JPH10250542A - Deceleration adding control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make adequate the vehicle deceleration shown as the total sum of an additional deceleration given by a deceleration adding control device when the deceleration will is shown by a driver, and the deceleration given by an engine brake. SOLUTION: When an acceleration return switch 404 is turned ON, and it is decided that a driver has a decelerating will, and when an object deceleration found depending on the car speed exceeds an engine brake deceleration found depending on the car speed and the shift step, the controller 301 of an acceleration adding control device leads in the atmospheric pressure to the control chamber 123 of a booster device 100, and after that, leads in a negative pressure to the control chamber 123 along the time according to the difference between the object deceleration and the engine brake deceleration, to deliver a necessary hydraulic pressure from a master cylinder 2, so as to generate an additional deceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for automatically decelerating a vehicle, and more particularly, to automatically actuating a braking device mounted on the vehicle to impart additional deceleration to the vehicle. The present invention relates to a deceleration additional control device.

[0002]

2. Related Art It is known to automatically decelerate a vehicle in order to optimize deceleration of the vehicle when a driver's intention to decelerate is indicated. For example, Japanese Patent Application Laid-Open No. 4-317
The deceleration control device described in Japanese Patent No. 844, when a fully closed state of the throttle is detected, calculates a difference between a target deceleration set in advance corresponding to the vehicle speed and an actual deceleration detected by the accelerometer. Then, the braking force control device is operated such that a brake operating pressure corresponding to the difference in the deceleration is generated.

[0003]

In performing the above-described and similar deceleration control, when the driver releases the accelerator pedal, the occupant can determine the deceleration by the deceleration control and the deceleration by the engine brake. You will feel the vehicle deceleration that appears as a sum. According to the deceleration control described in the above publication, in addition to deceleration by engine braking, deceleration is performed by feedback control based on the difference between the target deceleration and the actual deceleration detected by the accelerometer.

In this type of deceleration control, generally, the vehicle speed,
The target deceleration is set according to various vehicle operating state parameters such as an accelerator pedal release speed or a combination of these parameters. On the other hand, the vehicle driving environment changes variously, such as a flat road, a slope, and a snowy road. Therefore, it is difficult to set a target deceleration that is always suitable for the vehicle driving environment. In setting the target deceleration, the degree of effectiveness of the engine brake is not considered, and the target deceleration is set uniformly according to parameters other than the degree of effectiveness of the engine brake and combinations thereof.

[0005] Although it is difficult to always set a target deceleration suitable for the vehicle driving environment,
Also, even though the target deceleration is set without considering the effectiveness of the engine brake, if control is performed so that the actual deceleration becomes the target deceleration, the deceleration by the deceleration control, In some cases, the sum of the deceleration by the deceleration control and the engine brake deceleration may not be compatible with the vehicle driving condition or the one required by the driver. In addition, if the target deceleration is set in consideration of a number of parameters so that deceleration control suitable for various vehicle driving situations can be performed, or actual deceleration is actually measured, unnaturalness that gives a sense of discomfort to the occupant may be obtained. Deceleration may occur. For example,
The effectiveness of the engine brake in the middle vehicle speed range may be insufficient, or excessive deceleration control may be performed during downhill traveling to give a sense of incongruity. In addition, unnecessary deceleration control may be performed when traveling on a snowy road surface to cause disturbance in vehicle behavior.

As another problem, when a normal braking device that generates a braking force in response to a driver's operation of depressing a brake pedal is also used for deceleration control as described above,
There is a problem that the brake lamp is turned on every time the braking device operates in connection with the deceleration control. That is, unnecessary lighting of the brake lamp is frequently performed, which may cause trouble for the occupant of the following vehicle.

An object of the present invention is to provide a vehicle deceleration which is expressed as the sum of an additional deceleration provided by deceleration additional control and a deceleration provided by an engine brake when a driver's intention to decelerate is indicated. An object of the present invention is to provide a deceleration additional control device that is made appropriate.

[0008]

According to a first aspect of the present invention, there is provided a deceleration additional control device for automatically applying an additional deceleration to a braking device of a vehicle. Vehicle speed detecting means for detecting, target deceleration determining means for obtaining a target deceleration based on the vehicle speed detected by the vehicle speed detecting means, and shift speed detecting means for detecting a shift speed established in the transmission of the vehicle An engine brake deceleration determining means for obtaining an engine brake deceleration based on the vehicle speed detected by the vehicle speed detecting means and the gear position detected by the gear position detecting means; and an operation state of an accelerator pedal of the vehicle. Accelerator pedal operation state determination means to be determined, and when it is determined by the accelerator pedal operation state determination means that the accelerator pedal is in the return state, When serial target deceleration exceeds the engine braking deceleration, characterized by comprising a control means for braking action of the braking device in accordance with the difference between the engine braking deceleration and the target deceleration.

According to a second aspect of the present invention, there is provided a deceleration addition control device according to the present invention, comprising: a lateral acceleration detecting means for detecting a lateral acceleration of a vehicle; and a correcting means for correcting the target deceleration. When the lateral acceleration detected by (1) exceeds a predetermined value, the target deceleration is reduced. According to a third aspect of the present invention, there is provided a deceleration addition control device according to the present invention, comprising: a pedaling force detecting unit configured to detect a depression pressure applied to a brake pedal of the vehicle; and a brake light control unit configured to control operation of a brake light of the vehicle. When the vehicle speed detected by the vehicle speed detecting means is higher than a predetermined vehicle speed, the brake light is turned on only when the stepping pressure detected by the pedaling force detecting means exceeds the predetermined pressure.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a deceleration additional control device according to an embodiment of the present invention will be described with reference to the drawings. The deceleration addition control device according to the present embodiment intends to apply a gentle deceleration equivalent to the engine brake to the vehicle, and this slow deceleration addition is performed using a booster of a braking device mounted on the vehicle. I'm trying to do it. Therefore, the booster of the present embodiment has a function of providing an additional slow deceleration in addition to the normal boosting function of increasing the brake pedal depressing force in response to the driver's brake pedal depressing operation. It has become.

As shown in FIG. 1, a booster 100 includes an operating rod 101 having an outer end connected to a brake pedal 1 and a push rod 102 having one end connected to a piston (not shown) of a master cylinder 2. And one end of the push rod 1 disposed between the two rods 101 and 102.
02 plunger 10 fixed to the disk portion 102a
And 3. Booster piston 10 concentrically arranged with push rod 102 and plunger 103
Reference numeral 4 is externally fitted to the disk portion 102a of the push rod 102 so as to be able to move in the axial direction.

The booster 100 further includes a housing 111. The inside of the housing 111 is divided into a variable pressure chamber 121, a constant pressure chamber 122, and a control chamber 123 by a first diaphragm 112, a second diaphragm 113, and a partition 114. It is divided into two. The first diaphragm 112 has an outer peripheral edge fixed to a peripheral wall of the housing 111, and an inner peripheral edge thereof has an inner end of the partition wall 114 or the booster piston 1.
04 is fixed to the outer peripheral surface on the brake pedal side. The second diaphragm 113 has an outer peripheral edge fixed to an end wall of the housing 111 on the master cylinder side, and an inner peripheral edge fixed to an outer peripheral surface of the booster piston 104 on the master cylinder side.

A negative pressure port 115 is formed on the end wall of the housing 111 on the master cylinder side.
15 communicates on one hand with the constant pressure chamber 122 and on the other hand with an intake pipe (not shown) of an engine mounted on the vehicle. Therefore, the negative pressure in the intake pipe is constantly supplied to the constant pressure chamber 122 during the operation of the engine. An air port 116 formed on the end wall of the housing 111 on the master cylinder side is also provided.
Is connected to the control chamber 123 on the one hand, and to the intake pipe and the outside air space via the pressure proportional control valve 201 on the other hand. Therefore, when a voltage is applied to the solenoid 201a of the pressure proportional control switching valve 201, the pressure proportional control valve 201 operates, and the pressure regulated according to the current value flowing through the solenoid 201a is supplied to the control chamber 123.

The outer surface of the booster piston 104 and the partition 1
A negative pressure passage is defined by the inner surface of the negative pressure passage 14, and one end of the negative pressure passage is always connected to the constant pressure chamber 122, and the other end is connected to the variable pressure chamber 121 via the negative pressure valve 131.
The negative pressure valve 131 is opened when the operating rod 101 or the like is in a non-operating position, and when the operating rod 101 moves to the master cylinder side (hereinafter, referred to as left movement) in accordance with the depression operation of the brake pedal 1, or when the control is performed. The booster piston 104 and the like move to the brake pedal side (hereinafter referred to as rightward movement) in accordance with the supply of the atmospheric pressure to the chamber 123 and are closed.

An air passage is formed in the housing 111 around the operating rod. One end of the air passage communicates with the outside atmosphere through an air filter 151, and the other end of the air passage passes through an atmosphere valve 132. Transformer room 1
21 can be communicated. The atmosphere valve 132 closes when the operating rod 101 or the like is in the non-operating position, and opens when the operating rod 101 or the like moves leftward or the booster piston 104 or the like moves rightward.

When the negative pressure valve 131 is open,
1 is supplied with a negative pressure, and the atmosphere is supplied to the variable pressure chamber 121 when the atmosphere valve 132 is open. In FIG. 1, reference numeral 14
1, 142 are the operating rod 101 and the negative pressure valve 1
Reference numeral 14 denotes a spring disposed between
Reference numeral 3 denotes a spring disposed between the end wall on the master cylinder side of the housing 111 and the booster piston 104.

In the braking device equipped with the booster 100 having the above configuration, when the brake pedal 1 is not depressed and the brake pedal 1 is not depressed, a negative pressure is supplied to all of the variable pressure chamber 121, the constant pressure chamber 122 and the control chamber 123. Therefore, the booster 100 is deactivated. During normal braking in which the driver steps on the brake pedal 1, atmospheric pressure is introduced into the variable pressure chamber 121, while negative pressure is introduced into the constant pressure chamber 122 and the control chamber 123, and the internal pressure and the constant pressure of the variable pressure chamber 121 are increased. Due to the difference between the internal pressures of the chamber 122 and the control chamber 123, the booster piston 104 and the push rod 1
02 moves leftward, whereby the brake pedal depression force is boosted and transmitted to the master cylinder 2. As a result, the required hydraulic pressure is supplied from the master cylinder 2 to the wheel cylinders (not shown) of each wheel in accordance with the brake pedal depressing operation, and normal braking is performed.

When the brake pedal 1 is released and the operating rod 101 moves to the right, the atmosphere valve 132 comes into contact with the negative pressure valve 131 and closes. When the negative pressure valve 131 further moves rightward with further rightward movement of the operating rod 101 and the like, the negative pressure valve 131 and the booster piston 104
And the negative pressure valve 131 is opened. As a result, the variable pressure chamber 121 communicates with the constant pressure chamber 122, and the three chambers 121,
Negative pressure is created inside 122 and 123, and the booster 100 returns to the non-operating state.

At the time of slow deceleration control, which will be described in detail later, a control voltage is applied to the solenoid 201a of the pressure proportional control valve 201. As a result, a negative pressure near the atmospheric pressure regulated by the pressure proportional control valve 201 is controlled. To the control room 123
The booster piston 104 moves rightward due to the difference between the internal pressure of the booster piston 104 and the internal pressure of the constant pressure chamber 122. With the movement of the piston, the negative pressure valve 131 is closed and the atmospheric valve 132 is opened, so that the atmospheric pressure is introduced into the variable pressure chamber 121. Then, the booster piston 104 moves leftward due to the difference between the internal pressure of the variable pressure chamber 121 and the internal pressure of the constant pressure chamber 122, and the delivery of the hydraulic pressure from the master cylinder 2 is started.
4 takes an equilibrium position determined according to the biasing force of the spring 143. As a result, the hydraulic pressure sent out from the master cylinder 2 is supplied to the wheel cylinders of each wheel at a lower hydraulic pressure than during normal braking, and braking during slow deceleration is performed. That is, additional slow deceleration is automatically applied to the vehicle, even though the brake pedal is not depressed.

Next, the pressure proportional control valve solenoid 201a
Is changed to zero and the pressure proportional control valve 201
Communicates with the intake pipe, and a negative pressure is supplied to the control chamber 123. As a result, the booster piston 104 moves to the left, the atmospheric valve 132 closes, and the negative pressure valve 131 opens, a negative pressure is introduced into the variable pressure chamber 121, and the booster 100 returns to the non-operating state. That is, the additional slow deceleration is completed.

As is clear from the above description, the slow deceleration can be controlled by the value of the current flowing through the pressure proportional control valve solenoid 201a. The deceleration addition control device according to the present embodiment utilizes the deceleration imparting function of the booster 100, while the vehicle speed at the time when the accelerator pedal 3 is returned to the predetermined return position, and the transmission at that time. It is intended to add the required deceleration according to the established gear.

Therefore, the deceleration addition control device includes a control unit 301 including a central processing unit (CPU) and an input / output interface circuit (not shown). The control unit 301 includes a program for deceleration addition control. Read-only memory 302 storing various control programs including
A random access memory 303 for storing various calculation processing results by U is connected.

As shown in FIG. 2, the control unit 301 includes various functional units. First, the control unit 301
A target deceleration determining unit 311 for determining a target deceleration in the deceleration additional control based on the vehicle speed is provided. The target deceleration determining unit 311 has a vehicle speed / target deceleration map shown in FIG. 3 and reads out the target deceleration Gt corresponding to the vehicle speed V detected by the vehicle speed sensor (vehicle speed detecting means) 401 from this map. It has become. The target deceleration characteristic line is
It is set in advance so as to substantially follow the rising portion of the third-speed engine brake deceleration characteristic line (see FIG. 5), and includes three straight sections respectively corresponding to a low vehicle speed region, a medium vehicle speed region, and a high vehicle speed region. Have been. In the first straight section, the target deceleration Gt takes a value from 0G to Gt1 (for example, 0.05 G) corresponding to the vehicle speed V from V1 (for example, 10 km / h) to V2 (for example, 25 km / h). In the second straight section, V2 to V3 (for example, 70 k
m / h), the target deceleration Gt is Gt
It takes a value from 1 to Gt2 (for example, 0.07G). Then, in the third straight section corresponding to the vehicle speed V equal to or higher than V3,
The target deceleration Gt takes a constant value Gt2 regardless of the vehicle speed V. According to the setting of such a target deceleration characteristic line, excessive deceleration is prevented from being added at a low gear position and a low vehicle speed range, and a vehicle traveling ahead in a middle speed gear position and a low vehicle speed region and in a town is prevented. Insufficient engine braking at high speeds and medium vehicle speeds where the vehicle follows the vehicle can be eliminated, and unnecessary addition of deceleration at high speeds and high vehicle speeds where engine braking is sufficiently effective is avoided. . The deceleration is applied in such a manner that a deceleration (about 0.1 G) smaller than a deceleration (0.2 to 0.3 G) generated by a normal braking operation is generated from the viewpoint of supplementing the braking potential of the engine. Intended for slow deceleration.

The target deceleration characteristic line shown in FIG. 3 is set on the assumption that the vehicle is traveling on a flat road. For this reason, excessive deceleration during downhill traveling is avoided, and the driver does not feel uncomfortable. That is, in the deceleration application according to the present embodiment, the difference in the degree of deceleration between the flat road and the downhill is approved, and the deceleration is provided in accordance with the driving feeling of the driver. In addition, the burden on the brake device due to excessive deceleration on the downhill is avoided.

The control section 301 has an engine brake deceleration determining section 312 for determining the deceleration (hereinafter referred to as engine brake deceleration Gb) generated by the engine brake accompanying the return operation of the accelerator pedal 3. The engine brake deceleration determining unit 312 has a vehicle speed / gear ratio / engine brake deceleration map shown in FIG.
The engine brake deceleration Gb is determined from the same map based on the vehicle speed V detected by the vehicle speed sensor 401 and the gear S detected by the shift solenoid (gear detecting means) 402. The engine brake deceleration map shown in FIG. 4 is set on the premise of traveling on a flat road, and is made compatible with the target deceleration map shown on FIG.

In the subtractor 313 of the control section 301, the engine brake deceleration Gb is subtracted from the target deceleration Gt, and a deceleration difference ΔG (see FIG. 5) is calculated. Further, the deceleration difference determination unit 314 of the control unit 301 receives the deceleration difference ΔG calculated by the subtractor 313, and if the value of the deceleration difference ΔG is zero or its sign is positive, the deceleration difference is determined. Difference ΔG
Is output as it is as the deceleration difference determination unit output ΔGp. On the other hand, if the sign is negative, an output ΔGp having a value of 0 is output instead of the deceleration difference ΔG (see FIG. 6). As a result, additional deceleration is performed when the deceleration is insufficient when the deceleration is performed only by the engine brake, and otherwise the additional deceleration is prevented. Insufficient engine braking at high speeds and medium vehicle speeds can be resolved, and unnecessary addition of deceleration at high speeds and high vehicle speeds can be avoided.

The control unit 301 calculates a lateral acceleration GY by a conventionally known calculation method based on the vehicle speed V detected by the vehicle speed sensor 401 and the steering wheel angle θ detected by the steering wheel angle sensor 403. Lateral acceleration detecting means) 315. The correction coefficient determination unit 316 has a lateral acceleration / correction coefficient map shown in FIG. 7 and determines a lateral acceleration correction coefficient K corresponding to the calculated lateral acceleration GY. As shown in FIG. 7, the correction coefficient K always takes a value of 1.0 in the lateral acceleration region where the lateral acceleration GY is from 0 G to GY1 (for example, 0.6 G), and the lateral acceleration GY is from GY1 to GY2 (for example, 0.8 G). ) Take a value from 1.0 to 0. Further, the value always takes 0 in a region where the lateral acceleration GY exceeds the value GY2. Lateral acceleration correction unit 317 of control unit 301
Now, the output ΔGp (= ΔGp) from the deceleration difference determination unit 314
Or 0) is multiplied by a lateral acceleration correction coefficient K.

In the lateral acceleration correction described above, the deceleration is positively applied in the low lateral acceleration region where the grip force of the tire has a margin, while the deceleration is prevented in the high lateral acceleration region where the grip force has no margin. Thus, disturbance of the vehicle behavior due to careless deceleration in the area is prevented beforehand. Further, according to the lateral acceleration detection based on the vehicle speed V and the steering wheel angle θ, when traveling on a snowy road, a lateral acceleration that is considerably larger than the actually occurring lateral acceleration is detected, and when traveling on a snowy road, for example. Inadvertent application of deceleration can be avoided. Further, a lateral acceleration sensor is not required.

The output ΔG of the lateral acceleration correction unit 317
py (= KΔGp) is supplied to the first and second control signal generators 319 and 320 via a switch circuit 318 that responds to the on / off state of an accelerator return switch (accelerator pedal operation state determination means) 404. The accelerator return switch 404 is turned on when the driver does not perform any accelerator pedal depression operation and the accelerator pedal 3 is at a predetermined accelerator return position, and is turned off otherwise. The predetermined accelerator return position is set to an accelerator pedal position indicating the driver's intention to decelerate, for example, such that the accelerator pedal depression amount is about 1% of when the accelerator is fully opened. This allows additional deceleration to be provided when the driver has a willingness to decelerate, while decelerating while the driver is putting his foot on the accelerator pedal during steady driving on a flat road. In addition to avoiding the application of the brake, the application of the deceleration when the accelerator pedal depressing operation indicating the driver's intention to accelerate is performed is prevented, and the dragging of the brake is avoided.

The signal generator 319 of the controller 301 has a lateral acceleration corrector output / current map illustrated in FIG. 8 and corresponds to the lateral acceleration corrected deceleration difference ΔGpy obtained by the lateral acceleration corrector 317. A current value is obtained, and a voltage is applied to the pressure proportional control valve solenoid 201a so that the obtained current value can be output to the solenoid 201a. Hereinafter, the deceleration addition control by the control unit 301 having the above-described various functional units will be further described.

While the vehicle is running, the control unit 301 executes a deceleration addition control routine shown in FIG. First, the sensor 40
The outputs V, S, θ of 1, 402 and 403 and the on / off state of the accelerator return switch 404 are read (step S1). Next, the target deceleration Gt corresponding to the vehicle speed V is read from the map of FIG. 3 (step S2), and the engine brake deceleration Gb corresponding to the vehicle speed V and the shift speed S is read from the map of FIG. Step S3). Further, the deceleration difference ΔG is obtained by subtracting the engine brake deceleration Gb from the target deceleration Gt (Step S).
4) It is determined whether or not the sign of the deceleration difference ΔG is positive (step S5). If the determination result is negative, the deceleration difference ΔG = 0 is set in step S11, and the process proceeds to step S10 described below.

On the other hand, if it is determined in step S5 that the sign of the deceleration difference ΔG is positive, the vehicle speed V and the steering wheel angle θ are determined.
And the lateral acceleration GY is calculated based on
6), a lateral acceleration correction coefficient K corresponding to the calculated lateral acceleration GY is obtained from FIG. 7 (step S7). Next, the correction coefficient K is multiplied by the deceleration difference ΔG (= ΔGp), and the deceleration difference ΔG is corrected for lateral acceleration (step S8).

In step S9, it is determined whether or not the accelerator pedal is at the accelerator return position based on the on / off state of the accelerator return switch 404 read in step S1. If the determination result is negative, the deceleration difference ΔG = 0 is set in step S11, and the process proceeds to step S10. On the other hand, if the result of the determination in step S9 is affirmative, that is, if it is determined in step S9 that the accelerator return switch 404 is on and the driver has a willingness to decelerate, based on the deceleration difference ΔGpy corrected for lateral acceleration. The current value flowing through the pressure proportional control valve solenoid 210a is shown in FIG.
(Step S10). As a result, the brake fluid pressure corresponding to the deceleration difference ΔGpy after the lateral acceleration has been corrected is supplied, whereby the required additional deceleration is provided. Then, the sum of the additional deceleration and the deceleration due to the engine brake appears as an appropriate vehicle deceleration.

The control unit 301 further includes a brake lamp lighting control unit 321 for preventing unnecessary brake lamp lighting due to the slow deceleration control described above. This lighting control unit 32
1 indicates that the vehicle speed V detected by the vehicle speed sensor 401 exceeds a predetermined vehicle speed Vd (for example, 30 km / h).
The hydraulic pressure Pm on the output side of the master cylinder detected by a hydraulic pressure sensor (pedal force detecting means) 405 built in the master cylinder 2 is equal to a predetermined pressure Pd representing a braking operation by the driver.
The switch circuit 408 is closed only when the value exceeds. The switch circuit 408 is composed of, for example, a transistor, and is connected to the brake lamp 4 via the brake switch 407.
06 is connected to the opposite end of the power supply side. If the switch circuit 408 is open, the lighting of the brake lamp 406 is prevented even when the brake switch 407 is closed with the depression operation of the brake pedal 1.

Hereinafter, the lamp lighting control by the lamp lighting control unit 321 will be further described. While the vehicle is running, the CPU 301 as the lamp lighting control unit 321 executes a lamp lighting control routine shown in FIG. First, the vehicle speed sensor 40
1 and the outputs V and Pm of the fluid pressure sensor 405 are read (step S101), and it is determined whether or not the vehicle speed V exceeds a predetermined vehicle speed Vd (for example, 30 km / h) (step S102). If the determination result is negative, that is, if it is determined that the vehicle is in the low vehicle speed range, the switch circuit 40 of FIG.
8 is turned on (step S103). As a result, the brake lamp 406 is turned on when the brake switch 407 is turned on by executing the normal braking by the depression operation of the brake pedal 1 or the braking by the additional deceleration described above. In the above low vehicle speed range,
According to the knowledge of the present inventors, when the driver performs the braking operation by applying the deceleration and indicates the driver's intention to decelerate, the probability that the driver will subsequently perform the depressing operation of the brake pedal 1 is about 70%. And considerably higher. Accordingly, if the driver turns on the brake lamp before depressing the brake pedal when the driver intends to decelerate in the low vehicle speed range as described above, the driver of the following vehicle can be notified of the stop of the own vehicle.

On the other hand, if it is determined in step S102 that the vehicle is not in the low vehicle speed range, it is determined whether or not the hydraulic pressure Pm sent from the master cylinder 2 exceeds a predetermined pressure Pd indicating a braking operation by the driver. (Step S104). If the determination result is affirmative, the switch circuit 408 is turned on (step S10).
3) The lighting of the brake lamp 406 is permitted.

If the result of the determination in step S104 is negative, ie, if it is determined that the driver has not performed the braking operation, the switch circuit 408 is turned off (step S104).
105). As a result, even when the brake switch 407 is turned on as a result of the above control for providing the additional deceleration, the brake lamp 406 does not light up,
This prevents unnecessary lighting of the brake lamp.

The deceleration addition control device of the present invention is not limited to the above embodiment, but can be variously modified. For example, in the above embodiment, the deceleration is added by using the vacuum booster, but a hydraulic booster or the like may be used instead.

[0039]

According to a first aspect of the present invention, there is provided a deceleration additional control device for automatically applying an additional deceleration to a braking device of a vehicle. Means, target deceleration determining means for obtaining a target deceleration based on the vehicle speed detected by the vehicle speed detecting means, shift speed detecting means for detecting a shift speed established in a transmission of the vehicle, and the vehicle speed Engine brake deceleration determining means for obtaining engine brake deceleration based on the vehicle speed detected by the detecting means and the gear position detected by the gear position detecting means, and an accelerator pedal for determining an operation state of an accelerator pedal of the vehicle When the operation state determination means and the accelerator pedal operation state determination means determine that the accelerator pedal is in the return state, the target deceleration is determined. When exceeding the engine braking deceleration, since a control means for braking action of the braking device in accordance with the difference between the engine braking deceleration and the target deceleration, when the deceleration intention of the driver is indicated,
The vehicle deceleration that appears as the sum of the additional deceleration given by the deceleration addition control and the deceleration given by the engine brake can be optimized, and a natural feeling of deceleration can be given. In particular, avoid excessive addition of deceleration at low speeds and low vehicle speeds, eliminate engine brake shortage at medium speeds and low vehicle speeds, and at high speeds and medium vehicle speeds. In addition, it is possible to supplement the braking potential of the engine while avoiding unnecessary addition of deceleration in a high gear and a high vehicle speed range.

According to a second aspect of the present invention, there is provided a deceleration additional control device comprising: a lateral acceleration detecting means for detecting a lateral acceleration of a vehicle; and a correcting means for correcting the target deceleration. Since the target deceleration is reduced when the lateral acceleration detected by the above exceeds a predetermined value, the deceleration can be positively applied in a low lateral acceleration region where there is a margin in the grip force of the tire, and there is a margin in the grip force. In the high lateral acceleration region where there is no deceleration, it is possible to prevent the deceleration from being applied and prevent the vehicle behavior from being disturbed due to careless deceleration in the region.

According to a third aspect of the present invention, there is provided a deceleration additional control device according to the present invention, wherein a depressing force detecting means for detecting a depression pressure applied to a brake pedal of the vehicle, and a brake light control means for controlling operation of a brake light of the vehicle. When the vehicle speed detected by the vehicle speed detecting means is higher than a predetermined vehicle speed, the brake light is turned on only when the depression pressure detected by the pedaling force detecting means exceeds the predetermined pressure. When the driver's intention to decelerate is shown in the range, or when the driver performs the braking operation in the middle and high vehicle speed range, the brake light can be turned on, but the driver does not perform the braking operation in the middle and high vehicle speed range In this case, unnecessary lighting of the brake light can be prevented.

[Brief description of the drawings]

FIG. 1 is a partial cross-sectional view of a booster and a control unit constituting a deceleration additional control device according to an embodiment of the present invention.

FIG. 2 is a block diagram illustrating various functional units of a control unit in FIG. 1;

FIG. 3 is a diagram illustrating a map used for determining a target deceleration according to the block diagram of FIG. 2;

FIG. 4 is a diagram exemplifying a map used for determining an engine brake deceleration according to the block diagram of FIG. 2;

FIG. 5 is a diagram showing a relationship between a target deceleration and an engine brake deceleration.

FIG. 6 is a diagram showing a relationship between an output of a deceleration difference determination unit and a deceleration difference in the block diagram of FIG. 2;

FIG. 7 is a diagram showing a relationship between a correction coefficient used for lateral acceleration correction and a lateral acceleration according to the block diagram of FIG. 2;

8 is a diagram showing a relationship between a current from a signal generation unit in FIG. 2 and an output of a lateral acceleration correction unit in FIG. 2;

FIG. 9 is a flowchart showing a part of a deceleration addition control routine executed by the block diagram of FIG. 2;

FIG. 10 is a flowchart of a lamp lighting control routine executed by a lamp lighting control unit of FIG. 2;

[Explanation of symbols]

 Reference Signs List 1 brake pedal 2 master cylinder 3 accelerator pedal 100 booster 201 pressure proportional control valve 301 control unit 311 target deceleration determination unit 312 engine brake deceleration determination unit 314 deceleration difference determination unit 315 lateral acceleration calculation unit 316 correction coefficient determination unit 317 Lateral acceleration correction unit 318 Switch circuit 319 Signal generation unit 321 Lamp lighting control unit 401 Vehicle speed sensor 402 Shift solenoid 403 Handle angle sensor 404 Accelerator return switch 405 Fluid pressure sensor 406 Brake lamp 407 Brake switch 408 Switch circuit

Claims (3)

[Claims] 1. A deceleration additional control device for automatically applying an additional deceleration to a braking device of a vehicle, comprising: a vehicle speed detecting means for detecting a vehicle speed; and a target based on the vehicle speed detected by the vehicle speed detecting means. Target deceleration determining means for determining deceleration, shift speed detecting means for detecting a shift speed established in the transmission of the vehicle, and a vehicle speed detected by the vehicle speed detecting means and detected by the shift speed detecting means. An engine brake deceleration determining means for obtaining an engine brake deceleration based on the changed gear position; an accelerator pedal operation state determining means for determining an operation state of an accelerator pedal of the vehicle; If it is determined that the pedal is in the return state,
When the target deceleration exceeds the engine brake deceleration, control means is provided for causing the braking device to perform a braking operation in accordance with a difference between the target deceleration and the engine brake deceleration. Control device. 2. A vehicle comprising: a lateral acceleration detecting means for detecting a lateral acceleration of a vehicle; and a correcting means for correcting the target deceleration.
The deceleration additional control device according to claim 1, wherein the target deceleration is reduced when a lateral acceleration detected by the lateral acceleration detection means exceeds a predetermined value. 3. A vehicle comprising: a stepping force detecting means for detecting a stepping pressure applied to a brake pedal of the vehicle; and a brake light control means for controlling operation of a brake light of the vehicle. 2. The deceleration additional control device according to claim 1, wherein when the vehicle speed exceeds a predetermined vehicle speed, the brake light is turned on only when the stepping pressure detected by the stepping force detection means exceeds a predetermined pressure.