JP4826171B2 - Vehicle deceleration control device - Google Patents

Description

  The present invention relates to a vehicle deceleration control device.

  Japanese Patent Application Laid-Open No. 10-269499 (Patent Document 1) discloses the following technique as a vehicle speed control device for a vehicle that can automatically decelerate according to the driver's intention in front of a curve without a sense of incongruity. That is, a curve detection means for detecting the presence of a curve on the road ahead of the vehicle, a curvature radius detection means for detecting the curvature radius R of the curve, a driver state detection means for detecting the driving state (sporty degree) of the driver, and a driver Allowable lateral acceleration setting means to set the allowable lateral acceleration of the vehicle that can trace the curve based on the driving state information, and allowance to calculate the allowable turning speed of the vehicle on the curve based on the curvature radius information and the allowable lateral acceleration A turning speed calculating means and a speed reducing means for reducing the vehicle speed toward an allowable turning speed before the vehicle enters the curve and for controlling the vehicle to decelerate.

JP-A-10-269499 JP 2004-210255 A JP-A-6-36187

  For example, there is known a technique for performing vehicle deceleration control so that the vehicle speed is appropriate when traveling in a road environment such as a corner or an uphill / downhill road. Here, if there is an accelerator operation or a brake operation by the driver during the deceleration control, the driver may detect that the driver feels excessive or insufficient with respect to the braking force (deceleration) by the deceleration control. it can. For this reason, in the next deceleration control, it is conceivable to correct the braking force by the deceleration control so that the driver does not feel as much as possible of the braking force. However, when the accelerator operation or the brake operation by the driver is actually detected in this way, it is considered that the driver is dissatisfied with the braking force by the deceleration control. By detecting the driver's subtle dissatisfaction with the deceleration control, it is necessary to apply a braking force that better matches the driver's expectations in the deceleration control.

  It is an object of the present invention to provide a vehicle deceleration control device capable of applying a braking force more suitable to the driver's expectation in deceleration control for road environments including corners and uphill / downhill roads. .

  The vehicle deceleration control apparatus according to the present invention includes a means for detecting a road environment ahead of the vehicle, a means for setting a target vehicle speed or a required deceleration based on the road environment, and a vehicle based on the target vehicle speed or the required deceleration. On the basis of the detection or estimation result of the unsatisfaction detection / estimation means, and means for detecting or estimating the driver's dissatisfaction with the deceleration by the deceleration control. The target vehicle speed or the necessary deceleration is corrected.

  The vehicle deceleration control device according to the present invention has a means for detecting a road environment ahead of the vehicle, a means for performing deceleration control of the vehicle in response to the road environment, and a driver's dissatisfaction with the deceleration by the deceleration control. And a dissatisfaction detection / estimation means for detecting or estimating, wherein the rate of change in deceleration due to the deceleration control is corrected based on the detection or estimation result by the dissatisfaction detection / estimation means.

  In the vehicle deceleration control apparatus according to the present invention, the dissatisfaction detection / estimation means includes means for detecting a positional relationship between the means for operating the driving force of the vehicle and the driver.

  The vehicle deceleration control apparatus according to the present invention detects or estimates a distance between a means for detecting a road environment ahead of the vehicle, a means for performing deceleration control of the vehicle in response to the road environment, and an accelerator pedal and a driver. When the distance between the vehicle and the accelerator pedal and the driver is equal to or greater than a predetermined value, a greater deceleration or a greater decrease in the change rate than when the distance is less than the predetermined value. It is characterized by correcting so that the speed is generated.

  The vehicle deceleration control apparatus according to the present invention detects or estimates a distance between a means for detecting a road environment ahead of the vehicle, a means for performing deceleration control of the vehicle corresponding to the road environment, and a brake pedal and a driver. When the distance between the means and the brake pedal and the driver is less than a preset value, the deceleration is greater or the change rate is greater than the preset value. It is characterized by correcting so that the speed is generated.

  In the vehicle deceleration control apparatus according to the present invention, the correction is performed in real time during execution of the deceleration control.

  In the vehicle deceleration control apparatus according to the present invention, the correction is performed at the next deceleration control.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible in the deceleration control with respect to the road environment containing a corner or an up-and-downhill road to give the braking force more suitable for a driver | operator's expectation.

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

(First embodiment)
A first embodiment of a vehicle deceleration control apparatus according to the present invention will be described with reference to FIGS.

  As shown in FIG. 2, an engine 11 as an internal combustion engine is connected to an automatic transmission 13 having a torque converter 12, and the driving force of the engine 11 is transmitted to the automatic transmission 13 via the torque converter 12. It is inputted and transmitted to the drive wheel 16 through the differential gear 14 and the drive shaft 15. In the automatic transmission 13, the gear ratio is automatically controlled by the A / T hydraulic control device 17 according to the driving state of the vehicle. The brake device 18 is controlled by the brake hydraulic pressure control device 19 to brake the vehicle.

  The vehicle is provided with an electronic control unit (ECU) 20 that controls the engine 11, the automatic transmission 13, the brake device 18, and the like. The ECU 20 performs comprehensive control of the engine 11, the automatic transmission 13 (A / T hydraulic control device 17), and the brake device 18 (brake hydraulic control device 19). The ECU 20 includes a turning lateral acceleration calculation unit 20a. The turning lateral acceleration calculation unit 20a calculates the turning lateral acceleration Gy.

  The vehicle is provided with an accelerator position sensor 21 that detects the amount of operation of the accelerator pedal (accelerator opening). A signal indicating the accelerator opening detected by the accelerator position sensor 21 is output to the ECU 20. A throttle control valve 23 is provided in the intake pipe 22 of the engine 11. The throttle control valve 23 can be opened and closed by a throttle actuator 24. The ECU 20 causes the throttle actuator 24 to operate the throttle control valve 23. The ECU 20 controls the throttle actuator 24 so that the throttle opening by the throttle control valve 23 corresponds to the accelerator opening.

  The intake pipe 22 is provided with a bypass passage 25 that bypasses the throttle control valve 23. The bypass passage 25 is provided with an idle speed control valve (ISC valve) 26 for controlling the intake air amount when the throttle control valve 23 is fully closed in order to control the idle speed of the engine 11. A throttle opening sensor 27 with an idle switch for detecting the fully closed state (idle state) of the throttle control valve 23 and the throttle opening is provided. Signals indicating the idle state and the throttle opening detected by the throttle opening sensor with idle switch 27 are output to the ECU 20.

The engine 11 is provided with an engine speed sensor 28 that detects the engine speed (engine speed). A signal indicating the engine speed detected by the engine speed sensor 28 is output to the ECU 20.
The vehicle speed sensor 29 detects the rotation speed of the output shaft of the automatic transmission 13 that is proportional to the vehicle speed. A signal indicating the vehicle speed detected by the vehicle speed sensor 29 is output to the ECU 20.

The shift position sensor 30 detects the position (shift position) of the shift lever operated by the driver. A signal indicating the shift position detected by the shift position sensor 30 is output to the ECU 20.
The acceleration sensor 31 detects vehicle deceleration (deceleration acceleration). A signal indicating the deceleration detected by the acceleration sensor 31 is output to the ECU 20.

  The brake operation amount sensor 32 detects the operation amount of the brake device 18. A signal indicating the operation amount of the brake device 18 detected by the brake operation amount sensor 32 is output to the ECU 20. The steering angle sensor 33 detects the steering angle of the steering operated by the driver. A signal indicating the steering angle detected by the steering angle sensor 33 is output to the ECU 20. The direction indicator switch 34 is operated by a driver, and an operation for specifying a direction indicated by a direction indicator (not shown) is performed. A signal indicating the direction indicated by the direction indicator is output to the ECU 20.

  The operation mode setting switch 35 is operated by the driver, and an operation for setting the operation mode is performed. By operating the driving mode setting switch 35 by the driver, a sports driving-oriented or normal driving-oriented driving mode is set, and a signal indicating the set driving mode is output to the ECU 20.

  The foot position sensor 36 detects the position of the driver's foot. A signal indicating the position of the driver's foot detected by the foot position sensor 36 is output to the ECU 20. 3A is a side view showing the foot position sensor 36, the accelerator pedal 37, and the right foot F of the driver, and FIG. 3B is a plan view of the same. In FIG. 3-2, the code | symbol 38 is a brake pedal.

  The ECU 20 has a shift map, determines the gear position of the automatic transmission 13 based on the throttle opening, vehicle speed, and the like, and sets the A / T hydraulic control device 17 so as to establish the determined gear position. Can be controlled. Further, the ECU 20 stores a program in which the control steps of the flowchart shown in FIG. 1 are described.

  The navigation device 50 has a basic function of guiding the host vehicle to a predetermined destination, and includes an ECU 60, an operation unit 51, a display unit 52, a speaker 53, a position detection unit 54, and a map database 55. And an operation history recording unit 56. The ECU 60 of the navigation device 50 is capable of bidirectional communication with the ECU 20.

  The navigation device 50 informs the driver of road information around the current location of the vehicle and guides the travel route to the destination of the vehicle. Instruction data such as a destination is input to the operation unit 51. The display unit 52 displays information such as map information around the current location, current location, destination location, and route. A guidance voice is output from the speaker 53.

  The ECU 60 performs various arithmetic processes such as a navigation process based on the input information. The ROM of the ECU 60 stores various programs for searching for a route to the destination, traveling guidance in the route, determining a specific section, and the like.

  The position detection unit 54 includes a GPS receiver, a geomagnetic sensor, a distance sensor, a beacon sensor, and a gyro sensor, detects the position of the own vehicle, and outputs data indicating the detected position of the own vehicle to the ECU 60.

  The map database 55 stores information (map, straight road, corner, uphill / downhill, highway, etc.) necessary for vehicle travel. The map database 55 includes a map data file, an intersection data file, a node data file, and a road data file. Each of these files stores various data for performing a route search and displaying a guide map along the searched route. The ECU 60 reads out necessary information with reference to the map database 55.

  The driving history recording unit 56 records information such as the travel route on which the vehicle traveled and the date and time when the vehicle traveled on the travel route. The ECU 60 reads driving history data from the driving history recording unit 56 as necessary.

  The ECU 60 retrieves necessary map information from the map database 55 based on the instruction data such as the destination input from the operation unit 51 and the own vehicle position detected by the position detection unit 54, and obtained by the search. The route information is displayed on the display unit 52. The ECU 60 displays road information around the vehicle position on the display unit 52 when the instruction data such as the destination input from the operation unit 51 is not input.

  The ECU 60 includes a corner detection unit 61. The corner detection unit 61 detects whether there is a corner on the road ahead based on the data stored in the map database 55.

  The vehicle is provided with a camera 71 and a road condition detection unit 72. The camera 71 images the road situation ahead of the vehicle. The road condition detection unit 72 detects the road condition ahead of the vehicle based on the data captured by the camera 71. The detection result by the road condition detection unit 72 is output to the ECU 20.

  The operation of this embodiment will be described with reference to FIGS.

[Step S101]
In step S101, the corner detection unit 61 of the ECU 60 of the navigation device 50 detects whether there is a corner ahead of the current position based on the data from the position detection unit 54 and the map database 55. As a result of the determination, if the determination is affirmative, the process proceeds to step S102; otherwise, the control flow is returned.

[Step S102]
In step S102, the ECU 20 obtains the current vehicle speed V of the host vehicle, the corner R, and the distance L to the corner. The ECU 20 determines the current vehicle speed V of the host vehicle based on the data input from the vehicle speed sensor 29. Further, the ECU 20 obtains a corner R and a distance L to the corner based on data from the position detection unit 54 and the map database 55. Step S103 is performed after step S102.

[Step S103]
In step S103, the turning lateral acceleration Gy is read by the ECU 20. The turning lateral acceleration Gy is a value (target value) of a lateral acceleration when the vehicle turns around a corner. The initial value of the turning lateral acceleration Gy is a preset value. In step S109 to step S113 of the previous control cycle, when the turning lateral acceleration calculation unit 20a updates the turning lateral acceleration Gy, the latest turning lateral acceleration Gy is read in step S103. Following step S103, step S104 is performed.

[Step S104]
In step S104, the corner turning vehicle speed Vreq and the required deceleration Greq of the corner are calculated by the ECU 20. The corner turning vehicle speed Vreq is a vehicle speed (target vehicle speed) required at the entrance of the corner to turn the corner with the turning lateral acceleration Gy. The corner turning vehicle speed Vreq [m / s] is obtained by the following formula [Equation 1] based on the corner R obtained in step S102 and the turning lateral acceleration Gy read in step S103.

ここで、運転者指向（スポーツ走行指向かノーマル走行指向か）により、旋回横加速度Ｇｙが異なり、運転者指向に応じて旋回横加速度Ｇｙを設定することが知られている。

Here, it is known that the turning lateral acceleration Gy differs depending on the driver orientation (sport running orientation or normal running orientation), and the turning lateral acceleration Gy is set according to the driver orientation.

The ECU 20 obtains the necessary deceleration Greq from the following equation [Equation 2] based on the host vehicle speed V obtained in step S102, the distance L to the corner, and the corner turning vehicle speed Vreq. Following step S104, step S105 is performed.

[Step S105]
In step S105, the ECU 20 determines whether or not the driver's intention to decelerate is detected. In step S105, the driver's intention to decelerate means that the engine brake is increased by decelerating operations such as accelerator OFF (releasing the accelerator), brake ON, manual downshift, direction indicator operation, overdrive OFF, etc. It means an operation that increases the deceleration. Regarding the operation of the direction indicator, the presence / absence of the operation of the direction indicator in the direction of the branch path is detected as an intention display for taking a path to a certain branch path.

  Whether or not the accelerator is turned off can be determined based on a signal from the throttle opening sensor 27 whether or not the accelerator is turned off (fully closed). The presence / absence of a brake ON operation can be determined based on a signal from the brake operation amount sensor 32. The presence / absence of a manual downshift operation can be determined based on a signal from the shift position sensor 30. Whether or not the direction indicator is operated can be determined based on a signal from the direction indicator switch 34.

  If the driver's intention to decelerate is detected as a result of these determinations (step S105-Y), the process proceeds to step S106. If not (step S105-N), the control flow is returned. In this example, accelerator OFF can be detected as the driver's intention to decelerate.

  In step S105, the road condition detection unit 72 detects the road condition in front of the vehicle X based on the data captured by the camera 71. Based on the detection result, the ECU 20 determines the determination result in step S105. Different contents can be judged.

  That is, as a result of the determination by the road condition detection unit 72, if it is determined that the driver's intention to decelerate (deceleration operation) has been detected because the vehicle has caught up with the preceding vehicle (not shown), the ECU 20 Thus, the determination result in step S105 can be negative (step S105-N).

[Step S106]
In step S106, the ECU 20 performs deceleration control. The ECU 20 controls at least one of the engine 11, the A / T hydraulic control device 17 and the brake hydraulic control device 19 so that the necessary deceleration Greq obtained in step S104 acts on the vehicle. That is, control is performed so that the required deceleration Greq acts on the vehicle by torque reduction of the engine 11, downshift of the automatic transmission 13, operation of the brake device 18, or cooperative control of the automatic transmission 13 and the automatic transmission 13. To do. After step S106, the process proceeds to step S107.

[Step S107]
In step S107, the ECU 20 determines whether or not the driver's intention to accelerate is detected. The driver's intention to accelerate is determined based on whether or not the accelerator is turned on. Whether or not the accelerator is ON can be determined based on a signal from the throttle opening sensor 27 whether or not the accelerator is ON. As a result of the determination, if it is determined that the accelerator is in an ON state, the process proceeds to step S108, and if not, the process proceeds to step S110.

[Step S108]
In step S108, the ECU 20 stops the deceleration control. If it is determined in step S107 that the accelerator is ON, the driver feels that the deceleration is too large, so the deceleration control is stopped. After step S108, the process proceeds to step S109.

[Step S109]
In step S109, the turning lateral acceleration calculation unit 20a of the ECU 20 adds a preset value α to the current turning lateral acceleration Gy, and stores the addition result as a new turning lateral acceleration Gy. If it is determined in step S107 that the accelerator is ON, the driver feels that the deceleration is too large. Therefore, the required lateral deceleration Greq is decreased by increasing the turning lateral acceleration Gy. It is to do. After step S109, this control flow is returned.

[Step S110]
In step S110, the ECU 20 determines whether or not the brake is turned on. The presence / absence of the brake ON operation is determined based on a signal from the brake operation amount sensor 32. As a result of the determination, if it is determined that the brake is turned on, the process proceeds to step S111, and if not, the process proceeds to step S112.

[Step S111]
In step S111, the turning lateral acceleration calculation unit 20a of the ECU 20 subtracts a predetermined value β set in advance from the current turning lateral acceleration Gy, and stores the subtraction result as a new turning lateral acceleration Gy. If it is determined in step S110 that the brake is ON, the driver feels that the deceleration is too small, so the turning lateral acceleration Gy is decreased and the required deceleration Greq is increased. It is to do. After step S111, this control flow is returned.

[Step S112]
In step S112, the ECU 20 detects whether or not there is dissatisfaction with the deceleration by the driver. Whether or not the driver is unsatisfied with the deceleration can be determined based on the detection result of the foot position sensor 36, for example. Specifically, as shown in FIGS. 3A and 3B, the distance between the accelerator pedal 37 detected by the foot position sensor 36 and the right foot F of the driver is equal to or greater than a predetermined value. If so, it can be detected that the driver is dissatisfied with the deceleration.

  During the automatic deceleration control after the accelerator OFF operation before the corner (step S105-Y → step S106), when the driver is satisfied with the deceleration, the foot F is put on standby on the accelerator pedal 37 (FIG. 4-). 1). On the other hand, if the driver feels a little inadequate for deceleration, he / she may be at a loss whether to step on the brake pedal 38 on the accelerator pedal 37. Since there is a step (difference in height from the floor) between the brake pedal 38 and the accelerator pedal 37, in order to step on the brake pedal 38 with the foot F present on the accelerator pedal 37, the foot F must be It is necessary to lift the foot F away from the accelerator pedal 37 and move the foot F in the direction of the brake pedal 38 (lateral direction).

  From this, if the distance between the accelerator pedal 37 and the foot F is equal to or greater than a predetermined value, the driver feels unsatisfied due to insufficient deceleration even if there is an action to step on the brake pedal 38. Can be detected. When the driver is satisfied with the deceleration, the foot F does not leave too much from the accelerator pedal 37, and when the foot F leaves the predetermined value or more, there is an action to step on the brake pedal 38. Become. In this case, the predetermined value can be set based on the height of the brake pedal 38. As a result of the determination in step S112, if it is determined that there is dissatisfaction with the deceleration by the driver, the process proceeds to step S113, and if not, this control flow is returned.

[Step S113]
In step S113, the turning lateral acceleration calculation unit 20a of the ECU 20 subtracts a predetermined value γ set in advance from the current turning lateral acceleration Gy, and stores the subtraction result as a new turning lateral acceleration Gy. If it is determined in step S112 that the driver is not satisfied with the deceleration, the driver feels that the deceleration is slightly insufficient. This is to increase Greq. However, the amount of increase in deceleration is corrected with β> γ. Following step S113, the control flow is returned.

  In step S112, the method of detecting dissatisfaction with the deceleration by the driver is not limited to the above method. As shown in FIG. 4A, when the driver is satisfied with the deceleration, the foot F stands by on the accelerator pedal 37 after the accelerator OFF operation, whereas FIG. As shown in FIG. 2, when the driver is unsatisfied with deceleration, the foot F may move up and down on the accelerator pedal 37 wondering whether to step on the brake pedal. Therefore, as a result of detection of the position of the foot F by the foot position sensor 36, when the number of times that the distance between the foot F and the accelerator pedal 37 is separated by a predetermined amount or more is a predetermined number of times (2 to 3 times) or more, It can be detected that there is dissatisfaction with the deceleration.

  In addition, when the driver is unsatisfied with the deceleration, the foot F may approach the brake pedal, wondering whether to press the brake pedal. Therefore, when the distance between the foot F and the brake pedal is equal to or less than a preset amount as a result of detecting the position of the foot F by the foot position sensor 36, it is detected that there is dissatisfaction with the deceleration by the driver. be able to.

  Further, in step S112, the method of detecting dissatisfaction with the deceleration by the driver is not limited to the method using the foot position sensor 36. For example, it is possible to detect unsatisfaction with the deceleration by the driver based on physiological indices such as the pulse rate and the amount of sweat, the strength of the steering gripping force, and the like.

  In the conventional deceleration control, the turning lateral acceleration Gy is fixed (except for changing the turning lateral acceleration Gy according to the driver orientation), the corner turning vehicle speed Vreq and the necessary deceleration Greq are calculated, and the calculation result The deceleration control was executed based on the above. In the present embodiment, the deceleration output as a result of the deceleration control is adjusted by changing the turning lateral acceleration Gy depending on the following detection result.

Different control is performed according to the operations (1) to (3) performed by the driver during the deceleration control after the accelerator OFF operation before the corner.
(1) If the driver feels a little deficient in deceleration, the driver detects dissatisfaction with the deceleration and corrects the deceleration (step S112-Y → step S113).
(2) When the driver surely feels that the deceleration is insufficient and turns on the brake, correction is made to add more deceleration than in the case of (1) above (step S110-Y → step S111).
(3) When the driver feels that the deceleration is excessive and turns on the accelerator, the deceleration control is stopped and correction for reducing the deceleration is performed (step S107-Y → step S108 → step S109). .

  According to the present embodiment, it is possible to improve the driver's subtle dissatisfaction with the deceleration, and it is possible to always realize a deceleration control with a good feeling.

(Modification of the first embodiment)
Next, a modification of the first embodiment will be described with reference to FIG.
In this modification, only differences from the first embodiment will be described.

  In the first embodiment (FIG. 1), the turning lateral acceleration Gy is corrected in real time. However, in this modification (FIG. 5), the next turning control is based on the turning lateral acceleration Gy stored so far. The deceleration control is performed. That is, in this modification, the current deceleration control is performed based on the value of the turning lateral acceleration Gy learned during the previous deceleration control.

  When the deceleration control is being performed (deceleration control in progress flag F1 = 1), since the negative determination is made in step S302, the turning lateral acceleration Gy is not read. The corner turning vehicle speed Vreq and the necessary deceleration Greq are calculated based on the value of the turning lateral acceleration Gy read before the deceleration control (deceleration control flag F1 = 0, step S302-Y). Deceleration control is executed. When the deceleration control is stopped (step S301-N, step S310-Y), the deceleration control in-progress flag F1 is reset to 0 (step S321, step S312).

  Further, when the correction to reduce the turning lateral acceleration Gy (step S316, step S319) is performed, the Gy update setting flag F2 is set to 1 (step S317, step S320), and the deceleration control for the same corner is performed. During that time, correction for further reducing the turning lateral acceleration Gy is not performed thereafter (step S314-Y).

(Second Embodiment)
Next, a second embodiment will be described with reference to FIGS.
In the second embodiment, only differences from the first embodiment will be described.

  In the first embodiment (FIG. 1), when the driver is not satisfied with the deceleration, the turning lateral acceleration Gy is changed to a small value (step S113), and the necessary deceleration Greq is set to a large value. By changing to (step S103, step S104), the driver's dissatisfaction was reduced.

  On the other hand, in 2nd Embodiment, as shown to FIGS. 7-1 and 7-2, when dissatisfaction with respect to the deceleration by a driver is detected (FIG. 7-2), it is not so Compared to (FIG. 7-1), the deceleration output gradient (deceleration rate of change) ΔG is set larger (ΔG2> ΔG1), and the initial deceleration is set to a slightly larger value. In the second embodiment, even when the driver is not satisfied with the deceleration (step S212-Y), the final corner turning vehicle speed Vreq is higher than when the driver is not satisfied (step S212-N). And the required deceleration Greq improves the feeling with respect to a driver | operator's feeling of deceleration by changing the aspect of provision of braking force, without changing.

  The operation of the second embodiment will be described with reference to FIG.

  In step S203, the deceleration output gradient ΔG is read, and the deceleration output gradient is set. This is because, as shown in FIGS. 7A and 7B, the deceleration output gradients ΔG1 and ΔG2 are set for each deceleration control. When the unsatisfactory deceleration is detected (step S212-Y), the deceleration gradient ΔG is slightly increased (ΔG2) and set so that the deceleration is performed slightly faster (T3 <T2). When the accelerator is turned on (step S207-Y) and the deceleration control is stopped (step S208), the deceleration output gradient ΔG is initialized (step S209) and reset to ΔG1.

In the above embodiment, the following technical matters are disclosed.
(Claim 1) In a vehicle driving force control device that performs deceleration control of a vehicle before a corner, the driver's dissatisfaction with respect to deceleration is detected, and based on the detection result, a gain for deceleration control (turning lateral acceleration Gy) is obtained. to correct.
(Claim 2) In the vehicle driving force control device that controls the vehicle deceleration before the corner, the driver's unsatisfaction with the deceleration is detected, and the deceleration output gradient (ΔG) of the deceleration control is changed based on the detection result. To do.

  In the above-described embodiment, the deceleration control (corner control) that achieves an appropriate vehicle speed when passing through the corner in front of the vehicle has been described, but the application target of the present invention is not limited to corner control. The present invention is also applicable to deceleration control for a road environment such as an uphill / downhill in front of a vehicle.

It is a flowchart which shows operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a schematic block diagram of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 1 is a side view showing a foot position sensor, an accelerator pedal, and a driver's right foot according to a first embodiment of a vehicle deceleration control device of the present invention. It is a top view which shows the foot position sensor, accelerator pedal, and driver | operator's right foot of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. In 1st Embodiment of the deceleration control apparatus of the vehicle of this invention, it is a side view which shows the state of a driver | operator's leg when the driver is satisfied with respect to deceleration. In 1st Embodiment of the deceleration control apparatus of the vehicle of this invention, it is a side view which shows the state of a driver | operator's leg when a driver is unsatisfactory with respect to deceleration. It is a flowchart which shows operation | movement of the modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows operation | movement of the modification of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. In 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention, it is a time chart which shows the gradient of the deceleration when a driver is satisfied with respect to deceleration. In 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention, it is a time chart which shows the gradient of the deceleration when a driver is unsatisfactory with respect to deceleration.

Explanation of symbols

11 Engine 13 Automatic Transmission 17 A / T Hydraulic Control Device 18 Brake Device 19 Brake Hydraulic Control Device 20 ECU
DESCRIPTION OF SYMBOLS 21 Accelerator position sensor 27 Throttle opening sensor 28 Engine speed sensor 29 Vehicle speed sensor 30 Shift position sensor 31 Acceleration sensor 32 Brake operation amount sensor 33 Steering angle sensor 34 Direction indicator switch 35 Operation mode setting switch 36 Foot position sensor 50 Navigation Device 54 Position detection unit 55 Map database 56 Operation history recording unit 60 ECU
61 Corner detection unit 71 Camera 72 Road condition detection unit

Claims (7)

Means for detecting the road environment ahead of the vehicle;
Means for setting a target vehicle speed or a required deceleration based on the road environment;
Means for performing deceleration control of the vehicle based on the target vehicle speed or the required deceleration;
First correction means for correcting the target vehicle speed or the required deceleration when an operation member for reducing the vehicle speed of the vehicle is operated;
The deceleration control is executed deceleration pair to the driver the operation of the deceleration control before all of the necessary deceleration with respect to the front or the vehicle speed reaches the target vehicle speed is applied to the vehicle The driver's dissatisfaction that is less than the driver's dissatisfaction when operating the members. The positional relationship between the means for operating the driving force of the vehicle and the driver, the driver's steering gripping force, the driver's pulse And dissatisfaction detection / estimation means that can be detected or estimated based on at least one of the sweating amount of the driver ,
A vehicle deceleration control device comprising: a second correction unit that corrects the target vehicle speed or the necessary deceleration based on a detection or estimation result by the unsatisfaction detection / estimation unit. Means for detecting the road environment ahead of the vehicle;
Means for performing deceleration control of the vehicle in response to the road environment;
At least the driver's dissatisfaction with the deceleration by the deceleration control and the positional relationship between the means for operating the driving force of the vehicle and the driver, the driver's steering gripping force, the driver's pulse and the driver's sweating amount Dissatisfaction detection / estimation means for detecting or estimating based on either one of them,
A vehicle deceleration control device, wherein an output gradient of deceleration by the deceleration control is corrected based on a detection or estimation result by the dissatisfaction detection / estimation means. The vehicle deceleration control device according to claim 1 ,
The dissatisfaction detection / estimation means is configured such that the number of times the distance between the means for operating the driving force of the vehicle and the driver is a predetermined amount or more is a predetermined number of times or more. A vehicle deceleration control device that detects or estimates that there is a driver's dissatisfaction . Means for detecting the road environment ahead of the vehicle;
Means for performing deceleration control of the vehicle in response to the road environment;
First correction means for correcting deceleration of the deceleration control when an operation member for reducing the vehicle speed is operated;
Means for detecting or estimating the separation distance between the accelerator pedal and the driver;
Wherein when the distance between the accelerator pedal and the driver is a preset predetermined value or more, compared to the case wherein less than the predetermined value, is corrected by more size rather, and said first correction means The second correction is performed so that a deceleration smaller than the deceleration of the deceleration control or a deceleration having a larger output gradient is generated as the deceleration of the deceleration control as compared with a case where the deceleration is less than the predetermined value. Means and
Deceleration control apparatus for a vehicle, characterized in that it comprises a. Means for detecting the road environment ahead of the vehicle;
Means for performing deceleration control of the vehicle in response to the road environment;
First correction means for correcting deceleration of the deceleration control when an operation member for reducing the vehicle speed is operated;
Means for detecting or estimating that the accelerator pedal and the driver are separated;
Means for detecting or estimating the distance between the brake pedal and the driver;
Brake operation detecting means for detecting operation of the brake pedal;
When the driver's foot is away from the accelerator pedal, the operation of the brake pedal is not detected, and the distance between the brake pedal and the driver is less than a preset set value, set value or more in a rather more size than in the case, and as compared with the case above from the deceleration of the corrected the deceleration control by the first correction means is less than a small deceleration or the predetermined value, more output gradient Second correction means for correcting so that a large deceleration is generated as a deceleration of the deceleration control ;
Deceleration control apparatus for a vehicle, characterized in that it comprises a. The vehicle deceleration control device according to any one of claims 1 to 5,
The correction is performed in real time during execution of the deceleration control. The vehicle deceleration control device according to any one of claims 1 to 5,
The correction is performed at the time of the next deceleration control. A vehicle deceleration control device, characterized in that:

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