JP5011744B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle driving force control device, and in particular, a vehicle that controls the driving force of a vehicle based on a traveling environment parameter of the vehicle (including a corner in front of the vehicle, an ascending / descending slope, and an inter-vehicle distance from the preceding vehicle). The present invention relates to a driving force control device.

  A technique for controlling a driving force of a vehicle based on a traveling environment parameter of the vehicle is known. For example, in Japanese Patent Laid-Open No. 2000-179675 (Patent Document 1), shift points are set at branch points, corners, and the like of a travel path, and when it is determined that the vehicle has passed the shift point, gear shift preparation ( A technique for starting the invalid stroke filling of the hydraulic clutch is disclosed.

  In the technique of the above-mentioned Patent Document 1, regardless of the degree of bending of the corner, if the shift point is uniformly set with respect to the corner, in the case of a sharp corner, from that far away from the corner (at a relatively early timing). Despite the demand for deceleration, gear shifting is performed at the same distance from the corner, and the gear shifting timing is delayed in the case of a sharp corner. Further, if the shift point is set for each corner, the information amount of the shift point becomes enormous.

JP 2000-179675 A JP-A-2005-76763 JP 2000-145937 A

  When the driver's intention to decelerate (accelerator off, brake on, etc.) is detected, the speed reducer is based on the driving environment parameters of the vehicle (including, for example, the corner in front of the vehicle, the uphill / downhill, and the distance between the vehicle in front) There is known a technique for generating a deceleration by engagement or release by the engagement / release means. In this technique, since the driver's intention to decelerate is detected and the operation command for the speed reducer is issued, the driver is decelerated by detecting the intention to decelerate and then the engagement / release means is actually engaged or released. There will be a slight delay until this occurs.

  An object of the present invention is to provide a vehicle driving force control for generating a deceleration by engagement or release by an engagement / release means of a reduction gear based on a running environment parameter of the vehicle when a driver's intention to decelerate is detected. It is an object of the present invention to provide a vehicle driving force control device capable of suppressing a delay from when a driver's intention to decelerate is detected to when deceleration actually occurs.

The vehicle driving force control apparatus of the present invention actuates the transmission based on the deceleration intention of the driver when it is determined that it is necessary to operate the transmission as the deceleration device based on the running environment parameter of the vehicle In the vehicle driving force control device for generating deceleration, means for determining whether or not it is necessary to operate the speed reduction device based on the travel environment parameter of the vehicle, and means for detecting the driver's intention to decelerate when, wherein the transmission has a frictional engagement means is for generating a deceleration by engagement or disengagement of said frictional engagement means when activated as the speed reduction device, said means for determining when there it is determined that it is necessary to operate the transmission as before SL reduction gear, before said means for detecting detects the deceleration intention of the driver, the speed reduction device the frictional engagement means To the transmission is provided with means for shifting to the standby state immediately before the substantially operated, it is characterized in that.

  In the vehicle driving force control apparatus according to the present invention, the operation for shifting to the standby state is an operation for reducing the operating force of the friction engagement means for achieving the high speed stage of the transmission.

  In the vehicle driving force control apparatus according to the present invention, the operation for shifting to the standby state is an operation for increasing the operating force of the friction engagement means for achieving the low speed stage of the transmission.

  According to the vehicle driving force control device of the present invention, it is possible to suppress a delay from when the driver's intention to decelerate is detected until the actual deceleration is generated.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 10. The present embodiment is a vehicle driving force control device that generates a deceleration by engagement or release by an engagement / release means of a speed reducer based on a driving environment parameter of the vehicle when a driver's intention to decelerate is detected About. In the present embodiment, the traveling environment parameter of the vehicle is a corner in front of the vehicle, and the speed reduction device is a transmission.

  In the present embodiment, when it is determined that it is necessary to operate the speed reducer based on the driving environment parameter of the vehicle (step S20-Y in FIG. 1 described later), based on the driver's intention to decelerate (step S40). In the vehicle driving force control device that operates the speed reduction device to generate deceleration, the speed reduction device has an engagement / release means, and the engagement / release means is engaged when the speed reduction device is operated. When it is determined that it is necessary to operate the speed reduction device, the engagement / release means is put into a standby state immediately before the speed reduction device is substantially operated. The operation to be shifted (preparation operation for the operation of the reduction gear) is performed (step S30).

  As the configuration of the present embodiment, as will be described in detail below, means for detecting road shape information (corner R, distance from the vehicle to the corner) ahead of the vehicle, and the deceleration of the vehicle can be controlled. And an automatic brake actuator, an automatic transmission capable of downshift control, and the like, and at least one reduction device that generates deceleration by engagement or release (mechanical engagement).

  In FIG. 2, reference numeral 10 denotes a stepped automatic transmission, 40 denotes an engine, and 200 denotes a brake device. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration).

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and changes the switching state of the pattern select switch 117. And a signal from the navigation system device 95 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 123, and 90, signals from the switch 117, and signals from the navigation system device 95. The output port 135 is connected to the electromagnetic valve driving units 138a, 138b, 138c and the brake braking force signal line L1 to the brake control circuit 230. A brake braking force signal SG1 is transmitted through the brake braking force signal line L1.

  The ROM 133 stores in advance a program in which the operation (control step) shown in the flowchart of FIG. 1 is described and various maps, and stores a shift control operation (not shown). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The brake device 200 is controlled by a brake control circuit 230 that receives a brake braking force signal SG1 from the control circuit 130, and brakes the vehicle. The brake device 200 includes a hydraulic control circuit 220 and braking devices 208, 209, 210, and 211 provided on the wheels 204, 205, 206, and 207 of the vehicle, respectively. Each of the braking devices 208, 209, 210, and 211 controls the braking force of the corresponding wheels 204, 205, 206, and 207 when the hydraulic pressure is controlled by the hydraulic control circuit 220. The hydraulic control circuit 220 is controlled by the brake control circuit 230.

  The hydraulic control circuit 220 performs brake control by controlling the braking hydraulic pressure supplied to each braking device 208, 209, 210, 211 based on the brake control signal SG2. The brake control signal SG2 is generated by the brake control circuit 230 based on the brake braking force signal SG1. The brake braking force signal SG1 is output from the control circuit 130 of the automatic transmission 10 and input to the brake control circuit 230. The brake force applied to the vehicle during the brake control is determined by a brake control signal SG2 generated by the brake control circuit 230 based on various data included in the brake braking force signal SG1.

  The brake control circuit 230 is configured by a known microcomputer and includes a CPU 231, a RAM 232, a ROM 233, an input port 234, an output port 235, and a common bus 236. A hydraulic control circuit 220 is connected to the output port 235. The ROM 233 stores an operation for generating the brake control signal SG2 based on various data included in the brake braking force signal SG1. The brake control circuit 230 controls the brake device 200 (brake control) based on each input control condition.

  Next, the operation of the first embodiment will be described with reference to FIG.

[Step S10]
In step S10, the control circuit 130 checks the flag F. As a result, if the flag F is 0, the process proceeds to step S20, and if the flag F is 1 or 2, the process proceeds to step S40. When this control flow is executed, the flag F is initially 0, so the process proceeds to step S20.

[Step S20]
In step S20, the control circuit 130 determines whether or not deceleration control (corner control) corresponding to the corner in front of the vehicle is necessary. As a result of the determination, if it is determined that corner control is necessary (step S20-Y), the process proceeds to step S30. On the other hand, if it is not determined that corner control is necessary (step S20-N), this control flow is performed. Will be returned. Step S20 will be described with reference to FIGS.

  In FIG. 3, the control execution boundary line Lc, the required deceleration 401, the target turning vehicle speed Vreq, the road shape top view, the points P1 to P3 where the accelerator is OFF (the accelerator opening is fully closed), and the turning determination are performed. The point is shown.

  In FIG. 3, the vertical axis represents the vehicle speed, and the horizontal axis represents the distance, and the corner 402 ahead of the vehicle exists from point b to point d. Conventionally, the necessity of corner control has been determined based on, for example, the control execution boundary line Lc. In that determination, in FIG. 3, if the point where the driver's intention to decelerate is detected above the control execution boundary line Lc due to the relationship between the current vehicle speed and the distance to the entrance b of the corner 402, If it is determined that the corner control is necessary and it is positioned below the control execution boundary line Lc, it is determined that the corner control is unnecessary.

  Corresponding to the radius (or curvature) R405 of the corner 402 at a point a offset by a predetermined amount from the entrance b of the corner 402 in order to turn the corner 402 at a preset target lateral G (target lateral acceleration). It is necessary to decelerate to the target turning vehicle speed Vreq. In the above, the target lateral G is a target value indicating how much lateral G the vehicle should turn when turning the corner 402, and is a preset value of 0.3 to 0.4G.

The target turning vehicle speed Vreq [m / s] is obtained by the following equation 1.

  3, reference numeral 401-1 indicates the necessary deceleration when the vehicle speed and the distance to the corner 402 are at the position of the reference numeral P1 in FIG. 3, and reference numeral 401-2 indicates the position at which the vehicle speed and the distance to the corner 402 are the reference numeral P2. It shows the necessary deceleration when The necessary deceleration 401 is a point a before the entrance b of the corner 402 of the vehicle whose current vehicle speed is V (the entrance b when the driver's intention to decelerate is detected on the corner 402 side of the point a, and below. Similarly, the deceleration required to reach the target turning vehicle speed Vreq (required deceleration: target deceleration to be applied to the vehicle in corner control) is shown.

If the required deceleration 401 is Greqx, the following equation 2 is obtained.

  The control execution boundary line Lc is a relationship between the current vehicle speed and the distance to the point a (or the entrance b) just before the entrance b of the corner 402, and the required deceleration 401 is a predetermined deceleration due to normal braking. It is a line corresponding to the range that exceeds the value. In other words, the control execution boundary line Lc indicates that the required deceleration 401 is the point a (or the point a before the entrance b of the corner 402) (or unless the deceleration exceeding the deceleration by the normal braking set in advance is applied to the vehicle). This is a line corresponding to a range in which the target turning vehicle speed Vreq cannot be reached at the entrance b) (the corner 402 cannot turn at the target lateral G). That is, when the vehicle is positioned above the control execution boundary line Lc, in order to reach the target turning vehicle speed Vreq at the point a before the entrance b of the corner 402 (or the entrance b), the normal braking set in advance is set. It is necessary that the deceleration exceeding the deceleration due to is acting on the vehicle.

  Therefore, when the point where the driver's intention to decelerate is detected is positioned above the control execution boundary line Lc, corner control is executed, and the amount of brake operation by the driver is increased by increasing the deceleration. Even if it is not or the operation amount is relatively small (even if the foot brake is stepped on only a little), the target turning vehicle speed Vreq can be reached at the point a (or the entrance b) before the entrance b of the corner 402. I have to.

  FIG. 4 shows the relationship between the distance L from the current position of the vehicle to the point a (or the entrance b) just before the entrance b of the corner 402 and the required deceleration Greqx obtained according to the above equation 2. According to the above equation 2, since the term of the distance L is in the denominator, even if the current vehicle speed V is slightly over the target turning vehicle speed Vreq, as shown in FIG. When the distance L is small, the required deceleration Greqx approaches infinity. For this reason, in the region where the distance L is small, the required deceleration Greqx always exceeds the preset deceleration by normal braking, and thus is positioned above the control execution boundary line Lc.

  Thus, since the required deceleration Greqx has the above-mentioned tendency, in the region where the distance L is small, the vehicle speed at the point where the driver's intention to decelerate is detected is only slightly higher than the target turning vehicle speed Vreq. Even if it exists, it will always be located above control implementation boundary line Lc, and corner control is implemented. However, in reality, when the vehicle speed is only slightly higher than the target turning vehicle speed Vreq, corner control is unnecessary, and when the corner control is performed, the driver feels uncomfortable.

  As described above, even in a region where the distance L is small, even when the vehicle speed is only slightly higher than the target turning vehicle speed Vreq (thus, deceleration is not so necessary) (for example, the point P3 in FIG. 3). If the driver returns the accelerator (when the driver's intention to decelerate is detected), inconvenience may occur if corner control is performed. In this case, particularly when corner control is performed by downshifting the transmission, there is a response delay from when the downshift command is output due to the driver's accelerator being turned off until the actual shift is started. After entering the corner 402 (after turning around the point b), there is a high possibility that the gear shift is started. This is not preferable in terms of drivability.

  As shown in FIG. 4, in the region where the distance L is relatively large, the required deceleration Greqx does not become excessive with respect to the originally required value, so that the control execution set according to the required deceleration Greqx is performed. While there is no problem in determining whether corner control is necessary based on the boundary line Lc, in the region where the distance L is small, the required deceleration Greqx is an excessive value than the originally required value. Therefore, it can be seen that it is not preferable to determine whether or not corner control is necessary based on the control execution boundary line Lc set corresponding to the necessary deceleration Greqx.

  That is, it is not appropriate to determine whether or not corner control is necessary based on the control execution boundary line Lc set corresponding to only the necessary deceleration Greqx obtained according to the above equation 2, and the distance L is relative. In a very small region, the control execution boundary line Lc needs to be corrected. Further, conventionally, a reference other than the control execution boundary line Lc set corresponding to the required deceleration Greqx obtained according to the above equation 2 may be used as a reference for determining the necessity of corner control. Even in the reference, similarly to the control execution boundary line Lc (required deceleration Greqx), in the region where the distance L is small, it is determined that the corner control is necessary although the corner control is originally unnecessary. It was easy to do.

FIG. 5 is a diagram for explaining the operation of the first embodiment.
In FIG. 5, parts common to those in FIG. 3 are given the same reference numerals and description thereof is omitted.

  As shown in FIG. 5, in this embodiment, an additional control execution boundary line Ld is added in addition to the control execution boundary line Lc. The additional control execution boundary line Ld is set so as to be higher than the target turning vehicle speed Vreq and substantially independent of the distance L from the corner 402. That is, the additional control execution boundary line Ld is set to have a substantially constant value regardless of the change in the distance L from the corner 402. In this case, the additional control execution boundary line Ld may have a small gradient according to a change in the distance L from the corner 402.

  The purpose of providing the additional control execution boundary line Ld is that, as described above, in the region where the distance L is small, the required deceleration Greqx is calculated as a value close to infinity, so that the required deceleration Greqx is When the necessity of corner control is determined based on the corresponding control execution boundary line Lc, the corner control is performed even though the difference between the vehicle speed and the target turning vehicle speed Vreq is small to the extent that corner control is not necessary. This is to reduce the problem that it is determined that it is necessary (erroneous determination).

  Therefore, the additional control execution boundary line Ld is a case in which it is erroneously determined that corner control is necessary only because the distance L is small according to the control execution boundary line Lc. It may be set so that a case (at least a part of) a case where the difference between the vehicle speed and the target turning vehicle speed Vreq is small is excluded. Therefore, the additional control execution boundary line Ld is set so as to correspond to a range where the distance L is small and the difference between the vehicle speed and the target turning vehicle speed Vreq is small to the extent that corner control is not originally required.

  As a result, the additional control execution boundary line Ld is set so as to be less dependent on the distance L than the control execution boundary line Lc. You may have a small dependency on L. For example, even within the range where the distance L is small and the additional control execution boundary line Ld is set, the corner control is not necessary even if the difference between the vehicle speed and the target turning vehicle speed Vreq is larger as the distance L is larger. The additional control execution boundary line Ld can be set to have a downward slope in FIG. However, as long as the above object can be achieved, the additional control execution boundary line Ld may be set to have an upper right slope.

  Step S20 in FIG. 1 is performed as steps SA21 and SA22 in FIG.

[Step SA21]
In step SA31 of FIG. 6, the control circuit 130 sets a MAX select line (a line satisfying an AND condition) between the conventional control execution boundary line Lc and the additional control execution boundary line Ld as the specific control execution boundary line Le. The After step SA21, the process proceeds to step SA22.

[Step SA22]
In step SA22, the control circuit 130 determines whether or not corner control is necessary based on the specific control execution boundary line Le set in step SA21. In FIG. 5, if it is located above the specific control execution boundary line Le due to the relationship between the distance L to the corner 402 and the vehicle speed, it is determined that corner control is necessary, and below the specific control execution boundary line Le. If it is located, it is determined that corner control is unnecessary.

  In this example, since the accelerator opening is zero at the position of the reference sign P3 below the specific control execution boundary line Le, it is determined that corner control is unnecessary. On the other hand, for example, when the accelerator opening is made zero at the position of the reference symbol P4 above the specific control execution boundary line Le, it is determined that the corner control is necessary. If it is determined that the corner control is necessary, the process proceeds to step S30. If not, the control flow is reset.

[Step S30]
In step S30, the control circuit 130 starts gear shifting preparation. The gear change preparation is performed according to steps S301 to S304 in FIG. After step S30, step S40 is performed.

  In step S301, an input torque (engine torque) Te is obtained based on the throttle opening and the engine speed Ne (and torque converter characteristics). Next, in step S302, the shared torque of the clutch (friction engagement means) constituting the current gear stage and the corresponding hydraulic pressure are calculated (note that the friction coefficient of the clutch is a predetermined set value). Next, in step S303, the hydraulic pressure (operating force, operating pressure) level is lowered to the hydraulic pressure + α calculated in step S302 so that clutch slip does not occur. Next, in step S304, the low-side clutch is given a hydraulic pressure (actuating force) that is just before the clutch torque is generated, and is engaged. After step S304, the process returns to step S301, and the input torque Te that varies depending on the throttle opening and the vehicle speed is obtained again. As described above, the control preparation for the corner within the predetermined distance from the current point and the necessity of control are always monitored.

[Step S40]
In step S40, the control circuit 130 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal from the throttle opening sensor 114. If it is determined as a result of step S40 that the accelerator is in an OFF state, the process proceeds to step S45. When the accelerator is fully closed (step S40-Y), it is determined that the driver intends to decelerate, and the deceleration control of this embodiment is performed. On the other hand, if it is not determined that the accelerator is in the OFF state, the process proceeds to step S130. In this example, the accelerator opening is zero (fully closed) at the position indicated by reference numeral P3 in FIG.

[Step S45]
In step S45, the control circuit 130 determines the downshift destination gear stage based on the required deceleration Greqx (401). The required deceleration Greqx (401) is calculated based on the above formula 2. Vehicle characteristic data indicating the deceleration for each vehicle speed at each gear stage when the accelerator is OFF as shown in FIG. 8 is registered in advance in the ROM 133.

  Here, assuming that the required deceleration Greqx is −0.12 G and the output rotation speed of the output shaft 120 c of the automatic transmission 10 is 1000 [rpm], the output rotation speed is 1000 [ rpm] corresponds to the vehicle speed at the time of [rpm], and the shift speed at which the required deceleration Greqx is closest to −0.12G is the fourth speed. Thereby, in step S45, it is determined that the downshift destination gear stage is the fourth speed.

  In this example, the speed stage closest to the required deceleration Greqx is selected as the downshift destination speed stage, but the downshift destination speed stage is a deceleration that is equal to or lower than the required deceleration Greqx. In this case, a shift speed that is the closest to the required deceleration Greqx may be selected. Following step S45, step S50 is performed.

[Step S50] and [Step S60]
In step S50, a shift command to the downshift destination gear determined in step S45 is output. In this example, a shift command to the fourth speed is output. The shift command is output substantially simultaneously with the time when the accelerator is turned off (step S40-Y). Following step S50, step S60 is performed. In step S60, the flag F is set to 1. Following step S60, step S70 is performed.

[Step S70]
In step S70, the control circuit 130 determines whether or not the vehicle has entered the corner 402 (vehicle turning determination). The control circuit 130 makes the determination in step S70 based on the steering angle value, the lateral G size of the vehicle, and the like. Alternatively, the determination in step S <b> 70 is performed based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the entrance b of the corner 402. If the result of determination in step S70 is that entry has started to the corner 402, the process proceeds to step S80, and if not, this control flow is returned. In the control flow again, since the flag F is 1 (step S60, step S10-1), the process proceeds to step S40. If the accelerator is fully closed (step S40-Y), the condition of step S70 is Repeat until established.

[Step S80]
In step S80, the control circuit 130 regulates a new upshift. During cornering after entering the corner 402, the gear may be up-shifted to a higher gear than the gear associated with the downshift command output in step S50 (fourth speed in the above example). Be regulated. After step S80, the process proceeds to step S90.

[Step S90]
In step S90, the control circuit 130 determines whether or not the vehicle has exited the corner 402. The control circuit 130 determines whether or not the vehicle has escaped from the corner 402 based on the steering angle value or the lateral G acting on the vehicle. Alternatively, the determination in step S90 is performed based on data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the exit d of the corner 402. If it is after exiting the corner 402 as a result of the determination in step S90, the process proceeds to step S110, and if not, the process proceeds to step S100.

  Since the vehicle has not escaped from the corner 402 at the first stage when the control flow is performed (step S90-N), the flag F is set to 2 in step S100, and the control flow is reset. In the control flow again, since the flag F is 2 (step S10-2), when the accelerator is fully closed (step S40-Y), the new upshift remains restricted (step S80). The process is repeated until the condition of step S90 is satisfied. If the condition of step S90 is satisfied (step S90-Y), the process proceeds to step S110.

[Step S110]
In step S110, the control circuit 130 cancels the shift restriction. As a result, the upshift restriction performed in step S80 is released. Following step S110, step S120 is performed.

[Step S120]
In step S120, the control circuit 130 sets the flag F to 0. Following step S120, the control flow is reset.

[Step S130] to [Step S180]
If the accelerator is not fully closed (step S40-N), a gearshift preparation end command started in step S30 is output (step S130). Thereafter, the flag F is checked. If the flag F is 1, it is determined whether or not the vehicle has entered the corner (step S150). If the flag F is 2, it is determined whether or not the corner has been completed. (Step S160). When the flag F is 0, this control flow is returned when a negative determination is made at step S150 or step S160. If the determination in step S150 is affirmative, the process proceeds to step S160. If the determination in step S160 is affirmative, the shift restriction is released (step S170), and the flag F is cleared and reset (step S180).

  Next, the effect of this embodiment is demonstrated with reference to FIG.9 and FIG.10.

  FIG. 9 shows the operation in the prior art, and FIG. 10 shows the operation according to the present embodiment. As shown in FIG. 9, in the prior art, after detecting the driver's intention to decelerate (accelerator off) at time C, the high gear clutch hydraulic pressure (operating force) 601 starts to decrease and the low gear clutch hydraulic pressure (operating force) 602 increases. Therefore, the shift starts at a time delayed by at least a predetermined time t1 from the time C, and a sense of response delay cannot be avoided.

  On the other hand, in this embodiment, as shown in FIG. 10, when it is determined that corner control is necessary at time A (step S20-Y), preparation for gear shifting is started from time A (step S30, steps S301 to S301). In step S304), near the time point B, the high gear clutch hydraulic pressure (operating force) 701 is maintained at the hydraulic level in step S303, and the low gear clutch hydraulic pressure (operating force) 702 is maintained at the hydraulic level in step S304. Can be started (a state immediately before deceleration occurs). When the accelerator is turned off at time C (step S40-Y, step S45, step S50), the actual speed change starts immediately. As a result, according to the present embodiment, it is possible to minimize the delay from the detection of the driver's intention to decelerate until the actual deceleration is generated.

  In FIG. 10, gear shifting preparation is described as the high gear clutch hydraulic pressure 701 is maintained at the hydraulic pressure level in step S303 and the low gear clutch hydraulic pressure 702 is maintained at the hydraulic pressure level in step S304. When it is difficult to hold accurately, it may not be held accurately at the same level. For example, the low gear clutch may be pulled (a state where a slight deceleration occurs). That is, in preparation for gear shifting, the clutch hydraulic pressure may be made to stand by in a state substantially immediately before the actual gear shifting is started.

  In the above-described embodiment, corner control has been described as an example. However, control for generating a deceleration corresponding to the traveling environment parameter of the vehicle of the present invention is not limited to corner control. For example, it can be applied to follow-up control for making the positional relationship appropriate based on the inter-vehicle distance with the vehicle ahead of the host vehicle, and downhill road control performed when the road surface on which the vehicle travels is a downhill road. is there. Further, in the present embodiment, the accelerator off is described as an example of the driver's intention to decelerate, but the present invention is not limited to the accelerator off, and the brake may be on.

  In the above-described embodiment, the transmission 10 is used as a reduction device that generates a deceleration by engagement / release of the engagement / release means. However, the brake device 200 may be used instead of the transmission 10. Good. In this case, instead of the gear shift preparation in step S30 in FIG. 1, the hydraulic pressure of the brake brake of the brake device 200 is raised, and the standby state immediately before the brake braking force is generated (the hydraulic clutch is disabled). Brake preparation is performed, and a brake control command is output in place of the shift command in step S50. As a result, it is possible to minimize the delay from the detection of the driver's intention to decelerate until the actual deceleration is generated.

  Further, the engagement / release means is not limited to one in which the engagement or release is performed mechanically. For example, the present embodiment can be applied to an electromagnetic clutch such as an electromagnetic clutch that is engaged or released electromagnetically by controlling the operating force.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating operation | movement of the conventional vehicle driving force control apparatus. In 1st Embodiment of the vehicle driving force control apparatus of this invention, it is a graph which shows the relationship between required deceleration and the distance to a corner. It is a figure for demonstrating operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows other operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows further operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the deceleration for every vehicle speed of each gear stage in 1st Embodiment of the vehicle driving force control apparatus of this invention. It is a time chart for demonstrating operation | movement of the conventional vehicle driving force control apparatus. It is a time chart for demonstrating operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 114 Throttle opening sensor 116 Engine speed sensor 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
200 Brake device 230 Brake control circuit 401 Required deceleration 402 Corner 405 Corner R
601 High gear clutch hydraulic pressure 602 Low gear clutch hydraulic pressure 701 High gear clutch hydraulic pressure 702 Low gear clutch hydraulic pressure Greqx Required deceleration Vreq Target turning vehicle speed L Distance to corner Lc Control execution boundary line Ld Additional control execution boundary line Le Specific control execution boundary line L1 Brake braking force Signal line SG1 Brake braking force signal SG2 Brake control signal

Claims (3)

Vehicle driving force control for generating deceleration by operating the transmission based on the driver's intention to decelerate when it is determined that it is necessary to operate the transmission as a decelerator based on the driving environment parameter of the vehicle In the device
Means for determining whether it is necessary to operate a speed reducer based on a traveling environment parameter of the vehicle;
Means for detecting the driver's intention to decelerate,
The transmission has a frictional engagement means, by engagement or disengagement of said frictional engagement means when activated as the speed reduction device is intended to generate a deceleration,
When said means for determining determines that it is necessary to operate the transmission as before SL reduction gear, before said means for detecting detects the deceleration intention of the driver, the speed reduction of the frictional engagement means Means for shifting to a standby state immediately before the transmission substantially operates as a device;
A driving force control apparatus for a vehicle. The vehicle driving force control device according to claim 1 ,
The operation for shifting to the standby state is an operation for reducing the operating force of the friction engagement means for achieving the high speed stage of the transmission. The vehicle driving force control device according to claim 1 ,
The operation for shifting to the standby state is an operation for increasing the operating force of the friction engagement means for achieving the low speed stage of the transmission.

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