacent area, and is configured to have a corner display mode in which display is performed on the display as shown schematically. Also good. In the figure, Lend is the distance to the curve exit, Lmin is the distance to the minimum curve point, and Le1 is the exit discrimination distance.

  FIG. 37 is a flowchart showing a procedure for setting a corner exit determination flag by the car navigation apparatus. The distance Lend to the curve exit and the exit discrimination distance Le1 are read (step S3701), and then whether or not the distance Lend (current value) to the curve exit has become less than the set exit discrimination distance Le1 is determined each time. Judgment is made at the sampling period (step S3702).

  When it is determined that the distance Lend (current value) to the curve exit has reached less than the exit determination distance Le1, a corner exit determination flag flg_cornerout is set (step S3703). On the other hand, when it is determined that the distance Lend to the curve exit has not reached a point within the exit determination distance Le1, the corner exit determination flag flg_cornerout is turned OFF (step S3704).

FIG. 38 is a flowchart showing a procedure when a correction value is added to the setting of the corner exit determination flag by the car navigation device.
The distance Lend to the curve exit, the distance Lmin to the minimum curve point, and the exit discrimination distance Le1 are read (step S3801). Next, the exit discrimination distance Le1 is from the distance Lend to the curve exit to the minimum curve point. Whether or not the value obtained by subtracting the distance Lmin is determined at each sampling cycle (step S3802). If it is determined in step S3802 that the exit determination distance Le1 exceeds the value obtained by subtracting the distance Lmin from the distance Lend to the curve exit to the minimum curve point, the exit determination distance correction value Le2 is set to Le2 = Lend. -Lmin is set (step S3803).

  On the other hand, if it is determined in step S3802 that the exit determination distance Le1 is equal to or less than the value obtained by subtracting the distance Lmin from the distance Lend to the curve exit to the minimum curve point, Le2 = Le1 (step S3804). . In both cases of step S3803 and step S3804, after this processing, the process proceeds to step S3805.

  In step S3805, it is determined whether the distance Lend to the curve exit has reached less than the exit discrimination distance correction value Le2. If it is determined in step S3805 that the distance Lend to the curve exit has reached less than the exit discrimination distance correction value Le2, a corner exit judgment flag flg_cornerout is set (step S3806), and the distance Lend to the curve exit is the exit discrimination distance. When it is determined that the value does not reach the correction value Le2, the corner exit determination flag flg_cornerout is turned OFF (step S3807).

  FIG. 39 is a flowchart showing a procedure for setting a braking force increase gradient limit value based on a corner exit determination flag. The reference braking force increase gradient limit value brk_up0, the corner exit determination braking force increase gradient limit value brk_up_cornerout, and the corner exit determination flag flg_cornerout are read (step S3901), and then it is determined whether or not the corner exit determination flag flg_cornerout is set. (Step S3902).

  If it is determined in step S3902 that the corner exit determination flag flg_cornerout is set, the braking force increase gradient limit value brk_up is set to the corner exit determination braking force increase gradient limit value brk_up_cornerout (step S3903). On the other hand, when it is determined in step S3902 that the corner exit determination flag flg_cornerout is not set, the braking force increase gradient limit value brk_up is set to the reference braking force increase gradient limit value brk_up0.

  Here, the corner exit determination braking force increase gradient limit value brk_up_cornerout is set to a value smaller than the reference braking force increase gradient limit value brk_up0. By increasing the braking force increase gradient limit value, it is possible to suppress an increase in braking force at the corner exit (step S3904). In this case, instead of setting the braking force increase gradient limit value in step S3903 as a value smaller than the braking force increase gradient limit value in step S3904, in step S3903 and step S3904, the target decrease is set. The target deceleration by the speed calculation means may be set, and the target deceleration value set in step S3903 may be set to a value smaller than the value set in step S3904.

The configuration and operation of the technical idea proposed in the present application will be listed below together with reference numerals or drawing numbers (representative) for representing the correspondence with the embodiments.
(1) A vehicle speed reducing device that automatically decelerates when turning, and includes a steering angle detecting means (steering angle sensor 150) for detecting a steering angle, and an accelerator detecting means (control controller 110, engine throttle control unit) for detecting an accelerator. 160), yaw rate detecting means (yaw rate sensor 130) for detecting the yaw rate of the vehicle, lateral acceleration detecting means (lateral acceleration sensor 170) for detecting the lateral acceleration of the vehicle, and vehicle speed detecting means (wheels) for detecting the vehicle speed. Speed pulse transmitters 141, 142, 143, 144, control controller 110), a target for calculating a target yaw rate for the vehicle based on detection results by the steering angle detecting means, the vehicle speed detecting means, and the yaw rate detecting means. Yaw rate calculation means (control controller 110, step S201 in FIG. 2, FIG. 3) Target lateral acceleration limit value calculating means (FIG. 4, step S403) for calculating a target lateral acceleration limit value based on limiting the vehicle speed based on detection results by the accelerator detecting means and the vehicle speed detecting means; Based on the target vehicle speed calculating means (FIG. 4, steps S405 and 406) for calculating the target vehicle speed based on the respective calculation results by the acceleration limit value calculating means and the target yaw rate calculating means, and based on the results calculated by the target vehicle speed calculating means. Target deceleration calculation means for calculating the target deceleration (FIG. 2, step S205, FIG. 7), and target brake pressure calculation means for calculating the target brake pressure based on the result calculated by the target deceleration calculation means (FIG. 11 and step S1102) and the target engine torque is calculated based on the result calculated by the target deceleration calculating means. Target engine torque calculation means (FIG. 2, step S206, FIG. 8), and the target brake pressure calculation means changes the target brake pressure based on the value detected by the accelerator detection means. Means (FIG. 11) is included, and the vehicle deceleration device is characterized in that the degree of increase or decrease in the target brake pressure (PmcO) is limited (FIG. 11).
According to the vehicle deceleration device of the above (1), the target brake pressure calculating means limits the increase or decrease degree of the target brake pressure, so that overspeed can be suppressed without causing a sudden deceleration. It becomes possible.

(2) The target brake pressure calculating means limits the degree of increase in the brake pressure as the absolute value of the lateral acceleration detected by the lateral acceleration detecting means increases (FIGS. 13 and 14). 1) Vehicle deceleration device.
According to the vehicle deceleration device of the above (2), the greater the absolute value of the lateral acceleration is, the more the brake pressure increases, so that the degree of increase in the brake pressure is limited. It becomes possible to suppress the speed and to ensure stability.

(3) The target deceleration calculation means reduces the target deceleration by a gain as the absolute value of the lateral acceleration detected by the lateral acceleration detection means increases (FIGS. 18 and 19). 1) Vehicle deceleration device.
According to the vehicle deceleration device of the above (3), the larger the absolute value of the lateral acceleration, the smaller the target deceleration by the gain, so that the total deceleration energy can be decelerated without changing, and the It is possible to suppress overspeed without causing deceleration.

(4) The vehicle deceleration according to (1), wherein the target brake pressure changing means limits an increase degree of the target brake pressure when the change in the target deceleration is in a decreasing direction (FIG. 11). apparatus.
According to the vehicle deceleration device of the above (4), when the change in the target deceleration is in the decreasing direction, the braking force is gradually increased after the peak of the target deceleration is passed in order to limit the degree of increase in the brake pressure. Can be raised.

(5) The target brake pressure changing means limits the increase degree of the brake pressure when the change in the lateral acceleration detected by the lateral acceleration detecting means tends to decrease (FIGS. 13 to 16). (1) The vehicle speed reducing device.
According to the vehicle speed reduction device of the above (5), when the change in the lateral acceleration is in the decreasing direction, in order to limit the increase degree of the brake pressure, the driver is returning the steering or the vehicle speed is decreasing. The braking force can be limited.

(6) A reference lateral acceleration limit value calculating means for calculating a reference lateral acceleration limit value (Ygc) based on a detection result by the vehicle speed detecting means, and a reference based on the result calculated by the reference lateral acceleration limit value calculating means. Reference vehicle speed calculation means (FIG. 25) for calculating the vehicle speed (Vc), and turning acceleration determination means (FIG. 25) for determining whether or not the vehicle is in a turning acceleration state based on the result calculated by the reference vehicle speed calculation means. And the target brake pressure calculating means changes the degree of increase of the target brake pressure when it is determined that the turning acceleration is determined by the turning acceleration determining means (FIGS. 28 to 32). (1) The vehicle speed reducing device.
According to the vehicle deceleration device of (6) above, when turning acceleration is determined, the degree of increase in the target brake pressure is changed, so that overspeed after acceleration can be gradually suppressed for the driver. It becomes.

(7) In the turning acceleration determination means, the reference vehicle speed calculated by the reference vehicle speed calculation means is smaller than the vehicle speed detected by the vehicle speed detection means, and the detection result by the accelerator detection means is greater than or equal to a predetermined value. (6) The vehicle deceleration device according to (6), characterized in that it is determined that the vehicle is accelerating when turning (when the determination in step S2506 is Yes).
According to the vehicle deceleration device of (7) above, the turning acceleration determining means determines that turning acceleration is performed when the reference vehicle speed is lower than the vehicle speed and the accelerator is greater than or equal to a predetermined value. Therefore, it can be inferred that the driver intends to release the system.

(8) When the target brake pressure calculating means determines that the turning acceleration judging means is accelerating the turning, the target brake pressure calculating means increases the absolute value of the lateral acceleration detected by the lateral acceleration detecting means. The vehicular deceleration device according to (6), wherein the degree of pressure increase is limited (FIG. 30, step S3004).
According to the vehicle deceleration device of the above (8), the higher the absolute value of the lateral acceleration is, the more the brake acceleration is determined. It is possible to suppress overspeed without limiting the degree of pressure increase.

(9) When the target deceleration calculating means determines that the turning acceleration is determined by the turning acceleration determining means, the target deceleration calculating means increases the absolute value of the lateral acceleration detected by the lateral acceleration detecting means. The speed reduction device for a vehicle according to (6), wherein the speed is reduced by a gain (FIG. 30, step S3004).
According to the vehicle deceleration device of the above (9), the target deceleration is made smaller by the gain as the turning acceleration is judged and the absolute value of the lateral acceleration is larger. Overspeed can be suppressed without reducing the deceleration.

(10) A steering direction detection means (FIG. 21) for detecting a steering direction based on a detection result by the steering angle detection means is further provided, and the target brake pressure calculation means is a detection result by the steering direction detection means. (6) The vehicle deceleration device according to (6), wherein the degree of increase in the target brake pressure is limited based on
According to the vehicle deceleration device of the above (10), when turning acceleration is judged, the degree of increase in brake pressure is limited from the result of the steering direction detection means, so that the driver does not feel uncomfortable. It becomes possible to suppress the speed.

(11) The target brake pressure calculating means limits the degree of increase in the brake pressure when the turning direction detecting means detects that the switchback operation is being performed (FIG. 23). ) Vehicle deceleration device.
According to the vehicle speed reduction device of (11) above, since the degree of increase in brake pressure is limited at the time of switching back, it is possible to suppress an increase in braking force in the state of switching back, making the driver feel uncomfortable. Overspeed can be suppressed without giving.

(12) The target deceleration calculation means reduces the target deceleration when it is detected by the turning direction detection means that the switchback operation is being performed (FIG. 23, step S2303). 10) The vehicle speed reducer.
According to the vehicle speed reducer of (12) above, from the result of the steering direction detecting means, the target deceleration is reduced by the gain at the time of switching back, so that it is possible to suppress an increase in braking force. Overspeed can be suppressed without giving a sense of incongruity.

(13) Road shape detecting means (FIGS. 35 and 36) for detecting the road shape ahead is further provided, and when the road shape detecting means detects that the vehicle is located near the exit of the curve ( 37, FIG. 38), the target brake pressure calculating means limits the degree of increase of the target brake pressure (FIG. 39), (1) the vehicle speed reducing device.
According to the vehicle deceleration device of (13) above, when the road shape detection means determines that the vicinity of the exit of the curve, the increase in braking force is suppressed at the exit of the curve in order to limit the increase in brake pressure. And overspeed can be suppressed without giving the driver a sense of incongruity.

(14) When the road shape detecting means detects that the vehicle is located near the exit of the curve, the target deceleration calculating means reduces the target deceleration by a gain (FIG. 39). (13) The vehicle speed reducing device according to (13).
According to the vehicle deceleration device of (14) above, when the road shape detection means determines that the vehicle is near the exit of the curve, the target deceleration is reduced by the gain, so that the increase in braking force is suppressed at the exit of the curve. And overspeed can be suppressed without giving the driver a sense of incongruity.

It is a schematic diagram showing the outline | summary of the structure in the vehicle carrying the apparatus of this invention. It is a flowchart for demonstrating the outline | summary of the effect | action in embodiment of this invention. It is a conceptual diagram showing the structure of the target yaw rate calculation part which performs the step of the target yaw rate calculation process in the flowchart of FIG. It is a flowchart showing the detail of the step (function of a target vehicle speed calculation part) of the target vehicle speed calculation process in the flowchart of FIG. It is a characteristic view showing the relationship of the acceleration sensitive lateral acceleration correction value Yga corresponding to the accelerator opening. It is a characteristic view showing the relationship of the vehicle speed sensitive lateral acceleration correction value Ygv corresponding to the vehicle speed. It is a flowchart showing target deceleration Xg * calculation processing. It is a flowchart showing the content of the step (vehicle output part) of the vehicle output process in the flowchart of FIG. 12 is a flowchart relating to setting of an accelerator-sensitive brake gain kac considered in the braking force increase side command calculation process of FIG. FIG. 10 is a diagram illustrating a characteristic of a set value corresponding to an accelerator opening value of an accelerator-sensitive brake gain kac set based on the flowchart of FIG. 9. It is a flowchart showing a braking force increase side command calculation process (used as a braking force increase side command calculation unit). It is a flowchart showing a recovery command calculation process (recovery command calculation part). It is a figure showing an example of how to set the braking force increase gradient limit value according to the lateral acceleration. It is a figure showing the other example of how to set the braking force raise gradient limit value according to a lateral acceleration. It is a flowchart showing the process sequence in the case of setting the braking force raise gradient limit value according to a lateral acceleration like FIG. It is a flowchart showing the process sequence in the case of setting the braking force raise gradient limit value according to a lateral acceleration like FIG. Characteristic diagram showing the time-series changes of target vehicle speed V *, target lateral acceleration limit value Yg *, and braking force increase gradient limit value brk_up when the accelerator opening Acc is changed It is. It is a characteristic view showing the setting situation of deceleration gain Δt according to lateral acceleration Yg *. FIG. 19 is a flowchart showing a processing procedure for setting a deceleration gain Δt in accordance with the lateral acceleration Yg * so as to exhibit a tendency as shown in FIG. FIG. 6 is a characteristic diagram showing the time-series changes of the target vehicle speed V *, the lateral acceleration Yg, and the deceleration gain Δt when the accelerator opening Acc is changed. It is a flowchart showing the procedure of the setting of a switchback judgment flag. FIG. 6 is a characteristic diagram showing the steering angle str, the steering speed dstr, the steering angle evaluation function Z, and the state of switching back determination in contrast. It is a flowchart showing the setting procedure of the braking force increase gradient limit value brk_up by the switchback determination flag flg_strout. It is a flowchart showing the setting procedure of the deceleration gain (DELTA) t by a switchback judgment flag. It is a flowchart showing the setting procedure of the turning acceleration determination flag. The time series changes of the target vehicle speed V *, turning acceleration judgment flag flg_accon, lateral acceleration limit value Yg, and braking force increase gradient limit value brk_up when the accelerator opening Acc is changed are contrasted with each other. FIG. The time series changes of the target vehicle speed V *, turning acceleration judgment flag flg_accon, lateral acceleration limit value Yg, and braking force increase gradient limit value brk_up when the accelerator opening Acc is changed are contrasted with each other. FIG. 10 is a flowchart showing a procedure for setting a turning acceleration braking force increase gradient limit value brk_up_accon according to the state of a turning acceleration determination flag flg_accon. It is a flowchart showing the setting procedure of deceleration gain (DELTA) t. It is a flowchart showing an example of the setting procedure of the turning acceleration determination flag and the braking force increase gradient limit value by lateral acceleration. It is a flowchart showing the other example of the setting procedure of the turning acceleration determination flag and the braking force increase gradient limit value by lateral acceleration. It is a flowchart showing the setting procedure of the deceleration acceleration by a turning acceleration determination flag and lateral acceleration. It is a flowchart showing the setting procedure of the corner exit determination flag by target deceleration variation | change_quantity. It is a flowchart showing the setting procedure of the corner exit determination flag by a lateral acceleration change amount. It is a conceptual diagram showing the parameter applied in the method of setting a corner exit determination flag with a car navigation apparatus. FIG. 36 is a conceptual diagram illustrating a setting state of an exit determination distance in the method of FIG. It is a flowchart showing the setting procedure of the corner exit determination flag by a car navigation apparatus. It is a flowchart showing the procedure in the case of adding a correction value to the setting of the corner exit determination flag by the car navigation device. It is a flowchart showing the setting procedure of the braking force raise gradient limit value by a corner exit determination flag.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Vehicle 110 ... Control controller (system controller) 120 ... Brake control unit 130 ... Yaw rate sensor 141, 142, 143, 144, ... Wheel speed pulse transmitter 150 ... Steering angle sensor 160 ... Engine control unit 170 ... Lateral acceleration sensor

Claims (14)

  A vehicle deceleration device that automatically decelerates when turning, wherein a steering angle detection unit that detects a steering angle, an accelerator detection unit that detects an accelerator, a yaw rate detection unit that detects a yaw rate of the vehicle, and a lateral acceleration of the vehicle A target yaw rate for the vehicle is calculated based on the detection results of the lateral acceleration detecting means for detecting, the vehicle speed detecting means for detecting the speed of the vehicle, the steering angle detecting means, the vehicle speed detecting means, and the yaw rate detecting means. Target yaw rate calculating means; target lateral acceleration limit value calculating means for calculating a target lateral acceleration limit value based on limiting the vehicle speed based on detection results by the accelerator detecting means and the vehicle speed detecting means; and the target lateral acceleration limit Target vehicle speed calculation means for calculating a target vehicle speed based on each calculation result by the value calculation means and the target yaw rate calculation means; The target deceleration calculation means for calculating the target deceleration based on the result calculated by the target vehicle speed calculation means, and the target brake pressure calculation for calculating the target brake pressure based on the result calculated by the target deceleration calculation means And target engine torque calculation means for calculating a target engine torque based on the result calculated by the target deceleration calculation means, wherein the target brake pressure calculation means is a value detected by the accelerator detection means. A vehicle speed reduction device comprising a target brake pressure changing means for changing the target brake pressure based on the above, and limiting an increase or decrease in the target brake pressure.   2. The vehicle deceleration device according to claim 1, wherein the target brake pressure calculating unit limits the degree of increase in the brake pressure as the absolute value of the lateral acceleration detected by the lateral acceleration detecting unit increases.   2. The vehicle deceleration device according to claim 1, wherein the target deceleration calculation means reduces the target deceleration by a gain as the absolute value of the lateral acceleration detected by the lateral acceleration detection means increases.   2. The vehicle deceleration device according to claim 1, wherein the target brake pressure changing unit limits an increase degree of the target brake pressure when the change in the target deceleration is in a decreasing direction. 3.   2. The vehicle deceleration according to claim 1, wherein the target brake pressure changing means limits the increase degree of the brake pressure when the change in the lateral acceleration detected by the lateral acceleration detecting means tends to decrease. apparatus.   Reference lateral acceleration limit value calculating means for calculating a reference lateral acceleration limit value based on a detection result by the vehicle speed detecting means, and a reference vehicle speed for calculating a reference vehicle speed based on the result calculated by the reference lateral acceleration limit value calculating means A calculating unit; and a turning acceleration determining unit that determines whether or not the vehicle is in a turning acceleration state based on a result calculated by the reference vehicle speed calculating unit; and the target brake pressure calculating unit includes the turning acceleration determining unit. 2. The vehicle deceleration device according to claim 1, wherein when the judgment means judges that the vehicle is accelerating in turning, the degree of increase in the target brake pressure is changed.   The turning acceleration determining means turns when the reference vehicle speed calculated by the reference vehicle speed calculating means is smaller than the vehicle speed detected by the vehicle speed detecting means and the detection result by the accelerator detecting means is a predetermined value or more. The vehicle deceleration device according to claim 6, wherein the vehicle deceleration device is determined to be accelerating.   The target brake pressure calculating means increases the target brake pressure as the absolute value of the lateral acceleration detected by the lateral acceleration detecting means increases when it is determined that the turning acceleration is determined by the turning acceleration determining means. The vehicle speed reduction device according to claim 6, wherein the degree is limited.   When the target acceleration calculating means determines that the turning acceleration is determined to be turning acceleration, the target deceleration calculating means gains the target deceleration as the absolute value of the lateral acceleration detected by the lateral acceleration detecting means increases. The vehicle speed reducing device according to claim 6, wherein the speed reducing device is made smaller.   A steering direction detection unit that detects a steering direction based on a detection result of the steering angle detection unit is further provided, and the target brake pressure calculation unit is configured to detect the target brake pressure based on the detection result of the steering direction detection unit. The vehicular speed reducing device according to claim 6, wherein a rising degree of the vehicle is limited.   The vehicle deceleration according to claim 10, wherein the target brake pressure calculating means limits the degree of increase in the brake pressure when the turning direction detecting means detects that the switchback operation is being performed. apparatus.   11. The vehicle deceleration device according to claim 10, wherein the target deceleration calculation means reduces the target deceleration when it is detected by the steered direction detection means that a switchback operation is being performed.   Road shape detecting means for detecting a road shape ahead; and when the road shape detecting means detects that the vehicle is located near the exit of the curve, the target brake pressure calculating means The vehicular speed reducing device according to claim 1, wherein the pressure increasing degree is limited.   14. The target deceleration calculation means reduces the target deceleration by a gain when the road shape detection means detects that the vehicle is located near an exit of a curve. The vehicle speed reducer described in 1.

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