JP5028771B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle driving force control device, and more particularly, to a vehicle driving force control device that controls a driving force of a vehicle based on a traveling environment of the vehicle such as a corner bending degree or a road gradient.

  When controlling the driving force of a vehicle based on the driving environment of the vehicle such as the degree of corner bending (corner size, corner radius or corner curvature) or road gradient, the shift stage of the automatic transmission is downshifted. There are known techniques for applying a deceleration to the vehicle by applying a deceleration caused by the engine braking force to the vehicle or operating an automatic brake.

  For example, Japanese Laid-Open Patent Publication No. 2002-122225 (Patent Document 1) discloses road surface inclination information related to an inclination of a vehicle traveling path detected in an automatic transmission for a vehicle that performs shift control of an automatic transmission. Road surface inclination detecting means for outputting the vehicle surface, the road surface bending detecting means for detecting the bending of the vehicle traveling road and outputting the bending information related to the bending, and the actual curve information and road surface inclination information from the shift map stored in advance. There is disclosed an apparatus including shift control means for determining a shift of the automatic transmission based on the shift and switching a gear stage so that the determined shift is performed.

JP 2002-122225 A

  When the driving force of a vehicle is controlled based on the traveling environment of the vehicle, the traveling environment of the vehicle cannot be accurately grasped, and as a result, the deceleration may be excessive or insufficient. Hereinafter, an example will be described, but the present invention is not limited to this example.

  When driving force control (including so-called corner control) is performed in the vehicle driving force control device, for example, the degree of corner bending is determined based on map data stored in the navigation system device. However, the corner bending degree indicated in the map data may differ from the actual corner bending degree. In that case, if driving force control is performed based on the degree of corner bending shown in the map data, the deceleration may be excessive or insufficient. For example, when the actual corner bending degree is larger than the corner bending degree shown in the map data, the deceleration is insufficient, and the side G of the vehicle during corner turning is set to the target value (the target side G).

  Moreover, in the current vehicle driving force control device, for example, the road gradient ahead cannot be accurately grasped, and therefore the driving force based on the road gradient at the point where the driver's intention to decelerate (eg, accelerator off) is detected. Control (including so-called uphill / downhill control and corner control) is performed. In this case, if the road gradient changes ahead of the point where the driver's intention to decelerate is detected, the deceleration may be excessive or insufficient. For example, after a driver's intention to decelerate is detected and deceleration is applied, the deceleration is insufficient if the vehicle approaches a downhill road, and the actual vehicle speed (or target acceleration) is higher than the target vehicle speed assumed on the control device side. The vehicle speed (or acceleration) increases (in the case of corner control, the lateral G of the vehicle that is turning corners is greater than the target lateral G).

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle driving force control device capable of giving a more suitable deceleration when controlling the driving force of a vehicle based on the driving environment of the vehicle such as a corner bending degree or a road gradient. Is to provide.

The vehicle driving force control device of the present invention is a vehicle driving force control device that controls the driving force of a vehicle based on a corner in front of the vehicle, and is a target value of a vehicle travel parameter corresponding to the corner in front of the vehicle. Target value setting means for setting the vehicle and parameter detection means for detecting an actual vehicle travel parameter when the vehicle travels in a corner in front of the vehicle, and the difference between the target value of the vehicle travel parameter and the actual vehicle travel parameter Alternatively, a frequency at which a ratio between the target value of the vehicle travel parameter and the actual vehicle travel parameter is equal to or greater than a preset value is detected, and the next front corner of the vehicle is traveled based on the frequency. The control amount of the driving force is changed, and the vehicle travel parameter is a lateral G of the vehicle or a vehicle speed.

In the vehicle driving force control apparatus of the present invention, the change in the control amount of the driving force is a change in the target deceleration .

In the vehicle driving force control apparatus according to the present invention, the control amount of the driving force when traveling the same corner in front of the vehicle next time based on an operation for changing the driving force of the vehicle executed by the driver. It is characterized by changing.

In the vehicular driving force control device according to the present invention, the amount of control of the driving force is set when the vehicle travels the same corner in front of the vehicle next time based on an operation of changing the driving force of the vehicle executed by the driver. A change amount of the control amount when changing is set.

  In the vehicle driving force control apparatus according to the present invention, the operation for changing the driving force of the vehicle is any one of a brake operation and an accelerator operation.

According to the vehicle driving force control apparatus of the present invention, when controlling the driving force of the vehicle based on the degree of bend physician corner, it becomes possible to impart more suitable deceleration.

  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 5. The present embodiment relates to a vehicle driving force control device that performs deceleration control (corner control) by shifting a transmission based on information about a corner in front of the vehicle.

  The vehicle driving force control device of the present embodiment controls the deceleration by downshifting the transmission with respect to the corner in front of the vehicle, and the actual lateral G (turn G) when the vehicle turns. And the correction of the magnitude of the deceleration based on the comparison of the target lateral G.

  As described in detail below, the configuration of the present embodiment includes a deceleration control means that can control the deceleration of the vehicle (a transmission that can change a gear stage or a gear ratio, or a braking force control means (a brake or an MG). Device)), destination road condition detection means for detecting the destination road condition (degree of corner bending, distance to the corner entrance, etc.), deceleration intention detection means for detecting the driver's deceleration intention, and destination road condition detection Means for controlling the deceleration control means based on the detection results of the means and the deceleration intention detection means, means for detecting the actual lateral G at the cornering (turning) of the vehicle, and the actual lateral G and lateral G targets It is premised on a deceleration changing means for comparing values (target lateral G) and controlling the deceleration control means based on the comparison result.

  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 six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, 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, 122, 123, 90 described above, 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 operations (control steps) shown in the flowchart of FIG. 1 are described, and a shift map for shifting the shift stage of the automatic transmission 10 and a shift control operation (not shown). ) Is stored. 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.

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

  The operation of this embodiment is executed for each corner. Lateral G data is acquired when the vehicle has cornered a predetermined number of samples for the same corner, and based on the lateral G data, the deceleration given when driving the corner from the next time onward is calculated. The size is changed.

  For example, the operation of the present embodiment is performed on a corner where the traveling frequency is high, such as a driver's commuting route, so that a more suitable deceleration is given when traveling the corner from the next time onward. And drivability is improved.

  As information indicating the degree of bending (size) of the corner, the corner radius and the corner curvature can be considered. In the following description, the corner curvature can be used in place of the corner radius R instead of the corner radius R.

  FIG. 3 is a chart for explaining the deceleration control of the present embodiment. FIG. 3 shows the control execution boundary L, the target deceleration 401, the target turning vehicle speed Vreq, the road shape top view, and the points a and b where the accelerator is OFF (the accelerator opening is fully closed).

[Step S10]
In step S10, 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 S10 that the accelerator is in an OFF state, the process proceeds to step S20. When the accelerator is fully closed (step S10-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 S215. As described above, in FIG. 3, the accelerator opening is set to zero (fully closed) at the position (time point) a or b.

[Step S20]
In step S20, the control circuit 130 checks the flag F. As a result, if the flag F is 0, the process proceeds to step S30, if the flag F is 1, the process proceeds to step S50, and if the flag F is 2, the process proceeds to step S80. When this control flow is executed, the flag F is initially 0, so the process proceeds to step S30.

[Step S30]
In step S30, the control circuit 130 determines whether or not the present control is necessary based on, for example, the control execution boundary line L. In the determination, in FIG. 3, if it is located above the control execution boundary line L due to the relationship between the current vehicle speed and the distance to the entrance 403 of the corner 402, it is determined that this control is necessary, and the control execution boundary line If it is positioned lower than L, it is determined that this control is unnecessary. As a result of the determination in step S30, if it is determined that this control is necessary, the process proceeds to step S40. If it is determined that this control is not necessary, this control flow is returned.

  The control execution boundary line L is a relationship between the current vehicle speed and the distance to the point c just before the entrance 403 of the corner 402, unless a deceleration exceeding a preset deceleration by normal braking acts on the vehicle. This is a line corresponding to a range in which the target turning vehicle speed Vreq cannot be reached at the point c before the entrance 403 of the corner 402 (the corner 402 cannot turn at the desired turning G (target lateral G)). That is, when the vehicle is positioned above the control execution boundary L, in order to reach the target turning vehicle speed Vreq at the point c before the entrance 403 of the corner 402, the deceleration by the normal braking set in advance is exceeded. It is necessary for the deceleration to act on the vehicle.

  Therefore, when the vehicle is positioned above the control execution boundary line L, deceleration control corresponding to the degree of corner bending according to the present embodiment is executed (step S40), and the driver increases the braking speed by increasing the deceleration. Even if there is no operation amount 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 a point c before the entrance 403 of the corner 402. Yes.

  As the control execution boundary line L of the present embodiment, a control execution boundary line used for shift point control corresponding to a conventional general corner R can be applied as it is. The control execution boundary line L is created by the control circuit 130 based on data indicating the radius (R) 405 of the corner 402 and the distance to the corner, which are input from the navigation system device 95.

  In the present embodiment, in FIG. 3, the time points corresponding to the symbols a and b at which the accelerator opening is zero are located above the control execution boundary line L, so that it is determined that this control is necessary (step S30). -Y), go to step S40.

[Step S40]
In step S40, the control circuit 130 determines the target deceleration and target shift speed, and outputs a shift command to the target shift speed. Hereinafter, the determination of the target deceleration will be referred to as A term, the determination of the target shift speed as B term, and the output of the shift command to the target shift speed as C term. In the following description, it is assumed that the accelerator opening is zero at point b.

A. Determination of Target Deceleration First, the target deceleration is calculated by the control circuit 130. The target deceleration is a deceleration required to turn the other corner at a predetermined desired turning G (target lateral G) (to enter the corner at a desired vehicle speed Vreq). In FIG. 3, the target deceleration is indicated by reference numeral 401.

  In FIG. 3, the horizontal axis indicates the distance. As shown in the “top view of the road shape”, the far corner 402 exists from the point 403 to the point 404. A radius of curvature (or curvature) R405 of the corner 402 at a point c that is offset by a predetermined amount from the entrance 403 of the corner 402 in order to turn the corner 402 at a predetermined desired turning G (target lateral G). Needs to be reduced to the target turning vehicle speed Vreq. That is, the target turning vehicle speed Vreq is a value corresponding to R405 of the corner 402.

  In order to decelerate from the vehicle speed at the location b where the accelerator is determined to be fully closed in step S10 to the target turning vehicle speed Vreq required at the point c just before the entrance 403 of the corner 402, the target deceleration 401 is indicated. Such deceleration is required. The control circuit 130 is based on the current vehicle speed input from the vehicle speed sensor 122, the distance from the current position to the entrance 403 of the corner 402 (point c before) and the R405 of the corner 402, which are input from the navigation system device 95. The target deceleration 401 is calculated.

In calculating the target deceleration 401, first, the target turning vehicle speed Vreq of the corner 402 is calculated. The control circuit 130 calculates a radius of curvature R405 of the corner 402 based on the map information of the navigation system device 95. Next, the control circuit 130 obtains the distance L to the point c just before the entrance 403 of the corner 402 at the current point b and the current vehicle speed V based on the signal input from the navigation system device 95. Next, the control circuit 130 obtains the vehicle speed (target turning vehicle speed Vreq) at a point c just before the entrance 403 of the corner 402 based on the preset target lateral G and the radius of curvature R405 of the corner 402. The control circuit 130 obtains the target turning vehicle speed Vreq [m / s] from the following equation (1).

Next, the target deceleration 401 is calculated by the control circuit 130. The control circuit 130 reduces the target based on the distance L from the current position b to the point c just before the entrance 403 of the corner 402, the vehicle speed V at the current position b, and the target turning vehicle speed Vreq at the point c. The speed 401 is obtained. Assuming that the target deceleration 401 is Greqx, the target deceleration Greqx is obtained by the following equation (2).

  In step S40, if it is determined that there is no corner ahead based on the data input from the navigation system device 95 by the control circuit 130, the target deceleration is not obtained.

B. Next, the control circuit 130 obtains the gear stage (target gear stage) to be selected in the gear shift control based on the target deceleration 401 obtained above. Vehicle characteristic data indicating the deceleration G for each vehicle speed at each gear position when the accelerator is OFF as shown in FIG. 4 is registered in advance in the ROM 133.

  Here, assuming that the output rotational speed is 1000 [rpm] and the target deceleration is −0.12 G, in FIG. 4, it corresponds to the vehicle speed when the output rotational speed is 1000 [rpm], and It can be seen that the shift speed that is the closest to the target deceleration of -0.12G is the fourth speed. Thereby, in the case of the above example, the target shift speed is determined to be the fourth speed.

  In this case, the gear stage that has the closest deceleration to the target deceleration is selected as the target gear stage. However, the target gear stage is a deceleration that is equal to or less than (or more than) the target deceleration. You may select the gear stage which becomes near deceleration. Further, in the above description, the target shift speed is obtained by comparing the engine brake of each shift speed and the target deceleration. Instead of obtaining the target shift speed, for example, the target shift speed is obtained according to the target deceleration. You may obtain | require based on the map (not shown) set beforehand.

C. Next, the control circuit 130 outputs the shift command related to the target shift speed determined above. That is, a downshift command (shift command) is output from the CPU 131 of the control circuit 130 to the solenoid valve driving units 138a to 138c. In response to the downshift command, the solenoid valve driving units 138a to 138c energize or de-energize the solenoid valves 121a to 121c. As a result, the automatic transmission 10 performs a shift instructed by the downshift command.

  When the downshift command is determined by the control circuit 130 at the location (time point) corresponding to the symbol b in FIG. 3 that there is a need to downshift as the shift point control of this embodiment (step S30-Y), at the same time. Is output at (time corresponding to b). Thereby, from the time corresponding to b, the automatic transmission 10 starts a downshift operation toward the target shift speed (fourth speed in the above example) determined as described above. The force increases, and the deceleration acting on the vehicle from the location (time point) b increases. Step S50 is executed after step S40.

[Step S50]
In step S50, the control circuit 130 determines whether or not the vehicle has entered the corner 402 (vehicle turning determination). The control circuit 130 performs the determination in step S50 based on the size of the lateral G of the vehicle. Alternatively, the determination in step S50 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 entrance 403 of the corner 402. As a result of the determination in step S50, if it is after entering the corner 402, the process proceeds to step S60, and if not, the process proceeds to step S170.

  In the first stage in which this control flow is implemented, since the vehicle has not entered the corner 402 (step S50-N), the process proceeds to step S170.

[Step S170]
In step S170, the flag F is set to 1 and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 1 (step S20-1), the process proceeds to step S50 and is repeated until the condition of step S50 is satisfied. It is.

[Step S60]
In step S60, the control circuit 130 regulates a new upshift. During cornering after entering the corner 402, the gear may be upshifted to a higher gear position than the target gear position (fourth speed in the above example) related to the downshift command output in step S40. Be regulated. Normally, even in a shift point control for a general corner, an upshift during cornering after entering the corner is prohibited. After step S60, the process proceeds to step S70.

[Step S70]
In step S <b> 70, the control circuit 130 starts acquisition of actual lateral G (actual lateral G) data when the vehicle enters the corner 402. As described above, since the operation of the present embodiment is performed for each corner, the lateral G data when the vehicle enters the corner 402 is acquired every time the vehicle travels the same corner 402. After step S70, step S80 is executed.

[Step S80]
In step S80, the control circuit 130 determines whether or not the vehicle is cornering the corner 402. The control circuit 130 determines whether or not the vehicle is cornering the corner 402 based on the lateral G acting on the vehicle. Alternatively, based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the exit 404 of the corner 402, the determination in step S80 is performed. If it is determined in step S80 that the corner 402 is being cornered, the process proceeds to step S180. Otherwise, the process proceeds to step S90.

  Since the vehicle is cornering the corner 402 at the first stage in which this control flow is performed (step S80-Y), the flag F is set to 2 in step S180, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 2 (step S20-2), the process proceeds to step S80, and a negative determination is made in step S80. Repeat until. If a negative determination is made in step S80 (step S80-N), the process proceeds to step S90.

[Step S90]
In step S90, the shift restriction is canceled by the control circuit 130. As a result, the upshift restriction performed in step S60 is released. Following step S90, step S100 is performed.

[Step S100]
In step S100, the control circuit 130 compares the actual lateral G gained in step S70 for the cornering that has just been performed with the preset target lateral G value. It is determined whether or not it is greater than a set predetermined value. As a result of the determination, if it is determined that the target lateral G is greater than the actual lateral G for the cornering that has just been performed, the process proceeds to step S110; otherwise, the process proceeds to step S190.

[Step S110]
In step S110, the counter N1 is incremented and 1 is added. After step S110, step S120 is performed.

[Step S190]
In step S190, the control circuit 130 compares the actual lateral G gained in step S70 for the cornering that has just been performed with the preset target lateral G value. It is determined whether or not the set value is smaller than the set value. As a result of the determination, if it is determined that the target lateral G is less than the set value than the actual lateral G for the cornering that has just been performed, the process proceeds to step S200, and if not, the process proceeds to step S210.

[Step S200] and [Step S210]
In step S200, the counter N2 is incremented and 1 is added. In step S210, the counter N3 is incremented and 1 is added. After step S200 or step S210, the process proceeds to step S120.

[Step S120]
In step S120, it is determined whether or not the total value of the counter N1, the counter N2, and the counter N3 is equal to or greater than a predetermined number of samples N4. As a result of the determination, if the total value of the counter N1, the counter N2, and the counter N3 is equal to or greater than the predetermined number of samples N4, the process proceeds to step S130. Otherwise, the process proceeds to step S160.

[Step S130]
In step S130, the control circuit 130 determines whether or not the deceleration needs to be changed. Here, whether or not the deceleration needs to be changed can be determined by the following determination method, for example. That is, the value of the counter N1 / (total value of the counter N1, the counter N2, and the counter N3) exceeds a preset threshold value or the counter N2 / (total value of the counter N1, the counter N2, and the counter N3) When the value exceeds a preset reference value, it is determined that the deceleration needs to be changed. Otherwise, it is determined that the deceleration does not need to be changed. Whether or not the deceleration needs to be changed may be determined by a method other than the above determination method. As a result of the determination in step S130, if it is determined that the deceleration needs to be changed, the process proceeds to step S140, and if not, the process proceeds to step S150.

[Step S140]
In step S140, the control circuit 130 changes the deceleration. In step S140, based on the value of counter N1 / (total value of counter N1, counter N2 and counter N3) or counter N2 / (total value of counter N1, counter N2 and counter N3), the deceleration Make a change.

  For example, when the total value of the counters N1, N2, and N3 is 10, the counter N1 is 9, and the counter N3 is 1, there is clearly a frequency that the actual lateral G is greater than the target lateral G by a predetermined value or more. Since it is determined that the deceleration is insufficient, correction for increasing the deceleration is performed in the subsequent control.

  On the other hand, for example, when the total value of the counters N1, N2, and N3 is 10, the counter N2 is 8, and the counter N3 is 2, the actual lateral G is clearly more than the set value than the target lateral G. Since the low frequency is high and it is determined that the deceleration is excessive, correction for decreasing the deceleration is performed in the next and subsequent controls. Following step S140, step S150 is performed.

[Step S150] and [Step S160]
In step S150, the values of the counter N1, the counter N2, and the counter N3 are reset to 0. Next, in step S160, the flag F is reset to zero. Next, this control flow is reset.

[Step S215] to [Step S280]
When the accelerator is not fully closed (step S10-N), the acquisition of the lateral G data is stopped (step S215). As a result, the acquisition of the lateral G data started in step S70 is stopped. Note that if the acquisition of the lateral G data has not been started, it remains as it is. Next, the flag F is checked (step S220), and if the flag F = 0, that is, before the deceleration control of this embodiment is started, this control flow is returned.

  If it is determined in step S220 that the flag F is 1 as a result of checking the flag F, it is determined whether or not the vehicle has entered the corner as in step S50 (step S230). When the vehicle has not entered the corner, the control flow is reset. When the vehicle has entered the corner, the upshift is restricted as in step S60 (step S240), and then the process proceeds to step S250.

  In step S220, if flag F = 2 as a result of checking the flag F, it is determined whether or not cornering is in progress as in step S80 (step S250). After the flag F is set to 2, the present control flow is reset, and when cornering is completed, the upshift restriction is canceled as in step S90 (step S260). Thereafter, the flag F is reset to 0, and this control flow is returned.

  In the step S70, the lateral G data is acquired, and the node on the road to be compared with the target lateral G in the step S100 can be variously selected. For example, when calculating the target deceleration when the accelerator is fully closed, the node having the largest target deceleration can be selected. Further, a total of three nodes including one node before and after the node can be selected. In the latter case, the number of judgments in step S100 and step S190 and the counters N1 to N4 are required corresponding to the number of nodes.

  Moreover, the change of the deceleration in step S140 can be specifically performed as follows. When the frequency of the counter N1 is high and it is determined that the deceleration is insufficient, the value of the target lateral G in Equation 1 is decreased for the node where the target lateral G and the actual lateral G are compared. Thereby, the target turning vehicle speed Vreq is set to a relatively small value. Therefore, the value of the target deceleration Greqx is set to a relatively large value based on Equation 2 above. This eliminates the lack of deceleration. In this case, how small the value of the target lateral G can be set according to the difference between the actual lateral G and the target lateral G in the determination of step S100.

  On the other hand, when it is determined that the frequency of the counter N2 is high and the deceleration is excessive, the value of the target lateral G in Equation 1 is increased for the node where the target lateral G and the actual lateral G are compared. Thereby, the target turning vehicle speed Vreq is set to a relatively large value, and the value of the target deceleration Greqx is set to a relatively small value. Thereby, excessive deceleration is eliminated. In this case, how much the value of the target lateral G is increased can be set according to the difference between the actual lateral G and the target lateral G in the determination in step S190. Note that when the frequency of the counter N3 is high, the operation for changing the deceleration is not performed.

  When changing the deceleration, the value of the target lateral G can be set according to the ratio of the actual lateral G and the target lateral G instead of the difference between the actual lateral G and the target lateral G. Alternatively, the target lateral G can be changed by a predetermined amount regardless of the difference or ratio between the actual lateral G and the target lateral G. Furthermore, the change of the deceleration is not limited to the change of the value of the target lateral G, and the magnitude of the deceleration finally given to the vehicle can be directly changed.

  According to this embodiment described above, the following effects can be obtained.

  In corner control, the actual lateral G when the vehicle corners is compared with the target lateral G, and if the difference between the two is high, it is determined that the deceleration is inappropriate, Correct the deceleration. From this, it is possible to give a more suitable deceleration when controlling the driving force of the vehicle based on the traveling environment of the vehicle such as a corner bending degree or a road gradient.

  In FIG. 4, the horizontal axis indicates the position on the road. In the figure, solid lines (reference numerals 501, 503 to 505) indicate characteristics at normal times, and broken lines (reference numerals 701, 703 to 705) indicate characteristics when the deceleration is excessive. Chain lines (reference numerals 601, 603 to 605) indicate characteristics when the deceleration is insufficient. Various factors can be considered as factors that make the deceleration inappropriate. Here, a case where the degree of corner bending assumed on the control device side is wrong will be considered.

  Reference numeral 501 indicates a road shape (overhead view) of a corner. Reference numeral 502 indicates an accelerator opening. When the accelerator opening 502 is fully closed at time point A (step S10-Y in FIG. 1), the target deceleration and the target gear stage 503 are obtained based on the degree of bending of the corner 501, and the target A shift command to the gear stage 503 is output (step S40). As a result, the deceleration 504 acts on the vehicle, and the lateral G505 when the corner 501 is cornered becomes the preset target lateral G value.

  On the other hand, for example, when the corner 501 is mistakenly recognized as the corner 601 having a smaller bending degree than the actual bending degree, the target deceleration is obtained as a relatively small value, and the target gear stage 603 is The value is calculated as a value relatively higher than the target gear stage 503 (step S40). As a result, a deceleration 604 that is deficient than the truly required deceleration 504 acts on the vehicle, and the lateral G605 when the corner 501 is cornered becomes larger than the preset target lateral G505.

  In this case, in the present embodiment, the actual lateral G605 and the target lateral G505 are compared at the node H where the target deceleration is maximum, and the difference ΔG is equal to or greater than a predetermined value (step S100-Y). Therefore, since the frequency exceeding the predetermined value is increased (step S120-Y), the deceleration from the next time is increased (step S140). Specifically, for example, the deceleration is increased and corrected so that the target lateral G from the next time is reduced by ΔG or a value depending on ΔG.

  In the first embodiment, it is determined whether or not the deceleration needs to be changed after acquiring the lateral G data for a predetermined number of samples (steps S120 and S130), but after securing the predetermined number of samples. It is not essential to determine whether or not it is necessary to change the deceleration. It is also possible to determine whether or not it is necessary to change the deceleration based on a single comparison between the lateral G data and the target lateral G.

(First modification of the first embodiment)
In step S100 and step S190 of the first embodiment, the actual lateral G and the target lateral G are compared. In this modification, instead of these comparisons, the actual vehicle speed and the target turning vehicle speed (target vehicle speed) are compared. Or a comparison between the actual acceleration and the target acceleration.

  In the first embodiment, the case where the deceleration is inappropriate as a result of calculating the corner bending degree as a value different from the actual value has been described. However, the deceleration is not effective due to other factors. The present embodiment is effective for appropriate cases. For example, in a case where the road gradient ahead is different from the road gradient at the point where the driver's intention to decelerate is detected, the actual vehicle speed (or actual acceleration) and the target vehicle speed (or target acceleration) assumed on the control device side And the deceleration from the next time can be corrected based on the comparison result.

(Second modification of the first embodiment)
In the node (reference numeral H in FIG. 4) for comparing the actual lateral G and the target lateral G, the actual lateral G is larger than the target lateral G, and the difference between the two is equal to or greater than a predetermined value, and thereafter If the driver performs an operation to add a deceleration such as a foot brake operation or a manual downshift operation, the deceleration is surely insufficient. Therefore, in the present modification, the presence or absence of an operation for adding deceleration by the driver is considered in determining whether or not the deceleration needs to be changed in step S130. According to this, the provision of the deceleration more suitable for the driver is surely performed.

  Further, when the driver performs an operation for adding a deceleration, the actual lateral G decreases accordingly, so that the difference between the actual lateral G and the target lateral G is equal to or greater than a predetermined value set in advance. It is possible to set a low threshold value (the predetermined value) in the determination (step S100). That is, in that case, in addition to the case where the difference between the actual lateral G and the target lateral G described in the first embodiment is not less than a predetermined value set in advance, the difference between the actual lateral G and the target lateral G is Since the counter N1 is also incremented when the driver performs an operation to add a deceleration, the counter N1 is incremented (step S110), the deceleration is corrected earlier. Is possible.

  In addition, when the driver performs an operation for adding a deceleration, it can be seen that the deceleration is insufficient compared to a case where the operation is not performed, so the deceleration is increased and corrected. In this case, the correction amount can be changed to a large value.

  Conversely, in a node that compares the actual lateral G with the target lateral G, the actual lateral G is larger than the target lateral G, and the difference between the two is greater than or equal to a predetermined value. When there is an operation for adding acceleration by the driver such as an accelerator operation by the driver, the driver does not feel that the deceleration is insufficient, so that the correction (step S140) for increasing the deceleration is not performed. Can be. Or in this case, the correction | amendment which reduces deceleration can be performed.

(Third Modification of First Embodiment)
In the first embodiment, the corner control is described as being performed by controlling the gear position of the stepped automatic transmission 10, but instead, the control of the gear ratio of the CVT can be performed.

(Fourth modification of the first embodiment)
In the first embodiment, the corner control is performed only by the shift control of the automatic transmission, but can be performed by the cooperative control of the automatic transmission and the brake. In this case, not only the shift control of the automatic transmission 10 but also the feedback control of the brake device 200 is executed by the brake control circuit 230. The brake feedback control means that the braking force is controlled in accordance with the deviation between the target deceleration (target deceleration 401) and the actual deceleration of the vehicle.

  The brake feedback control is started at the location a or b where the downshift command is output. That is, a signal indicating the target deceleration 401 is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as the brake braking force signal SG1. The brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220.

  The hydraulic pressure control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, so that the brake force (brake control amount 302) as instructed in the brake control signal SG2 is controlled. ).

  In the feedback control of the brake device 200, the target value is the target deceleration 401, the control amount is the actual deceleration of the vehicle, the control target is the brake (braking devices 208, 209, 210, 211), and the operation amount is This is a brake control amount, and the disturbance is mainly a deceleration due to a shift of the automatic transmission 10. The actual deceleration of the vehicle is detected by the acceleration sensor 90 or the like.

  That is, in the brake device 200, the brake braking force (brake control amount) is controlled so that the actual deceleration of the vehicle becomes the target deceleration 401. That is, the brake control amount is set so as to cause a deceleration that is insufficient for the deceleration due to the shift of the automatic transmission 10 when the target deceleration 401 is generated in the vehicle.

  Note that the brake control in the second modified example may be performed by using a braking device that generates a braking force on the vehicle, such as a regenerative braking by an MG device provided in the power train system, instead of the brake. .

(Fifth Modification of First Embodiment)
A fifth modification of the first embodiment will be described.

  In step S40 of the first embodiment, the target shift speed is obtained based on the target deceleration. However, the target deceleration is not particularly limited to the method described in step S40. In this modification, the first deceleration Greqx set based on the parameter including the distance to the corner is set as the target deceleration in the distance from the corner, and near the corner without depending on the parameter of the distance to the corner. The set second deceleration Greky can be set as the target deceleration. Hereinafter, the concept of the target deceleration in this case will be described.

  That is, the first and second decelerations Greqx and Greq calculated based on mutually different parameters are switched as the target decelerations at a distance from the corner and near the corner. More specifically, at a distance from the corner, the first deceleration Greqx set based on the current vehicle speed, the recommended vehicle speed at the corner entry point, and the distance to the corner is set as the target deceleration, while near the corner, The second deceleration Greq set based on the lateral acceleration expected when entering the corner at the current vehicle speed is set as the target deceleration. Thereby, it becomes the driving assistance suitable for a driver | operator's sense, and a driver | operator's driving load is reduced.

  FIG. 6 shows the relationship between the distance L from the current position b of the vehicle X to the entrance 403 of the corner 402 and the target deceleration Greqx obtained according to the above equation 2. According to the above formula 2, since the term of the distance L is in the denominator, even if the current vehicle speed V is slightly over the recommended vehicle speed Vreq, as shown in FIG. When the distance L is small, the target deceleration Greqx approaches infinity. Therefore, in a region where the distance L is small, the driver feels uncomfortable when the gear shift control is performed to the target shift speed determined based on the target deceleration Greqx.

  As shown in FIG. 6, in the region where the distance L is relatively large, the target deceleration Greqx does not become excessive with respect to the originally required value, so the target shift speed is determined based on the target deceleration Greqx. On the other hand, in the region where the distance L is small, the target deceleration Greqx is larger than the originally required value. Therefore, the target shift speed is determined based on the target deceleration Greqx. It turns out that it is not preferable to do. That is, it is not appropriate to always determine the target shift speed based only on the target deceleration Greqx obtained according to the above equation 2, and the target deceleration needs to be corrected in a region where the distance L is relatively small.

  Therefore, the first deceleration Greqx and the second deceleration Greqy are obtained. The first deceleration Greqx is obtained based on the current vehicle speed V, the corner R for each node point supplied from the navigation system device 95, and the distance L from the host vehicle. That is, the first deceleration Greqx is obtained according to the above equations 1 and 2.

On the other hand, the second deceleration Greky is obtained based on the difference between the target lateral G and the expected lateral G (expected lateral acceleration). The second deceleration Greky is expressed by the following formula (3).

The predicted lateral G is the lateral G when the vehicle enters the corner 402 at the current vehicle speed V. If the predicted lateral G is Gyf, it is obtained by the following equation (4).

  In this modification, based on the lateral G difference ΔGy, the knowledge that the vehicle X should be decelerated when entering the corner is obtained and used as an index for obtaining the target deceleration. .

  For example, as shown in FIG. 7, the second deceleration Greqy can be obtained based on the lateral G difference ΔGy according to a preset relationship (map). The relationship between the second deceleration Greqy and ΔGy is set in advance by experiment, experience, or the like. Theoretically, when the target deceleration is obtained, the term of the distance L is entered as shown in the above formula 2, and as a result, the target deceleration becomes excessive (infinite) when the distance L is small. Occurs. Therefore, in the present modification, the lateral G difference ΔGy is used as a parameter that does not depend on the distance L and should be a suitable index for obtaining the target deceleration.

  As shown in FIG. 7, the greater the lateral G difference ΔGy, the higher the traveling state of the vehicle, the higher the demand for deceleration when entering the corner, so the second deceleration Greqy is set to a larger value. Conversely, the smaller the lateral G difference ΔGy is, the lower the request for deceleration when entering the corner, so the second deceleration Greqy is set to a smaller value. Further, when the lateral G difference ΔGy is equal to or smaller than a predetermined value, the second deceleration Greqy is set to be zero. When entering the corner at a vehicle speed slightly higher than the recommended vehicle speed Vreq (when the lateral G difference ΔGy is equal to or less than a predetermined value), the corner can be turned without any problem. (2) The deceleration Greky is not generated. Here, instead of the lateral G difference ΔGy, it is also conceivable to set an upper limit value of deceleration based on, for example, only the corner R as a parameter that does not depend on the distance L. However, as described above, the lateral G difference ΔGy reflects the traveling state (vehicle speed) of the vehicle, whereas when based only on the corner R, the traveling state of the vehicle is not reflected. It is advantageous to set the second deceleration Greqy based on the difference ΔGy. In FIG. 7, when the lateral G difference ΔGy is larger than a predetermined value, the second deceleration Greqy is set so as not to exceed a predetermined value (0.2 G). As shown in FIG. 8, the second deceleration Greqy may be set to a larger value as the lateral G difference ΔGy is larger without providing an upper limit value.

  In this modified example, the first deceleration Greqx and the second deceleration Greq are subjected to minimum selection (selecting not to decelerate), and the selection result is set to the target deceleration. By performing the minimum selection of the first and second decelerations Greqx and Greq, the first deceleration Greqx calculated by the above equation (2) is set as the target deceleration for the corner far from the host vehicle. The second deceleration Greky calculated by the above equation (3) is selected for a corner that is selected and close to the host vehicle. As a result, the optimum deceleration can be calculated regardless of the distance to the corner.

  As described above, the first deceleration Greqx and the second deceleration Greqy are calculated, and the result of the minimum selection is set as the target deceleration. As a result, as shown in FIG. 9, in the range of the sign (1) far from the corner entrance 403, the first deceleration Greqx is set as the target deceleration Greqi, and the range of the sign (2) near from the corner entrance 403. Then, the second deceleration Greq is set as the target deceleration Greqi. That is, it can be said that the second deceleration Greq plays a role of guard so that the first deceleration Greqx having a very large value is not selected near the corner.

  Further, in the above description, the deceleration indicating the amount that the vehicle should decelerate has been described using the deceleration acceleration (G), but it is also possible to control based on the deceleration torque.

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 which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the effect 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 figure which shows the target deceleration calculated | required by the calculation method of FIG. It is a figure for demonstrating how to obtain | require the 2nd deceleration in the 5th modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is another figure for demonstrating the calculation method of the 2nd deceleration in the 5th modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure for demonstrating the effect in the 5th modification of 1st Embodiment of the deceleration control apparatus of the vehicle 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 Target Deceleration 402 Corner 403 Inlet 405 Corner R
501 Road 502 Accelerator opening 503 Shift stage 504 Vehicle longitudinal acceleration 505 Vehicle lateral acceleration 601 Road assumed to be less curved than actual 603 Shift stage 604 Vehicle longitudinal acceleration 605 Vehicle lateral acceleration 701 When the degree of curvature is larger than actual Assumed road 703 Shift stage 704 Vehicle longitudinal acceleration 705 Vehicle lateral acceleration a point b point Vreq target turning vehicle speed L control execution boundary line L1 brake braking force signal line SG1 brake braking force signal SG2 brake control signal

Claims (5)

A vehicle driving force control device that controls driving force of a vehicle based on a corner in front of the vehicle,
Target value setting means for setting a target value of a vehicle travel parameter corresponding to a corner in front of the vehicle;
Parameter detecting means for detecting an actual vehicle travel parameter when traveling in a corner in front of the vehicle,
Detecting a difference between a target value of the vehicle travel parameter and the actual vehicle travel parameter, or a frequency at which a ratio between the target value of the vehicle travel parameter and the actual vehicle travel parameter is a preset value or more, Based on the frequency, change the control amount of the driving force when traveling the same corner ahead of the vehicle next time,
The vehicle driving force control device for a vehicle, wherein the vehicle travel parameter is a lateral G or a vehicle speed of the vehicle. The vehicle driving force control device according to claim 1,
The vehicle driving force control device according to claim 1, wherein the change in the control amount of the driving force is a change in a target deceleration. In the vehicle driving force control device according to claim 1 or 2 ,
Furthermore,
Based on an operation of changing the driving force of the vehicle executed by the driver, the control amount of the driving force when the vehicle travels the same corner in front of the vehicle next time is changed. Control device. In the vehicle driving force control device according to claim 3 ,
Based on the operation of changing the driving force of the vehicle executed by the driver, the amount of change of the control amount when changing the control amount of the driving force when traveling the same corner in front of the vehicle next time A driving force control device for a vehicle, characterized in that it is set. In the vehicle driving force control device according to claim 3 or 4 ,
The operation for changing the driving force of the vehicle is any one of a brake operation and an accelerator operation.

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