JPH09272419A - Controller provided with its function of slow deceleration - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide such a controller as being provided with its function of slow deceleration for controlling finely slow braking power by making compensatory correction according to the running state of a vehicle and road conditions. SOLUTION: The present invention is related to a slow deceleration adding controller for making slow deceleration control by operating a braking power adding mechanism 1 for automatically adding braking power to the barking device of a vehicle, while this controller is to set a target deceleration value by detecting the non-operational state of an accelerator pedal 22 by means of an accelerator pedal return switch 34 being set in ON state so that the target deceleration value may be corrected on the basis of at least one of the running state of a vehicle and road conditions. Simultaneously therewith, if the target deceleration value is less than a preset value, its target deceleration value is outputted, and if it exceeds the preset value, its presets value is outputted, so that the braking power adding mechanism 1 may be operated in response to the target deceleration value so as to carry out deceleration addition.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a slow deceleration addition control method and device for slow deceleration control by operating a braking force addition mechanism for automatically adding a braking force to a vehicle braking device, and more particularly to an accelerator pedal. And a slow deceleration addition control device that automatically operates the braking force addition mechanism by detecting the non-operation state.

[0002]

2. Description of the Related Art Conventionally, as a method for adding a slow deceleration, a retarder system in which the magnitude and timing of the deceleration are determined by the driver's operation to add the deceleration, and a constant deceleration is performed by shifting down by the driver's operation. Known are a manual shift / engine braking system to be added, an automatic shift / engine braking system to automatically downshift by estimating driver's intention, driving environment, and the like.

The retarder system is mainly used for large trucks for the purpose of reducing the load on the main braking device by a special operation of the driver on the premise of the driving skill of a skilled driver. Driving passenger cars have problems such as troublesome operation and inability to accurately add deceleration.

Further, in the manual shift / engine braking system, since each stage of the shift lever is determined by the gear ratio, the deceleration that can be added is almost fixed due to the characteristics of the vehicle and the manual operation of the driver is required. There is a problem in that the responsiveness is delayed due to the shift down operation due to, and noise is accompanied by an increase in the engine speed.

In addition, the automatic shift engine braking system is capable of discriminating the driving situation of the driver and controlling the braking force in a stepwise manner, and adding a deceleration according to the gradient of the road and the bending situation. Although it is effective for easy drive, whether or not to add the deceleration depends on the vehicle's judgment, which may be against the driver's will.
Also, as mentioned above, the deceleration that can be added is almost fixed due to the characteristics of the vehicle, and the deceleration that can be added is gradual, and there is a delay in the response due to the downshift operation, ensuring responsiveness and reducing shift shock. Also, there is a problem that noise is accompanied by an increase in the engine speed.

In these conventional techniques, the deceleration is added by a special operation of the driver, and even if the vehicle automatically performs the deceleration addition operation, the deceleration that can be added is stepwise. The responsiveness is delayed due to the shift-down operation, and it is possible to violate the driver's will, such as adding deceleration while the driver is stepping on the accelerator pedal. It is desired to have a mechanism for detecting the deceleration and adding the deceleration. Japanese Patent Application Laid-Open No. 4-1 / 1992 discloses a technique in which a braking device operates when the accelerator pedal is not depressed.
Japanese Patent No. 18344 (Prior example 1) is known.

[0007]

In the first prior art described above, an auxiliary braking device for generating a braking force by actuating an actuator is provided with a switch having a desired distance from the accelerator pedal and one end of which is associated with an electric circuit. When the accelerator pedal and the switch come into contact with each other and the switch enters the ON state, the electromagnetic switch is activated and connected to the fan belt, so that the rotational force of the engine is interlocked with the gear pump and the generated hydraulic pressure is controlled. It is configured to send pressure to each wheel cylinder and apply a gentle brake.

Therefore, when the accelerator pedal is released at a speed higher than the set value from the state where the accelerator pedal is depressed, it is determined that the driver intends to make a sudden braking, and the auxiliary brake is operated to drive the idling distance. The auxiliary braking device does not operate when the accelerator pedal is slowly returned, and this technique is intended for rapid braking assist. Therefore, the first prior art does not finely control the slow braking force by correcting it according to the driving condition of the vehicle or the road condition. However, even if the driver releases the depression of the accelerator pedal, it does not necessarily lead to sudden braking, and there are cases where gentle braking is requested. In general, the driver releases his / her foot from the accelerator pedal when he / she does not want to run at that speed, and deceleration without discomfort is performed within a range where danger such as collision does not occur.

In view of the above-mentioned circumstances, it is an object of the present invention to provide a slow deceleration addition control device that corrects the slow braking force finely by correcting it according to the driving condition of the vehicle and the road condition. Another object of the present invention is to provide a slow deceleration addition control device that performs deceleration without a feeling of strangeness.

[0010]

According to a first aspect of the present invention, there is provided a slow deceleration adding control device for controlling a slow deceleration by operating a braking force adding mechanism for automatically adding a braking force to a braking device of a vehicle. . Then, accelerator operation state detecting means for detecting an operation state of the accelerator pedal, and / or setting a target deceleration value of the vehicle, and / or correcting the target deceleration value based on at least one of a driving state and a road state of the vehicle. Target deceleration setting correction means and valve control means for controlling the braking force adding mechanism based on the target deceleration value, and the accelerator operation state detecting means determines that the accelerator is in the returning state. In this case, the valve control means operates the braking force adding mechanism in accordance with the target deceleration value to add the deceleration.

According to the above technical means, when the accelerator operation state detecting means determines that the accelerator is in the returning state, the valve control means operates the braking force adding mechanism according to the target deceleration value. There is no sense of incongruity because it matches the operation that the driver wants to decelerate by adding deceleration. Also, set the target deceleration value and / or
Since the target deceleration value is corrected based on at least one of the driving condition of the vehicle and the road condition, the driving condition,
The deceleration can be added according to the road conditions.

Further, it is preferable that when the target deceleration value of the slow deceleration addition control device is less than a predetermined value, the target deceleration value is output, and when it exceeds the predetermined value, the predetermined value is output. With this configuration, by appropriately setting the predetermined value, it is possible to set the predetermined value in accordance with most of the braking operations normally performed by the driver, and to add deceleration in a rare case such as sudden braking. It can be avoided.

The target deceleration value is based on at least one of road gradient, road bending degree, accelerator return frequency, driver's own braking frequency, wheel slip ratio, vehicle speed, and road surface condition. Therefore, it is preferable that the correction is performed.

When the target deceleration value is corrected on the basis of the road gradient, the deceleration is automatically corrected on the basis of the road gradient of the traveling environment, so that safe driving is facilitated. Further, when the target deceleration value is configured to be corrected based on the degree of bending of the road, the target deceleration value is corrected according to the traveling situation in addition to the traveling environment, which enables sports-like traveling. Moreover, safe driving becomes easier.

If the target deceleration value is corrected based on the accelerator return frequency, the additional deceleration target value is low when the accelerator return frequency is high and the accelerator deceleration frequency is low. , The additional deceleration target value can be increased and corrected according to the driver's habit. If the accelerator return frequency is low, the correction coefficient is set to 1. If the accelerator return frequency is high, it is determined that deceleration addition and acceleration are repeated, and the additional deceleration target value is corrected to a low value. If it is set to be performed, excessive acceleration and deceleration can be reduced, smooth running and deterioration of fuel efficiency can be prevented.

If the target deceleration value set based on the road gradient is corrected based on the frequency of braking by the driver itself, the deceleration is determined according to the driver's habits and preferences. The map 66 of FIG. 6 shows the ratio of the accelerator return frequency (accelerator SW frequency) and the braking frequency by the driver itself as a frequency ratio Kf ', and the frequency ratio is shown on the horizontal axis and the frequency ratio coefficient Kf' is shown on the vertical axis. ing.

If the frequency ratio is close to 1.0, it means that the accelerator SW frequency and the braking frequency by the driver themselves are equal, and the effect of reducing the braking operation of the driver itself by adding the slow deceleration cannot be obtained. The coefficient Kf '= 1.5 is output so as to increase the acceleration / deceleration to correct the target deceleration value. Further, when the frequency ratio is around 3.0, the additional deceleration is too high, the number of automatic braking is large, and the fuel consumption increases. Correct the target deceleration value. In this way, the deceleration can be determined according to the driver's habits and preferences, so that the deceleration can be applied to any driver without any discomfort.

If the target deceleration value is corrected on the basis of the slip ratio of the wheels, sports driving becomes easier. The slip ratio is given by the ratio of the rotation speed of the wheel at the time of measurement to the rotation speed of the wheel at the time of non-slip with respect to the vehicle speed at the time of measurement. Then, the slip ratio coefficient K
A map 67 is shown in FIG. 7 in which w is the vertical axis and the slip ratio is the horizontal axis.

When the slip ratio is smaller than the predetermined value, the coefficient Kw = 1.0 is output from the map 67, the target deceleration value is held, and the deceleration is added. However, is the slip ratio equal to the predetermined value? If it is larger than the predetermined value, the constant time coefficient Kw = 0, and deceleration is not added. In this case, the slip ratio detecting means 52 is driven again after a certain period of time to detect the coefficient. According to this structure, the target deceleration value is corrected depending on the running condition, and the wheel lock due to the addition of the deceleration can be avoided on the slippery road surface where the frictional force is small, and sports driving and safe driving are further facilitated. become.

The target deceleration value may be corrected based on the vehicle speed. As shown in the map 68 of FIG. 8, when the vehicle speed is high, the coefficient Kv is reduced to suppress deceleration, and when the vehicle speed is medium, the coefficient Kv is reduced.
To increase deceleration, and set the coefficient Kv to zero at a certain vehicle speed or less, so that a deceleration value commensurate with the vehicle speed can be added.

The target deceleration value can be corrected based on the road surface condition, particularly the slippery condition of the road surface. In the map 69 of FIG. 9, the slippery state coefficient Kp is plotted on the ordinate and the slipperiness is plotted on the abscissa. As the slipperiness increases, the coefficient Kp decreases. High friction coefficient predicted by vehicle specifications and driving conditions. Turning lateral acceleration GYB on the road surface, current lateral acceleration G, and threshold ΔG, the slipperiness is GYB- (G + ΔG).
The slipperiness increases and the coefficient Kp decreases as the lateral acceleration G is smaller than the turning lateral acceleration GYB.

According to this structure, when the value obtained by adding the threshold value ΔG to the lateral acceleration G during traveling is smaller than the lateral acceleration at the high friction coefficient of the road surface, it is determined that the vehicle is slippery. When GYB = (G + ΔG), the coefficient Kp becomes 1.0, and the coefficient Kp continuously increases to a predetermined slipperiness.
Is small, and fine deceleration addition control is possible. When the slippery state is reached, the coefficient Kp becomes almost zero and deceleration is not added.

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be illustratively described in detail with reference to the drawings. However, unless otherwise specified, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention, but are merely illustrative examples. Not just.

FIG. 1 is a basic configuration diagram according to an embodiment of the present invention. In the figure, 1 is a brake pedal, 2 is a push rod connected to the brake pedal 1, and 10 is a push rod.
Is a booster.

In the booster 10, the inside of the housing 20 is divided into three chambers, that is, an atmosphere chamber (hereinafter referred to as A chamber) 11, a negative pressure chamber (hereinafter referred to as B chamber) 12, and a control chamber (hereinafter referred to as C chamber) 13. Divided by 19, 23, B room 12 in the center
The negative pressure from the intake pipe of the engine to the
The negative pressure valve 15 and the atmosphere valve 16 which are driven to open and close from the brake pedal 1 via the push rod 2 so as to guide the atmosphere to the chamber 1 and the C chamber 13 are opened and closed by the brake pedal 1 and are attached to the brake pedal 1. The pedaling force is boosted and transmitted from the booster piston 14 to the master cylinder 8.

Reference numeral 4 is a negative pressure switching valve, and 5 is an atmospheric pressure switching valve, which has a function of switching between supply and cutoff of negative pressure or atmospheric pressure to the C chamber 13. 21 is the negative pressure inlet of the B chamber 12,
Reference numeral 22 denotes a pressure introduction port of the C chamber 13, engine negative pressure is introduced into the B chamber 12 from the intake pipe of the engine through the negative pressure pipe 6 and the negative pressure introduction port 21, and the C chamber 13 is switched to the negative pressure. By switching the valve 4 and the atmospheric pressure switching valve 5, the engine negative pressure or the atmospheric pressure is selectively introduced.

Reference numeral 3 is a return spring for the push rod 2 and the atmosphere valve 16, 17 is a return spring for the negative pressure valve 15, and 18 is a return spring for the booster piston 14. The master cylinder 8 is pushed by the brake pedal 1 to the left of the push lot 2 or the chamber A 11
Further, the booster piston 14 is operated by the leftward movement of the booster piston 14 due to the differential pressure in the B chamber 12, and the hydraulic pressure change of the master cylinder can be sent to a CPU 30 described later by an internal sensor.

The CPU 30 is automatically operated by an accelerator return switch 34 which generates an ON signal when the accelerator pedal 9 is returned to the initial position where the accelerator pedal 9 is not depressed by the driver's foot, and deceleration adding means. An alarm unit 33 that warns when the braking force is insufficient, control terminals T1 and T2 that switch and control the negative pressure switching valve 4 and the atmospheric pressure switching valve 5, engine speed, engine intake air amount, vehicle speed, and A sensor (not shown) for detecting the wheel speed, the steering angle, etc., and a RAM 3 for temporarily storing each measured or calculated value.
1. A ROM or the like that stores a preset processing program is connected.

Next, the operation of the booster 10 will be described. In FIG. 1, during normal traveling, the negative pressure switching valve 4 is opened and the atmospheric pressure switching valve 5 is closed, so that the B chamber 12 and the C
The engine negative pressure is also introduced into the chamber 13. Further, since the brake pedal 1 is not depressed, the push rod 2 does not move to the left, the negative pressure valve 15 is opened, and the atmospheric valve 1 is opened.
6 is closed, and the negative pressure in the B chamber 12 is also introduced into the A chamber 11 via the negative pressure valve 15. By this, Room A 1
1, the B chamber 12, and the C chamber 13 all become negative pressure, and the booster 10 is inoperative.

During normal braking, when the brake pedal 1 is depressed, the negative pressure valve 15 moves leftward via the push rod 2 and is seated on the booster piston 14 to be closed, and the atmospheric valve 16 is pushed leftward. Open the valve. As a result, the B chamber 12 and the A chamber 11 are disconnected from each other, and the atmosphere is introduced into the A chamber 11 from the filter 25 through the atmospheric valve 16, and the atmospheric pressure of the A chamber 11 and the B chamber 12 (and C
Booster piston 1 due to the differential pressure from the negative pressure in chamber 13)
4 is pushed to the left, the pedaling force applied to the push rod 2 is boosted and transmitted to the master cylinder 8, and the vehicle is braked.

When the pedaling force applied to the push rod 2 is released, the push lot 2 moves to the right by the springs 3 and 17, the atmospheric valve 16 comes into contact with the negative pressure valve 15 and the atmospheric valve 16 closes, and the negative pressure is applied. The pressure valve 15 goes further right and the negative pressure valve 15
And the booster piston 14 are not in contact with each other, and the negative pressure valve 1
5 opens, and the A room and the B room are electrically connected, so that A and B
And C chamber become negative pressure, the booster piston 14 moves rightward by the urging force of the spring 18, and the booster 10 returns to the normal state.

During slow deceleration, control signal pulses are sent to the control terminals T1 and T2 of the switching valves 4 and 5, the negative pressure switching valve 4 is closed and the atmospheric pressure switching valve 5 is switched to open, and the C chamber 13 is at atmospheric pressure. Then, the booster piston 14 moves to the right due to the pressure difference between the C chamber 13 and the B chamber 12 (negative pressure). By moving the piston 14 to the right, the negative pressure valve 15 is closed and the atmospheric valve 16 is opened, atmospheric pressure is introduced into the A chamber 11, and the booster piston 14 is caused by the pressure difference between the A chamber 11 and the B chamber 12. It is pushed to the left and acts on the master cylinder 8, and the vehicle is braked via the master cylinder 8.

After a lapse of time T from this state, the switching valve 4
And 5 are switched to closed, and C and A chambers are at atmospheric pressure,
The chamber B is maintained at a negative pressure, and the booster piston 14 maintains a position in equilibrium with the spring 18, whereby a predetermined slow deceleration can be added. When releasing the slow deceleration addition state, a negative pressure is introduced into the C chamber by switching the switching valve 4 to open and the switching valve 5 to closed. The balance between the force due to the pressure difference acting on the booster piston 14 and the spring force is lost, the booster piston 14 moves leftward, the atmosphere valve 16 is closed, the negative pressure valve 15 is opened, and the negative pressure is introduced into the A chamber. The booster piston 14 moves to the right due to the pressure difference between the chamber A and the chamber B, and the addition of the slow deceleration is released and the normal state is restored.

By opening and closing the negative pressure switching valve 4 and the atmosphere switching valve 5 as described above, the vehicle is gently decelerated or braked without depressing the brake pedal 1. Then, by controlling the time T, the additional deceleration can be controlled. In addition, in the present embodiment, the above-described booster has been described using the negative pressure type booster, but the present invention is not limited to this, and other braking boosters such as a hydraulic booster are also applied. It can be used.

FIG. 2 is a block diagram of the first embodiment of the present invention. In the first embodiment, the braking force adding means 44 constituted by the booster 10 shown in FIG. 1 is controlled based on the road gradient. Inspection calculation means 40
Is the engine speed, engine intake air amount, vehicle speed, wheel speeds, steering angle, accelerator return switch output signal, brake master cylinder pressure, or other data sent from various sensors installed in the vehicle, or these Then, the acceleration, the lateral acceleration, etc. are calculated from the data of 1 to be sent to each subsequent circuit.

The road gradient detecting means 41 refers to a previously stored map 60 representing the relationship between acceleration and the intake air amount of the engine, a map 61 representing the relationship between engine rotation speed and road gradient, and the like. The road gradient is detected by receiving the data of the engine rotation speed, the intake air amount of the engine, the acceleration, and the vehicle speed from the inspection / calculation unit 40. First, if the acceleration increases with respect to the intake air amount of the engine within a predetermined time, the road has a downward slope, and if the intake air amount does not increase and the acceleration does not increase, the road has a slope. You can see from map 60. Then, the road gradient DK is detected from the map 61 on the basis of the engine speed at that time and is sent to the subsequent deceleration setting correction means 42.

The output terminal T8 of the inspection / calculation means 40 is connected to the accelerator operating means detecting means 45. The detecting means 45 sends an ON signal when the accelerator return switch 34 (FIG. 1) detects the return of the accelerator pedal. When it receives it, it outputs Ka = 1, and when it receives the OFF signal, it outputs Ka = 0. Then, these output signals Ka are sent to the deceleration setting correction means 42 described later.

The deceleration setting correction means 42 receives the road gradient DK signal from the road gradient detection means 42 and the Ka signal from the accelerator operation state detection means, and when the accelerator return switch 34 (FIG. 1) is OFF, Ka. = 0 and TG =
TGo * Ka = 0 and the deceleration target value TG is not output, but when the accelerator return switch 34 is ON, Ka = 1.
Therefore, the map 62 outputs the deceleration target value TG. A large down slope results in a large TG, and a large up slope results in a small TG.

The TG signal is input to the input terminal T1 of the subsequent valve control means 43. Output terminal T2 of the valve control means 43
Is connected to the control terminal T1 of the negative pressure switching valve 4 (FIG. 1) of the subsequent braking force adding means 44, and the output terminal T2 is connected to the control terminal T2 of the atmospheric pressure switching valve 5 (FIG. 1) of the control force adding means 44. It is connected.

The operating conditions of the valve control means 43 are limited so that a sudden deceleration is not applied. FIG. 10 shows an example of the frequency of braking deceleration, in which the vertical axis represents the braking frequency (%),
The braking deceleration (M / S ² ) is taken on the horizontal axis, general driving including city, highway, and mountain road driving is performed, and statistics of what kind of deceleration is applied are collected, and braking by braking deceleration is performed. Shows the frequency. According to the figure, braking deceleration 3 m / s
² (0.3G) or less accounts for about 70% of total braking. Therefore, with this value as the upper limit, the deceleration value is TG = 0.3
When G (3 m / s ² ) is set, it is in good agreement with the case where the driver wants to decelerate, and excessive deceleration beyond the normal braking deceleration use range is not added, so that there is no discomfort. Also, TG =
If deceleration in excess of 0.3 G is required, driver foot braking is performed.

Therefore, the operating condition of the valve control means 43 is T
When the G signal is TG = 1.0 G, the valve control means 43 of the braking force adding means 44 sends a signal to the negative pressure valve control terminal T1 and the atmospheric pressure valve control terminal T2 to open the negative pressure switching valve 4, and The air pressure switching valve 5 is closed, and the driver does not automatically add the deceleration until the driver depresses the brake pedal to brake and TG <1G. TG signal is 1G> TG ≧ 0.3G
At this time, TG = 0.3 G, the valve control means 43 of the braking force adding means 44 sends a signal to the negative pressure valve control terminal T1 and the atmospheric pressure valve control terminal T2 to close the negative pressure switching valve 4, and The atmospheric pressure switching valve 5 is opened, and the switching valves 4 and 5 are controlled for a time T corresponding to the TG to add deceleration. When TG <0.3 G, the control time of each valve is increased according to the map 63 when the deceleration target value TG is large, and the valve control time is shortened when the TG value is small.

Since the first embodiment is constructed and operates as described above, according to the technical means, the non-operated state of the accelerator pedal is detected, the target deceleration value is set, and the deceleration is added. Therefore, the driver's desired motion for deceleration coincides with the operation, and there is no discomfort. When the target deceleration value TG is less than a predetermined value, the target deceleration value TG is
If the predetermined value is exceeded, the predetermined value TG is output. Therefore, by appropriately setting the predetermined value, the predetermined value can be set in accordance with most of the braking operations normally performed by the driver. It is possible to avoid adding a deceleration in a rare case such as braking.

The predetermined value is the braking deceleration of 3 m.
/ S ² as the upper limit, TG = O. Since it is set to 3G, it is in good agreement with the case where the driver wants to decelerate, and an excessive deceleration beyond the normal braking deceleration use range is not added, so that there is no discomfort.

FIG. 3 is a block diagram of a second embodiment of the present invention. The same members as those in FIG. 2 have the same reference numerals.
The difference from the first embodiment is that the bending degree detecting means for detecting the bending degree coefficient Ks by receiving the steering angle and the lateral acceleration data from the measurement calculating means 40 and correcting the target deceleration TGo by the coefficient Ks. This is a point added to the first embodiment. Therefore, the TG signal output by the deceleration setting correction means 42 is T
When G = 1.0G, deceleration is not performed and 1G> TG ≧ 0.3
When G, output as TG = 0.3G, and TG <
In the case of 0.3 G, the point of being controlled according to the map 63 is the same as the operation of the first embodiment.

The bending degree detecting means 46 is a measurement calculating means 40.
Steering angle data from the output terminal T6 of the
It is configured to receive the lateral acceleration data from, to calculate the bending degree based on these data, detect the bending degree coefficient Ks from the map 64, and send it to the deceleration setting correction means 42.

The degree of bending can be represented by the right and left operation angles of the steering wheel and the magnitude of the number of operations, and thus can be understood as the sum of the steering angle changes represented by the sum of the amount of operation angular velocity and the number of operations. FIG. 11 is an explanatory diagram of a bending degree coefficient detection method. When the steering angular velocity is plotted on the vertical axis and the time is plotted on the horizontal axis, the steering angular velocity calculated by the bending degree detecting means 46 is plotted, and changes as shown in FIG. It is considered that the steering angular velocity is almost linear within ± 4 deg / sec, and a steering angular velocity higher than that is taken in for a predetermined time (10 seconds), and the sum of the shaded portions, which is the integrated value, is taken as the steering angle change sum. In addition, the capturing section of the predetermined time is updated every 0.25 seconds.

When the vehicle is driven at a predetermined average vehicle speed, the steering angle change sum changes with time as shown in FIG. Therefore, in the present embodiment, the additional deceleration correction rate is plotted on the vertical axis and the steering angle change sum is plotted on the horizontal axis, as shown in FIG. 7C, and the additional deceleration correction is applied to a large steering angle change sum that is normally taken when turning left or right. The rate is set to 150% and kept constant as shown by line L9, and the additional deceleration correction rate 1
It is set so as to change linearly from 00% to the constant value as shown by a line L8.

According to this structure, the deceleration setting correction means 42 receives the road gradient DK signal from the road gradient detection means 42, the Ka signal from the accelerator operation state detection means, and the Ks signal from the bending degree detection means 46. In response, when the accelerator return switch 34 (FIG. 1) is OFF, Ka = 0, TG = TGo * Ka * Ks = 0, and the deceleration target value TG is not output, but the accelerator return switch 34 is OFF.
When N, Ka = 1 and the map 62 outputs the target deceleration value TG. If the down slope is large, the TG is large,
If the rising gradient is large, TG becomes small.

Since the second embodiment is constructed and operates as described above, according to such a technical means, the target deceleration value set by the road gradient is corrected by the bending degree coefficient Ks so that the accelerator pedal is not operated. Since the deceleration can be added by detecting the operation state, the driver's desired deceleration coincides with the operation and there is no discomfort. Further, when the target deceleration value TG is less than a predetermined value, the target deceleration value TG is output, and when the target deceleration value TG exceeds the predetermined value, the predetermined value TG is output. Therefore, by setting the predetermined value appropriately, The predetermined value can be set in accordance with most of the braking operations that are normally performed by the driver, and the deceleration addition in rare cases such as sudden braking can be avoided.

The predetermined value is the braking deceleration of 3 m.
/ S ² as the upper limit, TG = O. Since it is set to 3G, it is in good agreement with the case where the driver wants to decelerate, and an excessive deceleration beyond the normal braking deceleration use range is not added, so that there is no discomfort. Further, since the target deceleration value set based on the road gradient is configured to be corrected based on the degree of bend of the road, the target deceleration value is corrected according to the traveling condition in addition to the traveling environment. As a result, sports driving is possible and safe driving becomes easier.

FIG. 4 is a block diagram of a third embodiment of the present invention. The same reference numerals are used for the same members as in FIG.
The difference from the second embodiment is that each wheel speed and accelerator return switch output data are received from the measurement calculation means 40 to calculate the accelerator pedal return frequency, and a coefficient Kf for the frequency is calculated.
The accelerator return switch coefficient calculating means for correcting the target deceleration TGo is added. Therefore, the TG signal output by the deceleration setting correction means 42 is TG = 1.0G
When 1G> TG ≧ 0.3G, deceleration is not performed when
It is the same as the operation of the first embodiment in that it is output as G = 0.3G, and when TG <0.3G, it is controlled according to the map 63.

The wheel deceleration calculation means 47 is the measurement calculation means 4
Each wheel speed data is received from 0, and how much the speed decrease dv is within the unit time dt is calculated, and dv / d
Find t = WG. One output terminal of the wheel deceleration calculation means 47 is connected to the deceleration setting correction means 42, and when the WG data is WG ≧ 0.3G, the deceleration setting correction means 4
2 sends a signal to hold the TG value. The other output terminal is connected to the subsequent deceleration comparison 48.

The deceleration comparing means 48 receives from the input terminal for receiving the WG data and the deceleration setting correcting means 42 from the T terminal.
It has an input terminal for receiving G data and an output terminal for sending a signal output to the subsequent accelerator return switch coefficient calculation means 49. When WG <0.3G, a signal is sent to the accelerator return switch coefficient calculation means 49 to calculate the correction coefficient Kf based on the accelerator return frequency data.

An average calculating means 52 is provided which receives data of each wheel speed and steering angle from the measurement calculating means 40, calculates an average steering angle HA and a wheel speed V in a predetermined time range, and outputs an output signal. The output terminal of the average calculating means 52 is connected to the accelerator pedal return SW frequency calculating means 51. The accelerator pedal return SW frequency calculation means 51 receives the average calculation means 52, each wheel speed and the output of the accelerator return switch, stores the number of times of operation of the accelerator return switch, and stores the number of times of operation and an accelerator within a predetermined time range. The pedal return switch frequency can be sent to the accelerator return switch coefficient calculating means 49.

The accelerator return frequency data is input from the accelerator pedal return SW frequency calculation means 51 to the accelerator return switch coefficient calculation means 49, and the accelerator return SW frequency is shown on the horizontal axis and the accelerator return switch coefficient Kf is shown on the vertical axis. The correction coefficient Kf is detected from the map 65 of FIG.

According to this configuration, the deceleration setting correction means 42 uses the road gradient DK signal from the road gradient detection means 41, the Ka signal from the accelerator operation state detection means, and the Ks signal from the bending degree detection means 46. , Ka = 0 when the accelerator return switch 34 (FIG. 1) is OFF in response to the Kf signal from the accelerator return switch coefficient calculation means 49.
And TG = TGo * Ka * Ks * Kf = 0 and the deceleration target value TG is not output, but when the accelerator return switch 34 is ON, Ka = 1 and the map 62 outputs the deceleration target value TGo. The deceleration target value TGo is corrected by the correction coefficient Ks based on 64 and the correction coefficient Kf based on the map 65, and the TG value is output.

The operation will be described below with reference to the flow chart of FIG. The vehicle starts running and the accelerator pedal is returned S
The W frequency calculation means 51 counts the number of times the accelerator return switch 34 (FIG. 1) is operated (100), but if the wheel speed V does not reach 30 km / h, the accelerator pedal return S
The W frequency calculation means 51 outputs zero. On the other hand, if there is no road gradient and no bend is detected, the road gradient detecting means 41
, There is no KS signal from the bending degree detecting means 46, and therefore, the deceleration target value TG is not sent from the deceleration setting correcting means 42. When the wheel speed is low, the speed is increasing, and the wheel deceleration WG is 0.3G.
Since it is lower, the deceleration comparison means 48 sends a signal to the accelerator return switch coefficient calculation means 49 to calculate the correction coefficient Kf based on the accelerator return frequency data.
Although the correction coefficient Kf = 1.0 is detected (101), the deceleration target value TG is not output.

The average calculating means 52 reads the steering angle value HA (102), and the average steering angle H and the wheel speed V within a predetermined time range are read.
When the average steering angle H ≦ 30 deg and the wheel speed V ≧ 30 km / h are calculated (103), it is checked whether or not the driver's foot is separated from the accelerator pedal, and the accelerator return switch is activated. Is (10
5), the accelerator pedal return switch frequency calculation means 51 detects the number of times of operation of the accelerator return switch within a predetermined time, and calculates the number of times of operation of the accelerator return switch coefficient calculation means 4
9, the coefficient Kf is set from the map 65 and stored.

When the accelerator pedal is depressed and the accelerator return switch is deactivated, the memory of the coefficient Kf is held, and when the accelerator return switch is operating (10
8), the correction coefficient Kf is output to the deceleration setting correction means 42, and the corrected TG output is sent out.

As described above, according to this embodiment, the target deceleration value set on the basis of the road gradient is configured to be corrected on the basis of the degree of bend of the road and the return frequency of the accelerator. Therefore, when the accelerator return frequency is high, the additional deceleration target value is low, and when the accelerator return frequency is low, the additional deceleration target value is high and can be corrected according to the driver's habit. If the accelerator return frequency is low, the correction coefficient is set to 1. If the accelerator return frequency is high, it is determined that deceleration addition and acceleration are repeated, and the additional deceleration target value is corrected to a low value. If it is set to be performed, excessive acceleration and deceleration can be reduced, smooth running and deterioration of fuel efficiency can be prevented.

FIG. 5 is a block diagram of a fourth embodiment of the present invention. The same reference numerals are used for the same members as in FIG.
The difference from the third embodiment is that, instead of correcting the target deceleration TGo by the accelerator return switch coefficient calculation means in the third embodiment, each wheel speed, accelerator return switch output, and brake master are transmitted from the inspection calculation means 40. The point is to receive the cylinder pressure data, calculate the accelerator pedal return frequency ratio with respect to the braking frequency, and correct the target deceleration TGo with the coefficient Kf for the frequency ratio. Therefore, the TG signal output by the deceleration setting correction means 42 is TG =
When 1G> TG ≧ 0.3G without deceleration when 1.0G, TG = 0.3G is output and when TG <0.
In the case of 3G, the point controlled according to the map 63 is the first
The operation is the same as that of the embodiment.

The deceleration comparing means 48 outputs signals to the input terminal for receiving the WG data of the wheel deceleration calculating means 47, the input terminal for receiving the TG data from the deceleration setting correcting means 42, and the following frequency ratio calculating means 53. An output terminal for sending out and an output terminal for sending out a signal to the alarm unit 33 are provided. When WG <0.3G and WG> TG, a signal is sent to the frequency ratio calculation means 53 to calculate the correction coefficient Kf ′ based on the accelerator return frequency data and the braking frequency data by the driver itself. .

The accelerator return frequency data is obtained by the accelerator pedal return SW frequency calculation means 51 which receives the accelerator return switch output from the inspection calculation means 40. The driver's own braking frequency data is the master cylinder pressure of the brake at a predetermined value. The driver braking operation detecting means 50 receives the predetermined pressure data in the above cases, and these data are input to the frequency ratio calculating means 53,
The (accelerator SW frequency) / (braking frequency) within a predetermined time is used as a frequency ratio, and the frequency ratio is represented by a frequency ratio coefficient Kf ′ on the horizontal axis.
The correction coefficient Kf 'is detected from the map 66 shown in FIG. The master cylinder pressure may be detected by providing a brake pedal sensor and detecting the brake pedal stroke.

According to this structure, the deceleration setting correction means 42 has the road gradient DK signal from the road gradient detection means 41 and the Ka signal from the accelerator operation state detection means 45.
When the Ks signal from the bending degree detecting means 46 and the Kf ′ signal from the frequency ratio calculating means 53 are received, Ka = 0 when the accelerator return switch 34 (FIG. 1) is OFF, and T
G = TGo * Ka * Ks * Kf '= 0 and the deceleration target value TG is not output, but when the accelerator return switch 34 is ON, Ka = 1 and the map 62 outputs the deceleration target value TGo and the map 64 is output. The deceleration target value TGo is corrected by the correction coefficient Ks according to and the correction coefficient Kf ′ according to the map 66, and the TG value is output.

The operation will be described below with reference to the flow chart of FIG. The vehicle starts running and the accelerator pedal is returned S
The W frequency calculation means 51 counts (110) the number of times the accelerator return switch 34 (FIG. 1) is actuated, detects the pressure of the master cylinder above a predetermined value, and the driver braking operation detection means 50 estimates the number of times the driver has braked. It On the other hand, if there is no road gradient and no bend is detected, there is no DK signal from the road gradient detecting means 41, and there is no KS signal from the bend degree detecting means 46, so the deceleration setting correction means 42 deceleration target. The value TG is not sent. Also,
When the wheel speed is low, the speed is increasing and the wheel deceleration W
Since G is lower than 0.3, the deceleration comparison means 48 sends a signal to the frequency ratio calculation means 53, and the correction coefficient K is calculated based on the accelerator return frequency data and the number of braking times of the driver.
Although f'is calculated and the correction coefficient Kf '= 1.0 is detected (112), the deceleration target value TG is not output.

The driver's foot moves away from the accelerator pedal,
When the accelerator return switch is activated (113), the number of times the accelerator return switch is activated is detected (114), and the additional deceleration value TG is output by detecting the road gradient (115). The wheel deceleration WG one second after the accelerator return switch is operated is calculated by the wheel deceleration calculation means 47 (116), and the deceleration comparison means 48 compares WG and TG.

Now, by setting an appropriate threshold value ΔG, WG ≧
When TG + ΔG is established (117), WG ≦
If it is 0.3 G (118), the number of times of braking of the driver within a predetermined time is detected (119), and the frequency ratio F (the number of times of operation of the accelerator return switch / the number of times of braking of the driver) within the predetermined time is calculated (120). ), And the correction coefficient K from the map 66
Set and store f '.

When the accelerator pedal is depressed and the accelerator return switch is deactivated, the memory of the coefficient Kf is held, and when the accelerator return switch is operating (12
3) The correction coefficient Kf 'is output to the deceleration setting correction means 42, and the corrected TG output is sent out. On the other hand, WG ≧
If not TG + ΔG (117), WG ≦ TG−ΔG
If the actual wheel deceleration value WG is lower than the value obtained by subtracting the allowable threshold value ΔG from the additional target deceleration value TG (124), a signal is sent to the alarm unit 33 to turn on the alarm lamp. Let The alarm lamp is turned off by interlocking with an ignition switch.

According to the fourth embodiment, the target deceleration value set based on the road gradient is corrected on the basis of the degree of bend of the road, the accelerator return frequency, and the braking frequency by the driver himself. Since the frequency ratio is close to 1.0, it means that the accelerator SW frequency is equal to the braking frequency by the driver itself, and the effect of reducing the braking operation of the driver by adding the slow deceleration cannot be obtained. Therefore, to increase the additional deceleration, the coefficient K
The target deceleration value is corrected by outputting f '= 1.5. Further, when the frequency ratio is around 3.0, the additional deceleration is too high, the number of automatic braking is large, and the fuel consumption increases. Correct the target deceleration value. Then, when the wheel deceleration value is too small compared to the additional deceleration value, it is determined that the braking performance is deteriorated, and the alarm lamp is turned on. In this way, the deceleration is determined according to the driver's habits and preferences, so that it is possible to provide a slow deceleration addition device that is applied to any driver without a sense of discomfort and is excellent in terms of safety.

FIG. 6 is a block diagram of a fifth embodiment of the present invention. The same members as those in FIG. 5 have the same reference numerals.
The difference from the fourth embodiment is that the fourth embodiment has a wheel deceleration value W.
While the alarm lamp is turned on in comparison with G and the additional deceleration value TG, the present embodiment converts the TG value into the pressure value of the master cylinder, and the master wheel corresponding to the actual wheel deceleration value WG. The point is that the alarm lamp is turned on in comparison with the pressure value of the cylinder. Therefore, when the TG signal output from the deceleration setting correction means 42 is TG = 1.0G, deceleration is not performed and 1G
When> TG ≧ 0.3G, it is output as TG = 0.3G, and when TG <0.3G, it is controlled according to the map 63, which is the same as the operation of the first embodiment.

The master cylinder pressure value comparison means 54 receives the master cylinder pressure data from the inspection calculation means 40 and the additional deceleration value TG from the deceleration setting correction means 42, and the T
The estimated pressure Pe of the master cylinder is converted from the G value from the map 70 of FIG. 12, compared with the master cylinder pressure data Pr, and a signal can be sent to the alarm unit 33 based on the comparison result. The deceleration comparison means 48 uses the W
It is provided with an input terminal for receiving G data and an output terminal for sending a signal output to the subsequent frequency ratio calculation means 53. When WG ≦ 0.3G, a signal is sent to the frequency ratio calculating means 53 to cause the correction coefficient Kf ′ to be calculated based on the accelerator return frequency data and the braking frequency data by the driver itself.

According to this structure, the deceleration setting correction means 42 has the road gradient DK signal from the road gradient detection means 41 and the Ka signal from the accelerator operation state detection means 45.
When the Ks signal from the bending degree detecting means 46 and the Kf ′ signal from the frequency ratio calculating means 53 are received, Ka = 0 when the accelerator return switch 34 (FIG. 1) is OFF, and T
G = TGo * Ka * Ks * Kf '= 0 and the deceleration target value TG is not output, but when the accelerator return switch 34 is ON, Ka = 1 and the map 62 outputs the deceleration target value TGo and the map 64 is output. The deceleration target value TGo is corrected by the correction coefficient Ks according to and the correction coefficient Kf ′ according to the map 66, and the TG value is output.

The operation will be described below with reference to the flow chart of FIG. The vehicle starts running and the accelerator pedal is returned S
The W frequency calculation means 51 counts (130) the number of times the accelerator return switch 34 (FIG. 1) is actuated, detects the pressure of the master cylinder above a predetermined value, and the driver braking operation detection means 50 estimates the number of braking times of the driver. (13
1). On the other hand, if there is no road gradient and no bend is detected,
There is no DK signal from the road gradient detecting means 41, and there is no KS signal from the bending degree detecting means 46, so the deceleration setting correction means 42 does not send the deceleration target value TG. Further, when the wheel speed is low, the vehicle is accelerating and the wheel deceleration WG is lower than 0.3. Therefore, the deceleration comparing means 48 sends a signal to the frequency ratio calculating means 53 to return the accelerator return frequency data and The correction coefficient Kf 'is calculated based on the number of braking times of the driver, and the correction coefficient Kf' = 1.0.
Is detected (132), the target deceleration value TG is not output.

The driver's foot moves away from the accelerator pedal,
When the accelerator return switch is activated (133), the number of times the accelerator return switch is activated is detected (134), and the additional deceleration value TG is output by detecting the road gradient (135). The master cylinder estimated pressure Pe is read from the TG value using the map 70 of FIG. 12 (136). On the other hand, the master cylinder pressure value comparison means 54 reads the master cylinder pressure value Pr one second after the accelerator return switch is activated (137).

Now, by setting an appropriate threshold value ΔP, Pr ≧
When Pe + ΔP is established (138), the wheel deceleration WG after actuation of the accelerator return switch is calculated (139).
Then, if WG ≦ 0.3G (140), the number of braking times of the driver within a predetermined time is detected (141), and the frequency ratio F (the number of times the accelerator return switch is operated /
The number of braking of the driver) is calculated (142) and the map 66 is calculated.
The correction coefficient Kf 'is set from the above and stored.

When the accelerator pedal is depressed and the accelerator return switch is deactivated, the memory of the coefficient Kf is held, and when the accelerator return switch is operating (14
4) The correction coefficient Kf 'is output to the deceleration setting correction means 42, and the corrected TG output is sent (145). On the other hand, when Pr ≧ Pe + ΔP is not satisfied (138), and when Pr ≦ Pe−ΔP is satisfied (147), that is, the master cylinder pressure corresponding to the actual wheel deceleration value WG is allowable from the master cylinder estimated pressure Pe. If it is lower than the value obtained by subtracting the possible threshold value ΔP (146), a signal is sent to the alarm unit 33 to turn on the alarm lamp (147). In addition, turning off the alarm lamp is linked with the ignition switch of of
f.

According to the fifth embodiment, the target deceleration value set based on the road gradient is corrected on the basis of the degree of bend of the road, the accelerator return frequency, and the braking frequency by the driver himself. Since the frequency ratio is close to 1.0, it means that the accelerator SW frequency is equal to the braking frequency by the driver itself, and the effect of reducing the braking operation of the driver by adding the slow deceleration cannot be obtained. Therefore, to increase the additional deceleration, the coefficient K
The target deceleration value is corrected by outputting f '= 1.5. Further, when the frequency ratio is around 3.0, the additional deceleration is too high, the number of automatic braking is large, and the fuel consumption increases. Correct the target deceleration value.

When the wheel deceleration value is significantly smaller than the additional deceleration value, it is determined that the braking performance is deteriorated and the alarm lamp is turned on. This determination is made by detecting the pressure of the master cylinder before calculating the wheel deceleration WG, so that an alarm can be promptly issued without any extra calculation. As described above, since the deceleration is determined according to the driver's habits and preferences, it can be applied to any driver without a feeling of discomfort, and a slow deceleration addition device excellent in safety can be provided. .

FIG. 7 is a block diagram showing a sixth embodiment of the present invention. The same members as those in FIG. 5 have the same reference numerals.
5 is different from the fourth embodiment in that the fourth embodiment corrects the additional deceleration value TG by the correction coefficient Kf 'by the frequency ratio F determined based on the accelerator switch frequency and the braking frequency by the driver. The sixth embodiment is that a correction coefficient Kw based on the slip ratio SL (vehicle speed Vs / wheel speed Vr) is added to the correction coefficient Kf '.
Therefore, when the TG signal output from the deceleration setting correction means 42 is TG = 1.0G, deceleration is not performed and 1G> TG ≧.
When 0.3G, output as TG = 0.3G, and
When TG <0.3G, the point of being controlled according to the map 63 is the same as the operation of the first embodiment.

The slip ratio detecting means 55 receives the vehicle speed Vs and the wheel speed Vr from the measurement calculating means 40, and obtains Vs / Vr.
= Slip rate SL is calculated and the correction coefficient Kw is detected using the map 67. As for the correction coefficient Kw based on this slip ratio, when the slip ratio is less than or equal to a predetermined value, Kw = 1 is output, assuming that there is no effect of slip on traveling, and in other cases, Kw = 0 is output for a certain period of time. It is controlled so that automatic deceleration is not performed.

According to this structure, the deceleration setting correction means 42 has the road gradient DK signal from the road gradient detection means 41 and the Ka signal from the accelerator operation state detection means 45.
The Ks signal from the bending degree detecting means 46, the Kf 'signal from the frequency ratio calculating means 53, and the slip ratio detecting means 55.
In response to the Kw signal from the accelerator return switch 34
When (Fig. 1) is OFF, Ka = 0 and TG = TG
Since o * Ka * Ks * Kf '* Kw = 0, the deceleration target value TG is not output, but the accelerator return switch 34 is turned off.
When N, Ka = 1, the deceleration target value TGo is output from the map 62, and the correction coefficient Kw = 1 from the map 67.
At this time, the correction coefficient Ks based on the map 64 and the map 66
The deceleration target value TGo is corrected by the correction coefficient Kf 'according to the above and the TG value is output.

According to the sixth embodiment, the target deceleration value set based on the road gradient is
It is configured to be corrected based on the accelerator return frequency, the driver's own braking frequency, and the wheel slip rate. When the slip ratio is smaller than the predetermined value, the coefficient Kw = 1.0 is output from the map 67, the target deceleration value is held, and the deceleration is added, but the slip ratio is equal to the predetermined value or the predetermined value. If it is larger, the constant time coefficient Kw = 0, and deceleration is not added. In this case, the slip ratio detecting means 52 is driven again after a certain period of time to detect the coefficient. Therefore, in addition to the traveling environment, the target deceleration value is corrected depending on the traveling condition, and the deceleration addition is limited on a slippery road surface with a small frictional force, so that the wheel lock due to the deceleration addition can be avoided, resulting in a sporty feeling. Driving and safe driving are secured.

FIG. 8 is a block diagram of the seventh embodiment of the present invention. The same reference numerals are used for the same members as in FIG. 7.
7 is different from the sixth embodiment in that a correction coefficient Kv determined by the vehicle speed coefficient detecting means based on the vehicle speed is added to the structure of the sixth embodiment. Therefore, the operation of each means other than the vehicle speed coefficient detecting means is the same as that of the sixth embodiment, and when the TG signal output from the deceleration setting correction means 42 is TG = 1.0G, deceleration is not performed and 1G > TG ≧
When 0.3G, output as TG = 0.3G, and
When TG <0.3G, the point of being controlled according to the map 63 is the same as the operation of the first embodiment.

The vehicle speed coefficient detecting means 56 is a map 68 of FIG.
As shown in, when the vehicle speed is 6 km / h or less, the correction coefficient K
Let v = 0 and let the driver brake, reduce the coefficient Kv to suppress deceleration addition at high vehicle speeds, and increase the coefficient Kv to increase deceleration addition at medium speeds to match the vehicle speed. The deceleration value is controlled so that it can be added.

According to this configuration, the deceleration setting correction means 42 has the road gradient DK signal from the road gradient detection means 41 and the Ka signal from the accelerator operation state detection means 45.
The Ks signal from the bending degree detecting means 46, the Kf 'signal from the frequency ratio calculating means 53, and the slip ratio detecting means 55.
The accelerator return switch 34 (Fig. 1) receives the Kw signal from the
When F, Ka = 0 and TG = TGo * Ka * Ks
* Kf '* Kw * Kv = 0 and the deceleration target value TG is not output, but when the accelerator return switch 34 is ON, Ka = 1 and the map 62 indicates the deceleration target value TGo.
Is output, and when the correction coefficient Kw = 1 according to the map 67,
The deceleration target value TGo is corrected by the correction coefficient Ks based on the map 64, the correction coefficient Kf ′ based on the map 66, and the correction coefficient Kv based on the map 68, and the TG value is output.

According to the seventh embodiment, the target deceleration value set based on the road gradient is
The correction is performed based on the accelerator return frequency, the driver's own braking frequency, the wheel slip rate, and the vehicle speed. Therefore, in addition to the traveling environment, the target deceleration value is corrected depending on the traveling situation, and the addition of deceleration is limited on a slippery road surface with a small frictional force, so that wheel lock due to the addition of deceleration can be avoided and the vehicle speed can be reduced. When the vehicle speed is lower than a predetermined value, the driver voluntarily brakes the vehicle. When the vehicle speed is high, the deceleration addition is small and there is no sudden braking, and sports driving and safe driving performance are ensured.

FIG. 9 is a block diagram of the eighth embodiment of the present invention. The same reference numerals are used for the same members as in FIG.
The difference from the seventh embodiment of FIG. 8 is that this embodiment adds a correction coefficient Kp determined by the slippery state coefficient detecting means based on the vehicle speed, each wheel speed, and the steering angle to the configuration of the seventh embodiment. That is the point. Therefore, the operation of each means other than the slippery state coefficient detecting means is the same as in the seventh embodiment, and the TG signal output by the deceleration setting correcting means 42 is T
When G = 1.0G, deceleration is not performed and 1G> TG ≧ 0.3
When G, output as TG = 0.3G, and TG <
In the case of 0.3 G, the point of being controlled according to the map 63 is the same as the operation of the first embodiment.

The slippery state coefficient detecting means 57 has a friction coefficient higher than the vehicle specifications and the running condition.
While predicting YB, the lateral acceleration G at the time of turning is estimated based on the difference between the inner and outer wheel speeds of the turning. The vehicle speed is V, the actual steering angle is δ (steering angle x steering gear ratio), the wheelbase length is L,
If the stability factor is A, the speed difference between the inner and outer wheels is ΔV, the tread is T, and the turning radius is R, then GYB = V2 δ / [(1 + AV2) L], R = T
・ V / ΔV, G = V2 / R = V ・ ΔV / T.

When the high lateral friction coefficient GYB of the road surface thus calculated and the current lateral acceleration G are equal to each other, the road surface is not in a slippery state. Further, even if the current lateral acceleration G is smaller than the GYB, there is no problem as long as the value is not affected by the running of the vehicle. Therefore, assuming that degree as the threshold value ΔG, the slipperiness is GYB-
It is represented by (G + ΔG), and the slippage is increased although the lateral acceleration G is smaller than the turning lateral acceleration GYB. The relationship between the slipperiness and the coefficient Kp is shown in the map 69 of FIG. 9, as the slippery state coefficient Kp is plotted on the vertical axis and the slipperiness is plotted on the horizontal axis. The correction coefficient Kp is Kp = 1 when the slipperiness is not low, the coefficient Kp decreases as the slipperiness increases linearly from that state, and the coefficient becomes almost zero when it reaches a value that causes a problem in driving.

According to this structure, the deceleration setting correction means 42 has the road gradient DK signal from the road gradient detection means 41 and the Ka signal from the accelerator operation state detection means 45.
The Ks signal from the bending degree detecting means 46, the Kf 'signal from the frequency ratio calculating means 53, and the slip ratio detecting means 55.
When the accelerator return switch 34 (FIG. 1) is OFF, Ka = 0, and the TG signal from the vehicle speed coefficient detecting means 56 and the Kp signal from the slippery state coefficient detecting means 57 are received, and TG = TGo * Ka * Ks * K
f '* Kw * Kv * Kp = 0 and the deceleration target value TG is not output, but when the accelerator return switch 34 is ON, Ka = 1 and the map 62 shows the deceleration target value TG.
When o is output and the correction coefficient Kw = 1 according to the map 67, the correction coefficient Ks according to the map 64, the correction coefficient Kf ′ according to the map 66, and the correction coefficient Kv according to the map 68.
Then, the deceleration target value TGo is corrected by the map 69 and the TG value is output.

According to the eighth embodiment, the target deceleration value set based on the road gradient is
Since the correction is made based on the accelerator return frequency, the driver's own braking frequency, the wheel slip ratio, the vehicle speed, and the slippery condition of the road surface, a threshold value ΔG is set for the lateral acceleration G during traveling. When the value obtained by adding is smaller than the lateral acceleration at the high friction coefficient of the road surface, it is determined that the vehicle is slippery. When GYB = (G + ΔG), the coefficient Kp becomes 1.0, and the coefficient Kp continuously decreases to a predetermined slipperiness, and fine deceleration addition control is possible. When the slippery state is reached, the coefficient Kp
Becomes almost zero and no deceleration is added.

Therefore, in the present embodiment, the target deceleration value is corrected depending on the running conditions in addition to all the running environments, and sports running and safe driving are further facilitated.

[0093]

As described above, according to the present invention, the target deceleration value is set by detecting the non-operated state of the accelerator pedal, and the braking force applying mechanism is operated in accordance with the target deceleration value. Since the speed is added, the driver's desired deceleration is matched, and there is no discomfort. Further, since the target deceleration value is corrected based on at least one of the driving condition of the vehicle and the road condition, it is possible to add the deceleration suitable for the driving condition and the road condition. Therefore, the present invention can provide a slow deceleration addition control device that corrects the slow braking force finely by correcting it according to the driving condition of the vehicle and the road condition.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram according to an embodiment of the present invention.

FIG. 2 is a block configuration diagram according to the first embodiment of the present invention.

FIG. 3 is a block configuration diagram according to a second embodiment of the present invention.

FIG. 4 is a block configuration diagram according to a third embodiment of the present invention.

FIG. 5 is a block configuration diagram according to a fourth embodiment of the present invention.

FIG. 6 is a block diagram of a fifth embodiment of the present invention.

FIG. 7 is a block diagram of a sixth embodiment of the present invention.

FIG. 8 is a block configuration diagram according to a seventh embodiment of the present invention.

FIG. 9 is a block diagram of an eighth embodiment of the present invention.

FIG. 10 is a graph showing a frequency example of braking deceleration.

FIG. 11 is an explanatory diagram of a bending degree coefficient detection method.

FIG. 12 is a diagram showing a relationship between an additional deceleration target value and an estimated pressure of a master cylinder.

FIG. 13 is a flowchart illustrating an accelerator return switch coefficient assigning method.

FIG. 14 is a flowchart illustrating the operation of the fourth embodiment.

FIG. 15 is a flowchart illustrating the operation of the fifth embodiment.

[Explanation of symbols]

 1 Brake Pedal 4 Negative Pressure Switching Valve 5 Atmospheric Pressure Switching Valve 8 Master Cylinder 9 Accelerator Pedal 10 Booster 11 Atmosphere Room (A Room) 12 Negative Pressure Room (B Room) 13 Control Room (C Room) 14 Booster Piston 15 Negative Pressure valve 16 Atmospheric valve 33 Alarm unit 40 Inspection / calculation means 41 Road slope detection means 42 Deceleration setting correction means 43 Valve control means 44 Braking force addition means 45 Accelerator operation state detection means 46 Flexibility detection means 47 Wheel deceleration calculation means 48 Deceleration comparison means 49 Accelerator return SW coefficient calculation means 50 Driver braking operation detection means 51 Accelerator pedal return SW frequency calculation means 52 Average calculation means 53 Frequency ratio calculation means 54 Master cylinder pressure value comparison means 55 Slip ratio detection means 56 Vehicle speed coefficient detection Means 57 slippery state coefficient detecting means 60-70 map

Claims (3)

[Claims] 1. A slow deceleration addition control device for controlling a slow deceleration by operating a braking force addition mechanism for automatically adding a braking force to a braking device of a vehicle, and detecting an accelerator operation state for detecting an operation state of an accelerator pedal. Means for setting a target deceleration value of the vehicle and / or a target deceleration setting correcting means for correcting the target deceleration value based on at least one of the driving state and the road state of the vehicle; and the braking force adding mechanism. A valve control unit for controlling the target deceleration value based on the target deceleration value, and when the accelerator operation state detection unit determines that the accelerator is in the return state, the valve control unit sets the target deceleration value to the target deceleration value. A slow deceleration addition control device, wherein the braking force addition mechanism is actuated accordingly to add deceleration. 2. The slow deceleration according to claim 1, wherein when the target deceleration value is less than a predetermined value, the target deceleration value is output, and when it exceeds the predetermined value, the predetermined value is output. Speed addition control device. 3. The target deceleration value is based on at least one of a road gradient, a road bending degree, an accelerator return frequency, a driver's own braking frequency, a wheel slip ratio, a vehicle speed, and a road surface condition. The slow deceleration addition control device according to claim 1, wherein the slow deceleration addition control device is corrected.