JP2006151127A - Deceleration control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a deceleration control device capable of suppressing a sense of incongruity of a driver when transmission is carried out by the will of a driver while deceleration control on the basis of a vehicular traveling state is executed. <P>SOLUTION: A first target deceleration 505 is set on the basis of a vehicular traveling sate including positional relationship with a front vehicle, a front corner, and road gradient. When deceleration control on the basis of a means carrying out vehicular deceleration control, a means detecting transmission by the will of the driver, and the vehicular traveling state, the transmission by the will of the driver is detected. When deceleration 511a acted on a vehicle on the basis of the transmission by the will of the driver is less than the first target deceleration, deceleration is controlled to make the deceleration acted on the vehicle on the basis of the transmission by the will of the driver become second target deceleration 702 set to be not less than the first target deceleration. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle deceleration control device, and in particular, when deceleration control based on a vehicle traveling state (including a positional relationship with a preceding vehicle, a traveling environment such as a corner in front, a road gradient) is being executed. The present invention relates to a vehicle deceleration control device capable of suppressing a driver from feeling uncomfortable when a manual downshift is performed.

  In Japanese Patent Laid-Open No. 11-115545 (Patent Document 1), a request for deceleration is determined based on road information and an inter-vehicle distance, and this request for deceleration is supplied to a control device for each actuator. A technique is disclosed in which execution of control is triggered by the start of deceleration operation.

  Further, as a technique for cooperatively controlling an automatic transmission and a brake, there is known a technique for operating a brake when the automatic transmission is manually shifted in a direction in which an engine brake is applied. As such an automatic transmission and brake cooperative control device, there is a technique disclosed in Japanese Patent Laid-Open No. 63-38030 (Patent Document 2).

  In the above-mentioned Patent Document 2, in a manual shift for operating an engine brake in an automatic transmission (A / T), an idle running in a neutral state from the start of the shift until the engine brake is actually activated is described as a vehicle brake. Techniques for preventing and activating are disclosed.

JP 11-115545 A JP 63-38030 A

  Manual downshifting (driving) when deceleration control based on vehicle running conditions (including the road or traffic driving environment related to vehicle running, such as the positional relationship with the preceding vehicle, the corner ahead, the road gradient, etc.) If a shift is performed by the driver's intention), the deceleration acting on the vehicle is reduced, which may cause the driver to feel uncomfortable. The reason will be described below.

  In general, since manual downshift is a significant shift of the driver, when deceleration control based on the vehicle traveling state is being executed, when manual downshift is requested, deceleration based on the vehicle traveling state being performed is performed. Prior to the control, a manual downshift is performed, and the deceleration control based on the vehicle running state being executed is stopped.

  On the other hand, a technique for cooperatively controlling an automatic transmission and a brake when a manual downshift is performed is known (Patent Document 2). The target deceleration of the cooperative control during the manual downshift is It is set near the deceleration (engine braking force) due to the shift stage after manual downshift.

  When a manual downshift is requested during execution of deceleration control based on the vehicle traveling state, depending on the state of the vehicle traveling state, the vehicle travels to the vehicle traveling state with a deceleration larger than the target deceleration based on the manual downshift. Based on deceleration control may be in progress. In this case, when the manual downshift is performed, the deceleration control based on the vehicle running state is stopped and the manual downshift is performed as described above, so that the deceleration acting on the vehicle is reduced.

  When the driver performs a manual downshift during the execution of the deceleration control based on the vehicle running state, the driver generally wants the deceleration to increase. On the other hand, conventionally, as described above, if a manual downshift is performed during the execution of the deceleration control based on the vehicle running state, the deceleration of the vehicle is reduced against the driver's intention. Occasionally, the driver may feel uncomfortable or anxious.

  It is an object of the present invention to provide a vehicle deceleration control device capable of suppressing the driver from feeling uncomfortable when a shift is performed by the driver's intention when the deceleration control based on the vehicle running state is being performed. Is to provide.

  The vehicle deceleration control device according to the present invention sets a first target deceleration based on a vehicle traveling state including a positional relationship with a preceding vehicle, a front corner and a road gradient, and based on the first target deceleration. A means for performing deceleration control of the vehicle, a means for detecting a shift by the driver's intention, and a shift control by the driver's intention when the deceleration control based on the vehicle running state is being performed, When the deceleration acting on the vehicle based on the shift by the driver's intention is less than the first target deceleration, the deceleration acting on the vehicle based on the shift by the driver's intention is the first target deceleration. The deceleration control is performed so that the second target deceleration set to be equal to or higher than the speed is achieved.

  In the vehicle deceleration control apparatus according to the present invention, when the deceleration acting on the vehicle based on the shift by the driver's intention is less than the first target deceleration, the driver's intention is controlled by controlling a brake. The deceleration control is performed so that the deceleration acting on the vehicle based on the speed change by the second target deceleration set to be equal to or higher than the first target deceleration.

  According to the vehicle deceleration control device of the present invention, it is possible to suppress the driver from feeling uncomfortable when a shift is performed according to the driver's intention when the deceleration control based on the vehicle running state is being executed. Become.

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

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 7. The present embodiment relates to a vehicle deceleration control device that performs cooperative control of a brake (braking device) and an automatic transmission.

  In the present embodiment, when deceleration control is performed using the brake alone based on the vehicle running state (in this example, the corner in front of the vehicle), the manual downshift is operated, and the reduction based on the manual downshift is performed. When the speed is less than the deceleration of the deceleration control based on the vehicle running state, cooperative control of the manual downshift and the brake is performed, and the target deceleration in the cooperative control is the deceleration of the deceleration control based on the vehicle running state. The above is corrected.

  This prevents the driver from feeling uncomfortable without reducing the deceleration during the manual downshift operation. In the above description, the manual downshift means a downshift (shift based on the driver's intention) that is manually operated when the driver desires an increase in engine braking force.

  As described in detail below, the configuration of the present embodiment includes a transmission capable of changing a gear position or a gear ratio, a shift determination command means (manual shift, shift point control), and a braking force control means (brake or MG device) and vehicle driving conditions (including road conditions related to driving of the vehicle such as the road conditions ahead (the distance to the corner R and the corner approach and the road gradient) and the positional relationship with the preceding vehicle) It is premised on vehicle running state detecting means, means for independently controlling the braking force control means based on the detection result by the vehicle running state detecting means, and means for controlling the braking force control means in cooperation with manual downshift.

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

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

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

  The manual shift determination unit 93 outputs a signal indicating the necessity of downshift (manual downshift) or upshift by the driver's manual operation based on the driver's manual operation. The manual shift determination unit 93 outputs a signal indicating the necessity of shifting based on the manual shift lever operation of the driver or the operation of a lever or button switch attached to the steering wheel. The relative vehicle speed detection / estimation unit 97 detects or estimates the relative vehicle speed between the host vehicle and the preceding vehicle. The inter-vehicle distance measuring unit 101 includes a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front of the vehicle, and measures the inter-vehicle distance from the preceding vehicle.

  The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 may store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and changes the switching state of the pattern select switch 117. A signal indicating the necessity of shift from the manual shift determining unit 93 is input, and a signal indicating the measurement result by the inter-vehicle distance measuring unit 101 is input. And a signal indicating the result of detection or estimation by the relative vehicle speed detection / estimation unit 97 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 includes signals from the sensors 114, 116, 122, 123, and 90, signals from the switch 117, signals from the navigation system device 95, signals from the manual shift determination unit 93, and inter-vehicle distance. A signal from the measurement unit 101 and a signal from the relative vehicle speed detection / estimation unit 97 are input. The output port 135 is connected to the electromagnetic valve driving units 138a, 138b, 138c and the brake braking force signal line L1 to the brake control circuit 230. A brake braking force signal SG1 is transmitted through the brake braking force signal line L1.

  The ROM 133 stores a program in which the operations (control steps) shown in the flowcharts of FIGS. 1 and 5 are described in advance, and a shift map (not shown) for shifting the shift stage of the automatic transmission 10. In addition, a shift control operation (not shown) is stored. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

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

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

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

The operation of this embodiment will be described with reference to FIG. 1, FIG. 2, and FIG.
In the present embodiment, an operation when a manual downshift operation is performed by the driver while corner control is performed by independent control of the brake device 200 will be described. First, corner control performed by independent control of the brake device 200 will be described.

  FIG. 4 is a chart for explaining the deceleration control of the present embodiment. In FIG. 4, the control execution boundary L, the necessary deceleration 401, the road shape top view, the input rotational speed 307 of the automatic transmission 10, the accelerator opening 301, the deceleration 303 acting on the vehicle, the target deceleration 304 (initial stage) Target deceleration 304a, non-initial target deceleration 304b), deceleration in the automatic transmission 10 (engine braking force, output shaft torque of the automatic transmission 10) 310, and brake control amount (deceleration in the brake) 302 are shown. Has been.

  In a place (time point) 407 corresponding to the symbol A in FIG. 4, the accelerator is OFF (accelerator opening is fully closed) as indicated by the symbol 301, and the brake is OFF (brake) as indicated by the symbol 302. Force is zero).

[Step S10]
In step S10, the control circuit 130 determines whether or not the accelerator is in an OFF state (fully closed) based on a signal from the throttle opening sensor 114. If it is determined as a result of step S10 that the accelerator is in an OFF state, the process proceeds to step S20. When the accelerator is fully closed (step S10-Y), it is determined that the driver intends to decelerate, and the deceleration control of this embodiment is performed. On the other hand, if it is not determined that the accelerator is in the OFF state, the process proceeds to step S130. As described above, in FIG. 4, the accelerator opening 301 is set to zero (fully closed) at the position (time point) A.

[Step S20]
In step S20, the control circuit 130 checks the flag F. If the flag F is 0, the process proceeds to step S30. If the flag F is 1, the process proceeds to step S70. If the flag F is 2, the process proceeds to step S90. If the flag F is 3, the process proceeds to step S110. . When this control flow is executed, the flag F is initially 0, so the process proceeds to step S30.

[Step S30]
In step S30, the required deceleration is calculated by the control circuit 130. The necessary deceleration is a deceleration required to turn the other corner at a predetermined desired turning G (in order to enter the corner at a desired vehicle speed). In FIG. 4, the necessary deceleration is indicated by reference numeral 401. In FIG. 4, the necessary deceleration 401 is shown in two places: vehicle speed and “vehicle G (deceleration acting on the vehicle)”.

  In FIG. 4, the horizontal axis indicates the distance. As shown in the “top view of the road shape”, the other corner 402 exists from the point 403 of E to the point 404 of G. In order to turn the corner 402 at a desired turning G set in advance, it is necessary to decelerate to the target vehicle speed 406 corresponding to the radius (or curvature) R405 of the corner 402 at the entrance 403 of the corner 402. . That is, the target vehicle speed 406 is a value corresponding to R405 of the corner 402.

  In order to decelerate from the vehicle speed at the place 407 of the symbol A where it is determined that the accelerator is fully closed in step S10 to the target vehicle speed 406 required at the entrance 403 of the corner 402, the deceleration as indicated by the necessary deceleration 401 is required. Is needed. The control circuit 130 calculates the required deceleration 401 based on the current vehicle speed input from the vehicle speed sensor 122, the distance from the current position to the entrance 403 of the corner 402 and R405 of the corner 402 input from the navigation system device 95. To do. A signal indicating the required deceleration 401 is output as a brake braking force signal SG1 from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1.

  In step S30, if the control circuit 130 determines that there is no corner ahead based on the data input from the navigation system device 95, the necessary deceleration is not obtained. Following step S30, step S40 is executed.

[Step S40]
In step S40, the control circuit 130 determines whether or not this control is necessary based on, for example, the control execution boundary line L. In the determination, in FIG. 4, it is determined that the present control is necessary if it is located above the control execution boundary line L due to the relationship between the current vehicle speed and the distance to the entrance 403 of the corner 402, and the control execution boundary line is determined. If it is positioned lower than L, it is determined that this control is unnecessary. As a result of the determination in step S40, if it is determined that this control is necessary, the process proceeds to step S50. If it is determined that this control is not necessary, this control flow is returned.

  The control execution boundary L is based on the relationship between the current vehicle speed and the distance to the entrance 403 of the corner 402, as long as the deceleration exceeding the preset deceleration due to normal braking does not act on the vehicle. , The line corresponding to the range in which the target vehicle speed 406 cannot be reached (the corner 402 cannot be turned in the desired turn G). In other words, when the vehicle is positioned above the control execution boundary line L, in order to reach the target vehicle speed 406 at the entrance 403 of the corner 402, a deceleration exceeding a preset normal braking deceleration is applied to the vehicle. It is necessary to act.

  Therefore, when the position is higher than the control execution boundary line L, deceleration control corresponding to the corner R of the present embodiment is executed (step S60), and the brake operation amount by the driver is increased by increasing the deceleration. Even if the vehicle is not operated or the operation amount is relatively small (even if the foot brake is stepped on only a little), the vehicle can reach the target vehicle speed 406 at the entrance 403 of the corner 402.

  FIG. 3 is a diagram for explaining the control execution boundary line L. FIG. In the hatched portion of the figure, the deceleration region calculated based on the target vehicle speed 406 determined from the curvature radius R of the corner 402 of the road in the vehicle traveling direction is shown. The deceleration region is provided at a position on the high vehicle speed side and on the side where the distance from the corner is small, and the control execution boundary line L indicating the boundary of the deceleration region is higher as the curvature radius R of the corner 402 increases. And it is set so that it can be moved to the side approaching the corner 402. When the actual vehicle speed of the vehicle traveling in front of the corner area exceeds the control execution boundary L of FIG. 3, the deceleration control corresponding to the corner R of the present embodiment is executed.

  As the control execution boundary line L of the present embodiment, a control execution boundary line used for shift point control corresponding to a conventional general corner R can be applied as it is. The control execution boundary line L is created by the control circuit 130 based on the data input from the navigation system device 95 and indicating the distance from R405 of the corner 402 to the corner 402.

  In the present embodiment, in FIG. 4, the place (place 407) corresponding to the symbol A where the accelerator opening 301 is zero is located above the control execution boundary line L, and therefore it is determined that this control is necessary. (Step S40-Y), the process proceeds to Step S50. In the above-described step S40, the example in which the presence or absence of execution of the deceleration control corresponding to the corner R of the present embodiment is determined using the control execution boundary line L has been described. Based on this, it can be determined whether or not the deceleration control corresponding to the corner R of the present embodiment is executed.

[Step S50]
In step S50, the control circuit 130 sets an initial target deceleration 304a. This initial target deceleration 304 a is the target deceleration 304 until the required deceleration 401 is reached. In FIG. 4, the actual deceleration 303 corresponds to the line 304 a that coincides with the actual deceleration 303 up to the place (time point) where the required deceleration 401 is reached (the place corresponding to the symbol B). That is, the initial target deceleration 304a is set to sweep up from a location corresponding to the symbol A to a location corresponding to the symbol B. The initial target deceleration 304a is designed to gradually increase the deceleration at the initial stage of the deceleration control (the initial phase in FIG. 4) in order to suppress a shock / uncomfortable feeling due to sudden braking. Following step S50, step S60 is executed.

[Step S60]
In step S <b> 60, brake feedback control is executed by the brake control circuit 230. The brake feedback control means that the braking force 302 is controlled according to the deviation between the target deceleration 304 and the actual deceleration 303. Here, the target deceleration 304 in step S60 includes both the initial target deceleration 304a obtained in step S50 and the non-initial target deceleration 304b set in step S80 described later.

  As indicated by reference numeral 302, the feedback control of the brake is started at a location (time point) corresponding to the reference numeral A determined to require corner control in the control necessity determination (step S40). That is, a signal indicating the target deceleration 304 (here, the initial target deceleration 304a) from the location (time point) corresponding to the symbol A is a brake braking force signal SG1 from the control circuit 130 via the brake braking force signal line L1. It is output to the circuit 230. The brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220.

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

  In the feedback control of the brake device 200 in step S70, the target value is the target deceleration 304, the control amount is the actual deceleration 303 of the vehicle, and the control target is the brake (braking devices 208, 209, 210, 211). The operation amount is a brake control amount 302. The actual deceleration 303 of the vehicle is detected by the acceleration sensor 90 or the like. That is, in the brake device 200, the brake braking force (brake control amount 302) is controlled so that the actual deceleration 303 of the vehicle becomes the target deceleration 304.

[Step S70] and [Step 160]
In step S70, the control circuit 130 determines whether or not the actual deceleration 303 has become equal to or greater than the required deceleration 401. As a result of the determination, if the actual deceleration 303 is greater than or equal to the required deceleration 401, the process proceeds to step S80, and if not, the process proceeds to step S160.

  Since the actual deceleration 303 is not equal to or greater than the required deceleration 401 at the first stage when this control flow is performed (step S70-N), the flag F is set to 1 in step S160, and this control flow is reset. The In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 1 (step S20-1), the process proceeds to step S70 and is repeated until the condition of step S70 is satisfied. It is.

  If the condition of step S70 is satisfied (step S70-Y), the process proceeds to step S80. In FIG. 4, the actual deceleration 303 is equal to or higher than the required deceleration 401 at the time corresponding to the symbol B. In step S70 and subsequent steps, the brake control in step S60 is continuously executed until the brake control is completed in step S100.

[Step S80]
In step S80, the control circuit 130 sets target deceleration 304 = required deceleration 401. That is, after the place (time point) corresponding to the symbol B in FIG. 4, the sweep-up region of the actual deceleration 303 (initial target deceleration 304a) ends. The target deceleration 304 after setting in step S80 is referred to as a non-initial target deceleration 304b in order to distinguish it from the initial target deceleration 304a set in step S50. Following step S80, step S90 is performed.

  In step S80, the target deceleration 304 is not sequentially calculated. However, the target deceleration 304 can be sequentially calculated. That is, instead of the content of step S80, the required deceleration 401 is obtained by recalculation by the control circuit 130, and the target deceleration 304 is reset according to the obtained required deceleration 401. it can.

[Step S90] and [Step S170]
In step S <b> 90, the control circuit 130 determines whether or not the vehicle has entered the corner 402. The control circuit 130 performs the determination in step S90 based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the entrance 403 of the corner 402. As a result of the determination in step S90, if it is after entering the corner 402, the process proceeds to step S100, and if not, the process proceeds to step S170.

  In the first stage in which this control flow is implemented, since the vehicle has not entered the corner 402 (step S90-N), the flag F is set to 2 in step S170, and this control flow is reset. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 2 (step S20-2), the process proceeds to step S90 and is repeated until the condition of step S90 is satisfied. It is.

  If the condition of step S90 is satisfied (step S90-Y), the process proceeds to step S100. In FIG. 4, the vehicle has entered the corner 402 at a location (time) corresponding to the symbol E.

[Step S100]
In step S100, the control circuit 130 ends the brake control. This is because after the vehicle enters the corner 402, it is less uncomfortable for the driver that the braking force by the brake does not act on the vehicle. At the end of the brake control, the braking force 302 is swept down. The end of the brake control is transmitted to the brake control circuit 230 by the brake braking force signal SG1. In FIG. 4, the brake control is finished at a place (time point) where corner entry is confirmed (corner entry time point E). Following step S100, step S110 is performed.

[Step S110] and [Step S180]
In step S110, the control circuit 130 determines whether or not the vehicle has exited the corner 402. The control circuit 130 performs the determination in step S110 based on the data input from the navigation system device 95 and indicating the current position of the vehicle and the position of the exit 404 of the corner 402. If it is after exiting the corner 402 as a result of the determination in step S110, the process proceeds to step S120, and if not, the process proceeds to step S180.

  Since the vehicle has not escaped from the corner 402 at the first stage when the control flow is executed (step S110-N), the flag F is set to 3 at step S180 (step S180), and the control flow is reset. Is done. In the control flow again, when the accelerator is fully closed (step S10-Y), since the flag F is 3 (step S20-3), the process proceeds to step S110 and is repeated until the condition of step S110 is satisfied. It is.

  If the condition of step S110 is satisfied (step S110-Y), the process proceeds to step S120. In FIG. 4, the vehicle exits the corner 402 at a location (time) corresponding to the symbol G.

  In the above, the handling when the driver performs a brake operation while this control is performed is not touched, but when the driver operates the brake, the driver operates the brake. And the brake control can be stopped.

  Next, with reference to FIG. 5 to FIG. 7, an operation when a manual downshift operation is performed by the driver while the corner control is performed will be described.

  FIG. 5 is a flowchart showing an operation when a manual downshift operation is performed by the driver while the corner control is performed. FIG. 6 is a target deceleration map at the time of manual downshift. FIG. 7 is a time chart showing an operation when a manual downshift operation is performed by the driver while the corner control is performed.

[Step S1]
In step S <b> 1 of FIG. 5, the control circuit 130 determines whether or not the foot brake is in an OFF state when the accelerator is OFF (the accelerator opening is fully closed). If the result of determination in step S1 is that the accelerator is OFF and the foot brake is OFF (step S1-Y), the process proceeds to step S2, and if not (step S1-N), this control flow is returned. .

[Step S2]
In step S2, the control circuit 130 determines whether or not the corner control is being executed. That is, it is determined whether or not it is during the period from the determination that the corner control is necessary in the corner control necessity determination (step S40) in FIG. 1 until the brake control is finished (step S100). In the meantime, it is determined that the corner control is being executed. As a result of the determination in step S2, if it is determined that corner control is being executed (step S2-Y), the process proceeds to step S3. If not (step S2-N), the control flow returns. Is done.

  In the above description, an example in which corner control is performed by the brake device 200 alone has been described. However, corner control in the operation of FIG. 5 of the present embodiment is performed by cooperative control of the automatic transmission 10 and the brake device 200. It may be broken. In other words, the above-described corner control of the brake device 200 alone means that the target deceleration 304 is generated by the brake device 200 without performing a downshift for corner control, whereas the automatic transmission 10 The corner control by the cooperative control of the brake device 200 means that the target deceleration 304 is generated by the deceleration by the downshift of the automatic transmission 10 and the deceleration by the brake device 200.

[Step S3]
In step S3, the control circuit 130 determines whether or not a manual downshift operation has been performed. Here, it is determined whether or not a signal indicating the necessity of shifting (downshifting) the gear position of the automatic transmission 10 to the relatively low speed side is output from the manual shift determining unit 93. If the result of determination in step S3 is that a signal indicating the need for downshifting has been output (step S3-Y), processing proceeds to step S4. On the other hand, when this is not the case (step S3-N), the present control flow is returned, and the corner control is performed alone.

[Step S4]
In step S4, the control circuit 130 calculates the target deceleration at the time of the manual downshift operated in step S3. The target speed change during manual downshift is calculated to be a value near the deceleration (engine braking force) after manual downshift, based on the gear position (type of shift) after manual downshift and the vehicle speed. The

  FIG. 6 shows an example of setting the target variable speed during manual downshift. As shown in FIG. 6, the target speed change at the time of the manual downshift is determined by the gear position after the manual downshift and the rotation speed of the output shaft 120c of the automatic transmission 10 (AT output rotation speed).

[Step S5]
In step S5, the control circuit 130 compares the target deceleration of the corner control being executed in step S2 with the target deceleration during the manual downshift obtained in step S4. As a result of the comparison, if the target deceleration at the time of manual downshift is less than the target deceleration for corner control (step S5-Y), the process proceeds to step S6, and otherwise (step S5-N). The process proceeds to step S7. Here, when the target deceleration during manual downshift is less than the target deceleration for corner control, the target deceleration during manual downshift does not decelerate more than the target deceleration for corner control (deceleration I can't get a feeling).

[Step S6]
In step S6, the control circuit 130 corrects the target deceleration at the time of the manual downshift obtained in step S4. The correction amount is set so that the target deceleration at the time of manual downshift after correction is equal to or greater than the target deceleration of the corner control being executed in step S2.

  Here, in order to suppress the feeling of deceleration missing (decrease) during manual downshift operation, the target deceleration during manual downshift after correction is the target deceleration of the corner control being executed in step S2. However, in order to give the driver a feeling of deceleration during the manual downshift operation, the target deceleration at the time of the manual downshift after the correction is executed in step S2 above. It is preferable that the correction is made so that the value is larger than the target deceleration of the corner control. Following step S6, step S7 is performed.

[Step S7]
In step S7, the control circuit 130 executes the manual downshift operated in step S3. As described above, since the manual downshift is a significant shift of the driver, when the deceleration control based on the vehicle running state (including the corner control of this example) is being executed (step S2-Y), the manual downshift is performed manually. When the downshift is operated (step S3-Y), a manual downshift is performed in preference to the deceleration control based on the vehicle running state being executed (step S7, step S8), and the vehicle running being executed is performed. The deceleration control based on the state is stopped.

[Step S8]
In step S8, brake feedback control is executed by the brake control circuit 230. Here, the brake feedback control refers to the target deceleration during manual downshift (if corrected, the value after correction) and the actual deceleration, as in step S60 of FIG. This means that the braking force is controlled according to the deviation. After step S8, this control step is returned.

  The operation of FIG. 5 will be specifically described with reference to FIG.

  In FIG. 7, reference numeral 701 indicates the gear position of the automatic transmission 10. The gear stage 701 is at the fifth speed at the time point T0, and the gear stage 701 remains at the fifth speed even after the corner control by the single brake control is started at the time point T1. In the corner control, as described in step S60 of FIG. 1, the brake control amount 302 is set so that the target deceleration 304 of the corner control is generated in the vehicle.

  As described above, when corner control is being performed (step S2-Y in FIG. 5), a manual downshift operation from the fifth speed to the fourth speed is performed by the driver at time T2 in FIG. (Step S3-Y in FIG. 5). When the manual downshift operation is performed, the corner control is stopped and the manual downshift is performed as follows.

  First, the target deceleration map at the time of manual downshift as shown in FIG. 6 is referred to, and based on the shift speed (fourth speed) 701 after the manual downshift and the rotation speed of the output shaft 120c of the automatic transmission 10. Then, the target deceleration 310a at the time of manual downshift is obtained (step S4 in FIG. 5).

  In step S5 of FIG. 5, as described above, the target deceleration 304 for corner control is compared with the target deceleration 310a at the time of manual downshift. As a result of the comparison, since the target deceleration 310a at the time of manual downshift is less than the target deceleration 304 at the corner control (step S5-Y), the target deceleration 310a at the time of manual downshift is corrected and the target Deceleration 704 is set (step S6). In this case, the correction amount for the target deceleration is set to a value such that the corrected target deceleration 704 is larger than the target deceleration 304 for corner control by a predetermined amount 705 as shown in FIG. Can.

  Following step S6, downshifting by manual downshift operation is performed (step S7), and cooperative control with the brake device 200 is performed based on the target deceleration 704 at the time of manual downshift after the correction. (Step S8). In the coordinated control (step S8), the brake control amount 302 is used to reduce the deceleration (speed 4) 701 of the automatic transmission 10 when the target deceleration 704 at the time of the manual downshift after correction is generated in the vehicle. The engine braking force (310a) is set so as to cause an insufficient deceleration.

  As shown in FIG. 7, during the execution of deceleration control based on the vehicle running state (after T1), when a manual downshift is requested (T2), depending on the situation of the vehicle running state, the target of the manual downshift Deceleration control based on the vehicle running state may be being executed at a deceleration (304) that is greater than the deceleration (310a). In this case, when a manual downshift is performed (after T2), as described above, the deceleration control based on the vehicle running state is stopped (the target deceleration 304 of the corner control stops working). Since deceleration based on the target deceleration 310a by downshift is performed, the deceleration 601 acting on the vehicle decreases.

  When the driver performs a manual downshift (T2) during the execution of the deceleration control based on the vehicle running state (T1 or later), the driver generally wants the deceleration to increase. is there. On the other hand, conventionally, as described above, if a manual downshift is performed during the execution of the deceleration control based on the vehicle traveling state, the vehicle deceleration 601 decreases against the driver's intention. As a result, the driver may feel discomfort and anxiety.

  In contrast, in the present embodiment, when the deceleration control is performed using the brake (braking force 302) based on the vehicle running state (after T1), the manual downshift is operated (T2), When the deceleration 310a based on the manual downshift is less than the deceleration 304 of the deceleration control based on the vehicle running state, cooperative control of the manual downshift and the brake is performed, and the target deceleration 704 in the cooperative control is the vehicle deceleration. It is corrected to a deceleration 304 or more of deceleration control based on the running state. This prevents the driver from feeling uncomfortable without reducing the actual deceleration 602 of the vehicle during or after the manual downshift operation (T2).

  In the above description, when manual downshift is performed, the cooperative control with the brake is performed. However, the present invention is not limited to this. If the engine braking force (deceleration before correction) 310a obtained by the original manual downshift is equal to or higher than the deceleration 304 of the deceleration control based on the vehicle running state, the cooperative control with the brake is not necessarily performed. The deceleration may be given by the manual downshift alone (engine braking force) 310a. That is, when the deceleration (deceleration before correction) 310a obtained by the original manual downshift is less than the deceleration 304 of the deceleration control based on the vehicle running state (for the first time), cooperative control with the brake is performed. Thus, it is sufficient to correct the deceleration 704 by the cooperative control to be equal to or higher than the deceleration 304 of the deceleration control based on the vehicle running state.

  In the above, it is assumed that when a manual downshift operation is performed during the execution of the deceleration control based on the vehicle traveling state, the deceleration control based on the vehicle traveling state is stopped and only the manual downshift is performed. explained. Instead of this premise, the manual downshift operation is performed on the premise that the deceleration control based on the vehicle running state is continued even when the manual downshift operation is performed during the execution of the deceleration control based on the vehicle running state. Is performed, the target deceleration of the deceleration control based on the vehicle traveling state is corrected so that the value is equal to or greater than the target deceleration during the manual downshift, and then the deceleration control based on the vehicle traveling state is continued. Is possible.

  In the above description, the technology for performing vehicle deceleration control only by operating the braking device without shifting the transmission when the vehicle deceleration control is automatically performed based on the corner R has been described. The embodiment is not limited to the control based on the corner R. That is, the target shift when the manual downshift operation is performed when the deceleration control is performed solely by the brake control device 200 without using the shift control of the automatic transmission 10 as in the first embodiment. The technology for correcting the step involves shifting of the transmission when the vehicle deceleration control is automatically performed based on the situation ahead of the vehicle such as the road gradient, the distance between the preceding vehicle, and the road surface μ, for example. In addition, the present invention can be applied to a technique for performing deceleration control of a vehicle only by operating a braking device.

According to this embodiment described above, the following effects can be obtained.
When deceleration control is performed based on the vehicle running state (in this example, the corner at the front), even if manual downshift is performed, the deceleration acting on the vehicle will not decrease, There is no sense of incongruity. In particular, if the deceleration acting on the vehicle based on the manual downshift operation (target deceleration) is corrected to be larger than the target deceleration of the deceleration control based on the vehicle running state being executed, the driver A sense of deceleration can be reliably obtained by manual downshift operation.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIGS.
In the second embodiment, the description of the configuration common to the first embodiment is omitted.

  In the second embodiment, deceleration control is performed based on cooperation between braking device control (automatic brake control) and shift control (downshift control by an automatic transmission) based on the vehicle running state (in this example, inter-vehicle distance information). When the manual downshift is operated during the execution of the cooperative control and the (target) deceleration based on the manual downshift is less than the target deceleration of the deceleration control based on the vehicle running state, the manual downshift and the braking are performed. The target deceleration of the cooperative control with the device is set to be equal to or higher than the target deceleration of the deceleration control based on the vehicle running state, and then the cooperative downshift and the braking device are cooperatively controlled.

  Accordingly, when the manual downshift is operated when the deceleration control based on the vehicle running state is performed by the cooperative control of the braking device and the transmission, the manual downshift operation is performed as in the first embodiment. A driver's uncomfortable feeling is prevented without reducing the deceleration.

The operation of this embodiment will be described with reference to FIGS. 8-1, FIG. 8-2, and FIG.
First, inter-vehicle distance control performed by cooperative control of the automatic transmission 10 and the brake device 200 will be described.

[Step S1]
First, as shown in step S1 of FIG. 8A, in the control circuit 130, the inter-vehicle distance between the host vehicle and the vehicle ahead is less than a predetermined value based on the signal indicating the inter-vehicle distance input from the inter-vehicle distance measuring unit 101. It is determined whether or not. If it is determined in step S1 that the inter-vehicle distance is equal to or less than the predetermined value, the process proceeds to step S2. On the other hand, if it is not determined that the inter-vehicle distance is equal to or less than the predetermined value, the control flow ends.

  In the control circuit 130, instead of directly determining whether or not the inter-vehicle distance is equal to or less than a predetermined value, a parameter indicating that the inter-vehicle distance is clogged to the predetermined value or less, such as a collision time (inter-vehicle distance / relative vehicle speed), Whether the inter-vehicle distance is less than or equal to a predetermined value may be determined indirectly based on the inter-vehicle time (inter-vehicle distance / own vehicle speed), a combination thereof, and the like.

[Step S2]
In step S2, the control circuit 130 determines whether or not the accelerator is OFF based on the signal from the throttle opening sensor 114. If it is determined as a result of step S2 that the accelerator is in an OFF state, the process proceeds to step S3. The vehicle follow-up control is started from step S3. On the other hand, if it is not determined that the accelerator is in the OFF state, the control flow ends.

[Step S3]
In step S <b> 3, the target deceleration is obtained by the control circuit 130. The target deceleration is such a value (deceleration acceleration) that the relationship with the preceding vehicle becomes the target inter-vehicle distance or relative vehicle speed when deceleration control (described later) based on the target deceleration is performed on the host vehicle. As required. A signal indicating the target deceleration is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L1 as the brake braking force signal SG1.

  The target deceleration is obtained with reference to a target deceleration map (FIG. 9) stored in advance in the ROM 133. As shown in FIG. 9, the target deceleration is determined based on the relative vehicle speed [km / h] and the inter-vehicle time [sec] between the host vehicle and the preceding vehicle. Here, the inter-vehicle time is the inter-vehicle distance / own vehicle speed as described above.

  In FIG. 9, for example, when the relative vehicle speed is −20 [km / h] and the inter-vehicle time is 1.0 [sec], the target deceleration is −0.20 (G). The target deceleration is set to a smaller value (so as not to decelerate) as the relationship between the host vehicle and the preceding vehicle approaches a safe relative vehicle speed or inter-vehicle distance. That is, the target deceleration is obtained as a small value on the upper right side of the target deceleration map in FIG. 9 as the distance between the host vehicle and the preceding vehicle is sufficiently secured. The higher the value, the larger the value on the lower left side of the target deceleration map.

  The target deceleration obtained in step S3 is a time point (step S6 and brake control (step S7) before actual execution of the speed change control (step S6) and the brake control (step S7) after the deceleration control start condition (steps S1 and S2) is satisfied. The target deceleration at the start of deceleration control) is particularly referred to as the maximum target deceleration. In other words, as will be described later, the target deceleration is obtained in real time even in the middle of the deceleration control, so that it is distinguished from the target deceleration obtained after the brake control and the shift control are actually executed (during execution). In this sense, the target deceleration obtained in step S3 is particularly referred to as a maximum target deceleration. Following step S3, step S4 is executed.

[Step S4]
In step S4, the control circuit 130 obtains a target deceleration by the automatic transmission 10 (hereinafter, shift speed target deceleration), and based on the shift speed target deceleration, shift control (shift down) of the automatic transmission 10 is performed. ) Is determined. Hereinafter, the content of step S4 will be described by dividing it into (1) and (2).

(1) First, the gear position target deceleration is obtained.
The gear stage target deceleration corresponds to the engine braking force (deceleration acceleration) to be obtained by the shift control of the automatic transmission 10. The gear stage target deceleration is set as a value less than or equal to the maximum target deceleration. The following three methods are conceivable as a method for obtaining the speed target deceleration.

First, a first method for obtaining the speed target deceleration will be described.
The gear stage target deceleration is set as a value obtained by multiplying the maximum target deceleration obtained by the target deceleration map of FIG. 9 in step S3 by a coefficient greater than 0 and 1 or less. For example, as in the case of the above example of step S3, when the maximum target deceleration is −0.20 G, for example, −0.10 G, which is a value obtained by multiplying a coefficient of 0.5, is the gear position. It can be set as the target deceleration.

Next, a second method for obtaining the shift speed target deceleration will be described.
A gear stage target deceleration map (FIG. 10) is registered in the ROM 133 in advance. The speed target deceleration is obtained by referring to the speed target deceleration map of FIG. As shown in FIG. 10, the gear stage target deceleration is obtained based on the relative vehicle speed [km / h] and the inter-vehicle time [sec] between the host vehicle and the preceding vehicle, similarly to the target deceleration of FIG. For example, as in the case of the above example of step S3, when the relative vehicle speed is −20 [km / h] and the inter-vehicle time is 1.0 [sec], −0.10 G is the gear position target. Required as deceleration. As is clear from FIGS. 9 and 10, when the relative vehicle speed approaches rapidly and rapidly, when the inter-vehicle time is short, or when the inter-vehicle distance is short, it is necessary to make the inter-vehicle distance appropriate at an early stage. The deceleration needs to be larger. Also, from this, the lower speed stage is selected in the above situation.

Next, a third method for obtaining the speed target deceleration will be described.
First, the engine braking force (deceleration G) when the accelerator of the current gear stage of the automatic transmission 10 is OFF is obtained (hereinafter referred to as the current gear stage deceleration). A current gear speed deceleration map (FIG. 11) is registered in the ROM 133 in advance. The current gear speed deceleration (deceleration acceleration) is obtained by referring to the current gear speed deceleration map of FIG. As shown in FIG. 11, the current gear speed deceleration is obtained based on the gear speed and the rotational speed NO of the output shaft 120 c of the automatic transmission 10. For example, when the current gear stage is 5th and the output rotational speed is 1000 [rpm], the current gear stage deceleration is -0.04G.

  Note that the current gear speed deceleration may be corrected by a value obtained from the current gear speed deceleration map according to various conditions such as whether the vehicle is operating an air conditioner or whether a fuel cut is present. In addition, a plurality of current gear speed deceleration maps are prepared in the ROM 133 for each situation such as whether the vehicle is operating an air conditioner or whether a fuel cut is present, and the current gear speed deceleration used according to those situations. You may switch maps.

  Next, the shift speed target deceleration is set as a value between the current gear speed deceleration and the maximum target deceleration. In other words, the shift speed target deceleration is obtained as a value that is greater than the current gear speed deceleration and less than or equal to the maximum target deceleration. An example of the relationship between the shift speed target deceleration, the current gear speed deceleration, and the maximum target deceleration is shown in FIG.

The speed target deceleration is obtained by the following equation.
Shift speed target deceleration = (maximum target deceleration−current gear speed deceleration) × coefficient + current gear speed deceleration In the above equation, the coefficient is a value greater than 0 and less than or equal to 1.

  In the above example, the maximum target deceleration = −0.20 G, the current gear stage deceleration = −0.04 G, and the calculation is performed with the coefficient set to 0.5, the speed stage target deceleration is −0.12 G. Become.

  As described above, a coefficient is used in the first and third methods for determining the target gear position deceleration, but the value of the coefficient is not a theoretical value, but can be appropriately set from various conditions. Value. That is, for example, in a sports car, a relatively large deceleration is preferred when decelerating, and therefore the value of the coefficient can be set to a large value. Further, even for the same vehicle, the value of the coefficient can be variably controlled according to the vehicle speed and the gear stage. The vehicle responsiveness to the driver's operation is improved, the so-called sport mode intended for sharp vehicle driving, and the vehicle's responsiveness to the driver's operation is relaxed, so that the vehicle travels with low fuel consumption. In the case of a vehicle in which a mode called an intended so-called luxury mode or economy mode can be selected, when the sport mode is selected, the shift speed target deceleration is set so that a larger shift speed change occurs than in the luxury mode or the economy mode.

  After the shift speed target deceleration is obtained in step S4, it is not set again until the deceleration control is completed. That is, after the shift speed target deceleration is obtained at the start time of the deceleration control (the time before the shift control (step S6) and the brake control (step S7) are actually executed), the deceleration control ends. Is set as the same value. As shown in FIG. 12, the speed target deceleration (value indicated by a broken line) is the same value even if time elapses.

(2) Next, based on the shift speed target deceleration obtained in the above (1), the shift speed to be selected in the shift control of the automatic transmission 10 is determined. Vehicle characteristic data indicating the deceleration G for each vehicle speed at each gear stage when the accelerator is OFF as shown in FIG. 13 is registered in advance in the ROM 133.

  As in the above example, assuming that the output rotational speed is 1000 [rpm] and the gear stage target deceleration is −0.12 G, the output rotational speed is 1000 [rpm] in FIG. 13. It can be seen that the gear stage corresponding to the vehicle speed at the time and the closest speed reduction to the speed target deceleration of -0.12G is the fourth speed. Thereby, in the case of the above example, in step S4, the gear to be selected is determined to be the fourth speed.

  Here, the gear stage that is the closest to the gear stage target deceleration is selected as the gear stage to be selected. In this case, the gear stage that is the closest to the gear stage target deceleration may be selected. Step S5 is executed after step S4.

[Step S5]
In step S5, the control circuit 130 determines whether or not the accelerator is OFF and the brake is OFF. In step S5, the brake being in an OFF state means that the brake is in an OFF state without a driver's operation of a brake pedal (not shown), and this is input via the brake control circuit 230. The determination is made based on the output of a brake sensor (not shown). If it is determined in step S5 that the accelerator is OFF and the brake is OFF, the process proceeds to step S6. On the other hand, if it is not determined that the accelerator is OFF and the brake is OFF, the process proceeds to step S11.

  FIG. 14 is a time chart for explaining the deceleration control of the present embodiment. FIG. 14 shows the current gear speed deceleration, gear speed target deceleration, maximum target deceleration, target deceleration, gear speed of automatic transmission 10, input shaft speed of automatic transmission 10 (AT), and output of AT. The shaft torque, braking force, and accelerator opening are shown.

  At time T0 in FIG. 14, the accelerator is OFF (accelerator opening is fully closed) as indicated by reference numeral 501, and the brake is OFF (brake force is zero) as indicated by reference numeral 502. is there. At this time T0, the current deceleration (deceleration acceleration) is the same as the current gear stage deceleration as indicated by reference numeral 503.

[Step S6]
In step S6, the control circuit 130 starts shift control. That is, shift control is performed to the gear stage to be selected (in the above example, the fourth speed) determined in step S4. At time T0 in FIG. 14, as indicated by reference numeral 504, the automatic transmission 10 is downshifted by the shift control. Accordingly, the engine braking force increases, and the current deceleration 503 increases from the time T0. Following step S6, step S7 is executed.

[Step S7]
In step S7, the brake control circuit 230 starts brake control. In other words, the brake force is increased at a predetermined gradient (sweep control) up to the maximum target deceleration. At time T0 to T1 in FIG. 14, the braking force 502 increases at a predetermined gradient, and accordingly, the current deceleration 503 increases. At time T1, the current deceleration 503 becomes the maximum target deceleration. The brake force 502 continues to increase until it reaches (step S8).

  In step S7, the brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220. As described above, the hydraulic control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 on the basis of the brake control signal SG2, thereby causing the braking force 502 as instructed in the brake control signal SG2. Is generated.

  The predetermined gradient in step S7 is determined by a brake braking force signal SG1 that is referred to when the brake control signal SG2 is generated. The predetermined gradient includes the road friction coefficient μ included in the brake braking force signal SG1, the accelerator return speed at the start of this control (immediately before the time T0 in FIG. 14), and the opening before the accelerator is returned. Will be changed based on. For example, the gradient (inclination) is reduced when the road surface friction coefficient μ is low, and the gradient is increased when the accelerator return speed or the opening before returning the accelerator is large.

  As described above, instead of the method of increasing the braking force 502 with a predetermined gradient, based on the deviation between the current deceleration 503 and the target deceleration 505 so that the current deceleration 503 becomes the target deceleration 505. Thus, feedback control of the braking force 502 applied to the vehicle can be performed. Further, the braking force 502 by the brake control may be determined in consideration of a shift differential value of the input shaft rotation speed of the automatic transmission 10 and a shift inertia torque determined by the inertia.

  Here, the “target deceleration 505” in step S7 includes both the maximum target deceleration obtained in step S3 and the target deceleration obtained again in step S9 described later. The operation is continued until the brake control is finished in step S11. Following step S7, step S8 is executed.

[Step S8]
In step S <b> 8, the control circuit 130 determines whether or not the current deceleration 503 is the maximum target deceleration 505. If it is determined that the current deceleration 503 is the maximum target deceleration 505, the process proceeds to step S9. On the other hand, if it is not determined that the current deceleration 503 is the maximum target deceleration 505, the process returns to step S7. Since the current deceleration 503 has not reached the maximum target deceleration 505 until time T1 in FIG. 14, the brake force 502 is increased at a predetermined gradient in step S7 until then.

[Step S9]
As shown in FIG. 8B, in step S9, the target deceleration 505 is obtained again. The control circuit 130 obtains the target deceleration 505 with reference to the target deceleration map (FIG. 9) as in step S3. As described above, the target deceleration 505 is set based on the relative vehicle speed and the inter-vehicle distance, and when the deceleration control (both shift control and brake control) starts, the relative vehicle speed and the inter-vehicle distance also change. The target deceleration 505 corresponding to the above is obtained in real time.

  When the target deceleration 505 is obtained in real time in step S9, the braking force 502 is applied so that the current deceleration 503 becomes the target deceleration 505 by the brake control that is started in step S7 and is continuing. (See steps S7 and S8).

  The operation for obtaining the target deceleration 505 in step S9 is continuously performed until the brake control is finished in step S11. As will be described later, the brake control is continued until the current deceleration 503 matches the gear stage target deceleration (steps S10 and S11). As described above, the current deceleration 503 is controlled so as to coincide with the target deceleration 505 (steps S7 and S8). As a result, the operation for obtaining the target deceleration 505 in step S9 has been obtained. This is continued until the target deceleration 505 matches the gear stage target deceleration.

  At the time of step S9, the vehicle speed of the host vehicle is lower than the time of step S3 before the start of the deceleration control by the amount that the deceleration control has already been performed. For this reason, in step S9, the target deceleration 505 required to obtain the target inter-vehicle distance and relative vehicle speed is usually smaller than the maximum target deceleration 505 determined in step S3.

  At the time of T1 to T7 in FIG. 14, the operation of “obtaining the target deceleration 505 in real time and applying the braking force 502 so that the current deceleration 503 matches the target deceleration 505” is repeated. As a result of continuing the brake control, the target deceleration 505 repeatedly obtained in step S9 is gradually reduced, and the brake force 502 given by the brake control is gradually reduced as the value of the target deceleration 505 is decreased. The current deceleration 503 gradually decreases while substantially matching the target deceleration 505. Following step S9, step S10 is executed.

[Step S10] and [Step S11]
In step S10, the control circuit 130 determines whether or not the current deceleration 503 matches the gear stage target deceleration. As a result of the determination, if it is determined that the current deceleration 503 coincides with the gear stage target deceleration (step S11), the brake control is terminated by the brake braking force signal SG1. Is transmitted to. On the other hand, if the current deceleration 503 does not match the gear stage target deceleration, the brake control is not terminated. Since the current deceleration 503 coincides with the speed target deceleration at time T7 in FIG. 14, the braking force 502 applied to the vehicle becomes zero (end of brake control).

[Step S12]
In step S12, the control circuit 130 determines whether or not the accelerator is turned on. If the accelerator is turned on, the process proceeds to step S13. If the accelerator is not turned on, the process proceeds to step S16. In the example of FIG. 14, it is determined that the accelerator is turned on at time T8.

[Step S13]
In step S13, the return timer starts. In the example of FIG. 14, the return timer starts from time T8. After step S13, the process proceeds to step S14. The return timer is provided in the CPU 131 of the control circuit 130 (not shown).

[Step S14]
In step S14, the control circuit 130 determines whether the count value of the return timer is greater than or equal to a predetermined value. If the count value is not greater than the predetermined value, the process returns to step S12. If the count value is equal to or greater than the predetermined value, the process proceeds to step S15. In the example of FIG. 14, the count value becomes equal to or greater than the predetermined value at time T9.

[Step S15]
In step S15, the shift control (downshift control) by the control circuit 130 is terminated, and the gear returns to the shift stage determined based on the accelerator opening and the vehicle speed according to the normal shift map (shift line) stored in the ROM 133 in advance. . In the example of FIG. 14, the shift control ends at time T9 and an upshift is performed. When step S15 is performed, the control flow ends.

[Step S16]
In step S16, the control circuit 130 determines whether or not the inter-vehicle distance has exceeded a predetermined value. This step S16 corresponds to step S1. If it is determined that the inter-vehicle distance exceeds the predetermined value, the process proceeds to step S15. If it is not determined that the inter-vehicle distance exceeds the predetermined value, the process returns to step S12.

  Next, with reference to FIG. 15, an operation when a manual downshift operation is performed by the driver while the inter-vehicle distance control is performed will be described.

  Note that the flow of the operation is the same as that in FIG. 5 of the first embodiment, and a description thereof will be omitted. In the present embodiment, “Corner control in progress?” In step S2 in FIG. 5 is read as “Inter-vehicle distance control in progress?”, And it is determined in step S5 in FIG. 8 that the accelerator is OFF and the brake is OFF. From this, it is determined whether or not it is during the period until the brake control is finished (step S11). If it is during that time, it is determined that the inter-vehicle distance control is being executed.

  Further, in the present embodiment, “corner control> manual downshift?” In step S5 in FIG. 5 is read as “inter-vehicle distance control> manual downshift?”, And is being executed in step S2 in FIG. The target deceleration 505 of the inter-vehicle distance control is compared with the target deceleration 511a at the time of the manual downshift obtained in step S4 in FIG.

  In FIG. 15, reference numeral 504 indicates a gear position of the automatic transmission 10. At the time point T0, the gear stage 504 is in the fifth speed, and at the time point T1, the inter-vehicle distance control is started, so that the gear stage 504 is downshifted from the fifth speed to the fourth speed (step in FIG. 8-1). S6). In the inter-vehicle distance control, as described in step S7 of FIG. 8A, the brake control amount 502 is used when the vehicle generates the target deceleration 505 of the inter-vehicle distance control. The speed (speed) 504 (engine braking force, AT output shaft torque in FIG. 14) 510 is set so as to cause a shortage of deceleration.

  As described above, when the inter-vehicle distance is being executed (step S2-Y in FIG. 5 as described above), a manual downshift operation from the 4th speed to the 3rd speed is performed by the driver at the time point T2 in FIG. (Step S3-Y in FIG. 5 replaced as described above) is performed. When the manual downshift operation is performed, the inter-vehicle distance control is stopped, and the manual downshift is performed as follows.

  First, the target deceleration map at the time of manual downshift as shown in FIG. 6 is referred to, and based on the shift speed (third speed) 504 after the manual downshift and the rotation speed of the output shaft 120c of the automatic transmission 10. Thus, the target deceleration 511a at the time of manual downshift is obtained (step S4 in FIG. 5 as described above).

  In step S5 in FIG. 5 as described above, as described above, the target deceleration 505 of the inter-vehicle distance is compared with the target deceleration 511a at the time of manual downshift. As a result of the comparison, the target deceleration 511a at the time of manual downshift is less than the target deceleration 505 of the inter-vehicle distance (step S5-Y), so the target deceleration 511a at the time of manual downshift is corrected and the target Deceleration 702 is set (step S6). In this case, the correction amount of the target deceleration is set to a value such that the corrected target deceleration 702 is larger than the target deceleration 505 of the inter-vehicle distance control by a predetermined amount 703, as shown in FIG. Can be done.

  Following step S6, a downshift is performed by a manual downshift operation (step S7), and coordinated control with the brake device 200 is performed based on the target deceleration 702 during the manual downshift after the correction. (Step S8). In the cooperative control (step S8), the brake control amount 502 is used to reduce the deceleration (third speed) 504 of the automatic transmission 10 when the target deceleration 702 at the time of the manual downshift after correction is generated in the vehicle. The engine braking force) 511a is set so as to cause a deceleration that is insufficient.

  As shown in FIG. 15, when a manual downshift is requested (T2) during execution of the deceleration control based on the vehicle running state (after T1), depending on the situation of the vehicle running state, the target of the manual downshift In some cases, deceleration control based on the vehicle running state is being executed at a deceleration (505) larger than the deceleration (511a). In this case, when a manual downshift is performed (after T2), as described above, the deceleration control based on the vehicle traveling state is stopped (the target deceleration 505 of the inter-vehicle distance control does not work). Since deceleration based on the target deceleration 511a by manual downshift is performed, the deceleration 603 acting on the vehicle decreases.

  When the driver performs a manual downshift (T2) during the execution of the deceleration control based on the vehicle running state (T1 or later), the driver generally wants the deceleration to increase. is there. On the other hand, conventionally, as described above, if a manual downshift is performed during the execution of the deceleration control based on the vehicle running state, the vehicle deceleration 603 decreases against the driver's intention. As a result, the driver may feel discomfort and anxiety.

  In contrast, in the present embodiment, deceleration control is performed using the brake (braking force 502) and downshift control (deceleration 510 after downshift) according to the target deceleration 502 set based on the vehicle running state. When it is being performed (after T1), the manual downshift is operated (T2), and when the deceleration 511a based on the manual downshift is less than the deceleration 505 of the deceleration control based on the vehicle running state, the manual downshift is performed. The coordinated control of the downshift and the brake is performed, and the target deceleration 702 in the coordinated control is corrected to the deceleration 505 or more of the deceleration control based on the vehicle running state. This prevents the driver from feeling uncomfortable without reducing the actual deceleration 604 of the vehicle during or after the manual downshift operation (T2).

  In the above description, when manual downshift is performed, the cooperative control with the brake is performed. However, the present invention is not limited to this. As in the first embodiment, if the engine braking force (deceleration before correction) 511a obtained by the original manual downshift is not less than the deceleration 505 of the deceleration control based on the vehicle running state, The cooperative control is not necessarily performed, and the deceleration may be given by the manual downshift alone (engine braking force) 511a. That is, when the deceleration (deceleration before correction) 511a obtained by the original manual downshift is less than the deceleration 505 of the deceleration control based on the vehicle running state (for the first time), cooperative control with the brake is performed. Thus, it is sufficient to correct the deceleration 702 by the coordinated control to a deceleration 505 or more of the deceleration control based on the vehicle running state.

  In the above description, the technology for performing vehicle deceleration control by cooperative control of the transmission and the braking device when vehicle deceleration control is automatically performed based on the vehicle-to-vehicle distance has been described. It is not limited to control based on control. That is, as in the second embodiment, when the deceleration control is performed by the cooperative control of the transmission and the braking device, the technique for correcting the target shift stage when the manual downshift operation is performed is, for example, a road A technology for performing vehicle deceleration control by cooperative control of a transmission and a braking device when vehicle deceleration control is automatically performed based on conditions in front of the vehicle such as a slope, a front corner R, and a road surface μ. Is applicable.

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

  According to the present embodiment, when the manual downshift is operated when the deceleration control based on the vehicle running state is performed by the cooperative control of the braking device and the transmission, the manual downshift is performed as in the first embodiment. The driver's uncomfortable feeling is prevented without reducing the deceleration during the downshift operation.

  In addition, the brake control in each of the above-described embodiments is not limited to the brake described above, but is applied to other vehicles such as a regenerative brake by an MG (motor generator) device provided in a power train system of a hybrid vehicle or an electric vehicle It is also possible to use a braking device that generates

  In the above description, an example in which the stepped automatic transmission 10 is used as the transmission has been described. However, the present invention can also be applied to a continuously variable transmission (CVT) or a manual transmission with an automatic transmission mode. Further, in the above description, the deceleration indicating the amount that the vehicle should decelerate has been described using the deceleration acceleration (G), but it is also possible to control based on the deceleration torque.

It is a flowchart which shows a part of operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a schematic block diagram of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure for demonstrating the control implementation boundary line in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a time chart which shows a part of operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of other operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a target deceleration map at the time of the manual downshift in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a time chart which shows another part of operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a flowchart which shows a part of operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the target deceleration map in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the gear stage target deceleration map in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the deceleration which arises according to the output-shaft rotational speed and gear stage in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the relationship between the variable speed target deceleration in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention, the present gear stage deceleration, and the maximum target deceleration. It is a figure which shows the deceleration for every vehicle speed of each gear stage in 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a time chart which shows a part of operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a time chart which shows another part of operation | movement of 2nd Embodiment of the deceleration control apparatus of the vehicle of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 93 Manual shift judgment part 95 Navigation system apparatus 97 Relative vehicle speed detection and estimation part 101 Inter-vehicle distance measurement part 114 Throttle opening sensor 116 Engine speed sensor 117 Pattern select switch 118 Road gradient measurement and estimation Part 122 vehicle speed sensor 123 shift position sensor 130 control circuit 131 CPU
133 ROM
200 Brake device 230 Brake control circuit 301 Accelerator opening 302 Brake force (automatic brake)
303 Current deceleration 304 Target deceleration 304a Initial target deceleration 304b Non-initial target deceleration 307 Input rotational speed 310 Engine brake force 310a Target deceleration before correction 401 Necessary deceleration 402 Corner 403 Inlet 404 Outlet 405 Corner R
406 Target vehicle speed 501 Accelerator opening 502 Brake force (automatic brake)
503 Current deceleration 504 Shift stage 505 Target deceleration 510 Deceleration by shift stage 511a Target deceleration before correction 601 Conventional actual deceleration 602 Actual deceleration of the first embodiment 603 Conventional actual deceleration 604 Second implementation Actual deceleration 701 Shift stage 702 Target deceleration after correction 703 Correction amount 704 Target deceleration after correction 705 Target deceleration correction amount L Control execution boundary line L1 Brake braking force signal line SG1 Brake braking force signal SG2 Brake Control signal

Claims (2)

Means for setting a first target deceleration based on a vehicle running condition including a positional relationship with a preceding vehicle, a forward corner and a road gradient, and performing vehicle deceleration control based on the first target deceleration;
Means for detecting a shift by the intention of the driver;
When deceleration control based on the vehicle running state is being performed, a shift by the driver's intention is detected, and a deceleration acting on the vehicle based on the shift by the driver's intention is the first target deceleration. When the speed is less than, the deceleration control is performed so that the deceleration acting on the vehicle based on the shift by the driver's intention becomes a second target deceleration set to be equal to or higher than the first target deceleration. A vehicle deceleration control device. The vehicle deceleration control device according to claim 1,
When the deceleration acting on the vehicle based on the gear change by the driver's intention is less than the first target deceleration, the brake is controlled to reduce the force acting on the vehicle based on the gear change by the driver's intention. A vehicle deceleration control device, wherein deceleration control is performed so that a speed becomes a second target deceleration set to be equal to or higher than the first target deceleration.

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