JP4557589B2 - Vehicle deceleration control device and vehicle - Google Patents

Description

The present invention relates to a vehicle deceleration control device and a vehicle , and more particularly, to a vehicle by operating a braking device that generates a braking force on the vehicle and shifting an automatic transmission to a relatively low speed gear ratio or gear ratio. The present invention relates to a vehicle deceleration control device and a vehicle that perform the deceleration control.

  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. 63-38060 (Patent Document 1).

  In the above-mentioned Patent Document 1, in the case of 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 actual engine brake is activated is described as a brake of the vehicle. Techniques for preventing and activating are disclosed.

  Moreover, it is described in the said patent document 1 as follows. The engine negative torque peak value at the time of shifting determined from the type of shifting and the vehicle speed, etc., from the manual downshift gear shifting command time to the predetermined time or until the engine brake begins to work (the negative torque of the A / T output shaft increases) In response to this, the brake of the vehicle is operated. Since the brake of the vehicle is operated with a braking force corresponding to the negative A / T output shaft torque at the time of manual shift during the manual shift, the braking force is applied to the vehicle according to the magnitude of the engine brake during the manual shift. . A stable braking force is applied to the vehicle from the time when the manual shift is performed to the time when the gear shift is completed, and a highly responsive and stable braking force is obtained during the manual shift. During the neutral state of the automatic transmission, the brake of the vehicle is operated and the engine brake is not suddenly applied, so that the fluctuation of the braking force is reduced.

JP-A-63-38060 JP 2002-123898 A

  By the way, when a predetermined control condition (control start condition) such as a travel environment or a travel state is established, it is conceivable to cooperatively control the automatic transmission and the brake based on the control condition. In that case, various forms are conceivable as control conditions such as a travel environment and a travel state in which cooperative control of the automatic transmission and the brake is to be performed. When cooperative control of an automatic transmission and a brake is performed based on each of a plurality of forms, a case where the control conditions of each of the plurality of forms are satisfied at the same time has not been studied.

  In particular, after each control condition of a plurality of forms is satisfied at the same time, there is a possibility that some inconvenience will occur in the control unless a handling when a certain control condition is not satisfied is determined.

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle deceleration control in which a brake control for generating a braking force on a vehicle and a shift control for shifting the automatic transmission to a relatively low speed gear ratio or gear ratio are performed in cooperation. When a plurality of control conditions are satisfied, a vehicle deceleration control device and a vehicle capable of executing deceleration control while minimizing occurrence of inconveniences are provided.

The vehicle deceleration control apparatus according to the present invention includes a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear ratio or gear ratio. A deceleration control device for a vehicle that performs deceleration control, wherein the first deceleration control means that performs first deceleration control based on a first control condition related to the traveling environment of the vehicle, and the first that relates to the traveling environment of the vehicle . A second deceleration control means for performing a second deceleration control based on a second control condition different from the control condition, and when the first control condition and the second control condition are satisfied at the same time, The maximum value of the target deceleration set in the first deceleration control means and the target deceleration set in the second deceleration control means is when the deceleration control of the vehicle is performed by the operation of the braking device and the shift operation. To be determined as the target deceleration It is characterized.
Further, the vehicle deceleration control device according to the present invention includes the operation of the braking device that generates a braking force on the vehicle, and the speed change operation that changes the speed change of the vehicle to a relatively low speed gear ratio or gear ratio. a deceleration control apparatus for a vehicle that performs deceleration control of the vehicle, on the basis of the first control condition regarding the driving environment of the vehicle, the first deceleration control means for performing a first deceleration control, the related travel environment of the vehicle A second deceleration control means for performing a second deceleration control based on a second control condition different from the first control condition, and the first control condition and the second control condition are satisfied at the same time Of the gear stage or gear ratio set in the first deceleration control means and the gear stage or gear ratio set in the second deceleration control means, the lowest gear stage or gear ratio is determined by the operation of the braking device. The speed reduction operation of the vehicle It is characterized by being determined to the speed or speed ratio when performing.
Further, the vehicle deceleration control device according to the present invention includes the operation of the braking device that generates a braking force on the vehicle, and the speed change operation that changes the speed change of the vehicle to a relatively low speed gear ratio or gear ratio. a deceleration control apparatus for a vehicle that performs deceleration control of the vehicle, on the basis of the first control condition regarding the driving environment of the vehicle, the first deceleration control means for performing a first deceleration control, the related travel environment of the vehicle A second deceleration control means for performing a second deceleration control based on a second control condition different from the first control condition, and when the first control condition and the second control condition are satisfied at the same time The maximum value of the target deceleration set in the first deceleration control means and the target deceleration set in the second deceleration control means is the deceleration control of the vehicle by the operation of the braking device and the shift operation. When the target deceleration is determined In addition, the shift speed or gear ratio set in the first deceleration control means and the shift speed or gear ratio for the lowest speed among the gear speeds or gear ratios set in the second deceleration control means are determined by the operation of the braking device. According to the speed change operation, the speed is determined to be a gear position or a gear ratio when the vehicle deceleration control is performed.
The vehicle deceleration control device according to the present invention includes the operation of the braking device that generates a braking force on the vehicle, and the speed change operation that changes the speed change of the vehicle to a relatively low speed or gear ratio. a deceleration control apparatus for a vehicle that performs deceleration control of the vehicle, on the basis of the first control condition regarding the driving environment of the vehicle, the first deceleration control means for performing a first deceleration control, the related travel environment of the vehicle And second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition, and the first deceleration control means establishes a target deceleration when the first control condition is satisfied. Is set, and when the second control condition is satisfied and the target deceleration is set in the second deceleration control means, the target deceleration and second deceleration control set in the first deceleration control means The target deceleration rate set for the means Maximum value is being determined in the target deceleration when performing deceleration control of the vehicle by the operation and the shift operation of the braking device.
The vehicle deceleration control device according to the present invention includes the operation of the braking device that generates a braking force on the vehicle, and the speed change operation that changes the speed change of the vehicle to a relatively low speed or gear ratio. a deceleration control apparatus for a vehicle that performs deceleration control of the vehicle, on the basis of the first control condition regarding the driving environment of the vehicle, the first deceleration control means for performing a first deceleration control, the related travel environment of the vehicle Second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition, and the first control condition is satisfied and the first deceleration control means When the speed ratio is set and the second control condition is satisfied and the speed stage or speed ratio is set in the second speed reduction control means, the speed stage or speed change set in the first speed reduction control means is set. Ratio and second deceleration control means The speed or speed ratio for the lowest speed is determined as the speed or speed ratio when the vehicle is subjected to deceleration control by the operation of the braking device and the speed change operation. It is said.
Further, the vehicle deceleration control device according to the present invention includes the operation of the braking device that generates a braking force on the vehicle, and the speed change operation that changes the speed change of the vehicle to a relatively low speed gear ratio or gear ratio. a deceleration control apparatus for a vehicle that performs deceleration control of the vehicle, on the basis of the first control condition regarding the driving environment of the vehicle, the first deceleration control means for performing a first deceleration control, the related travel environment of the vehicle And second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition, and the first deceleration control means establishes a target deceleration when the first control condition is satisfied. And the first speed reduction control means when the second deceleration condition is established and the target deceleration and the speed or speed ratio are set in the second speed reduction control means. The target deceleration and the number set to The maximum value of the target deceleration set in the deceleration control means is determined as the target deceleration for performing the deceleration control of the vehicle by the operation of the braking device and the shift operation, and the first deceleration control means Among the speed or speed ratio set in the second deceleration control means and the speed or speed ratio for the lowest speed among the speed or speed ratio set in the second deceleration control means is determined by the operation of the braking device and the speed change operation. It is characterized in that it is determined by the gear position or gear ratio when performing the deceleration control.

  In the vehicle deceleration control apparatus of the present invention, any one of the first and second control conditions is a condition related to an inter-vehicle distance.

  In the vehicle deceleration control apparatus according to the present invention, at least one of the first and second deceleration control means performs deceleration control of the vehicle by the operation of the braking device and the shift operation. Yes.

  In the vehicle deceleration control device of the present invention, any one of the first and second deceleration control means performs deceleration control of the vehicle by at least one of the operation of the braking device and the speed change operation. It is said.

In the vehicle deceleration control apparatus according to the present invention, the gear stage or gear ratio set in the first deceleration control unit and the gear stage or gear ratio set in the second deceleration control unit are relatively low speed gears. It is characterized by being a gear or a gear ratio.
The vehicle according to the present invention includes a braking device that generates a braking force, a transmission that can change a gear position or a gear ratio, and the vehicle deceleration control device described above.

According to the vehicle deceleration control device and the vehicle of the present invention, the occurrence of inconvenience is suppressed to a minimum when a plurality of control conditions are satisfied, and the deceleration control by the cooperative control of the braking device and the automatic transmission is performed. Execution becomes possible.

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

  The first embodiment will be described with reference to FIGS. 1 to 25. 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, in order to obtain a desired deceleration (driven force) by cooperatively controlling the brake and the automatic transmission, (1) road surface gradient, (2) forward corner R, and (3) driving direction of the driver. Based on at least two of (4) road surface μ and (5) relative vehicle speed or inter-vehicle distance with the preceding vehicle, at least one of the output shift speed and the target deceleration is determined.

In this case, when the control conditions (1) to (4) and (5) are superimposed (when established simultaneously), the maximum value of the respective shift speed and the target deceleration (low speed and large deceleration) are obtained. Selected.
Further, when the road surface μ is equal to or less than a predetermined value, there is a restriction on the selected shift speed and the target deceleration.

  As the configuration of the present embodiment, the following configurations [1] to [7] are necessary as described in detail below.

[1] Transmission capable of changing gear position or gear ratio This may be either a stepped transmission or a continuously variable transmission. In this embodiment, the automatic transmission 10 of FIG. 2 corresponds.
[2] Braking device (brake or MG device arranged downstream of automatic transmission)
In this embodiment, the brake device 200 of FIG. 2 corresponds.
[3] Means for Determining Basic Shift Stage Based on Vehicle Speed, Engine Load, etc. In this embodiment, the basic shift stage determining means 601 in FIG. 1 corresponds.
[4] Means for Coordinately Controlling Automatic Transmission and Braking Device When Driven In this embodiment, the control circuit 130 of FIG. 2 corresponds.

[5] Inter-vehicle distance or relative vehicle speed detecting means, and means for correcting the basic shift speed based on the detection result and setting the target deceleration In the present embodiment, the inter-vehicle distance measuring unit 101 of FIG. The estimation unit 97 corresponds to the second basic shift speed correcting means (corresponding to the inter-vehicle distance) 604 and the second target deceleration setting means (corresponding to the inter-vehicle distance) 605 shown in FIGS.

[6] Means for correcting the basic gear and setting the target deceleration based on the road information, the driving direction of the driver and the road surface μ In the present embodiment, the first target deceleration setting means (road shape in FIG. 1) Corresponding) 602 (1-1 target deceleration setting means (corresponding to road shape) 602a in FIG. 6) and first basic shift speed correcting means (corresponding to road shape) 603 in FIG. 1 (1-1 basic in FIG. 6) Shift stage correcting means (corresponding to road shape) 603a), 1-2 target deceleration setting means (corresponding to low μ road) 602b, and 1-2 basic shift speed correcting means (corresponding to low μ road) 603b in FIG. 1st-3 target deceleration setting means (driver oriented correspondence) 602c, 1st-3 basic shift speed correcting means (driver oriented correspondence) 603c, correction means selecting means 609, third target deceleration Setting means 610 corresponds.

[7] Means for Determining Shift Stage and Target Deceleration Based on [3] to [6] In the present embodiment, the lowest speed stage selection means 606 and the target deceleration MAX selection means 607 correspond.
[8] Means for Correcting the Shift Stage and Target Deceleration Based on the Road Surface μ In the present embodiment, the road surface μ correction means 608 in FIGS. 1 and 6 corresponds.

  First, the basic concept of this embodiment will be described with reference to FIG.

  First, the basic shift speed determining means 601 determines the basic shift speed based on the vehicle speed and the engine load (accelerator opening degree, etc.) (normally general control). Next, in the first target deceleration setting means (corresponding to the road shape) 602, the basic gear position is corrected based on the road gradient and the front corner R. In addition, in the first basic shift speed correction means (corresponding to the road shape) 603, the target deceleration is set when driven (accelerator OFF).

  Further, the second basic shift speed correcting means (corresponding to the inter-vehicle distance) 604 corrects the basic shift speed to a shift speed corresponding to the inter-vehicle distance based on the inter-vehicle distance information when driven. In the second target deceleration setting means (inter-vehicle distance correspondence) 605, a target deceleration corresponding to the inter-vehicle distance is set based on the inter-vehicle distance information.

  In the lowest speed selection means 606, the first target deceleration setting means (corresponding to the road shape) is obtained when the control conditions based on the road gradient and the preceding corner R and the control conditions based on the inter-vehicle distance information are both satisfied (superimposed). ) The gear position corrected by 602 is compared with the gear position corrected by the second basic gear position correcting means (corresponding to the inter-vehicle distance) 604, and as a result of the comparison, the lower gear position is selected.

  Further, the target deceleration MAX selection means 607 provides the first basic shift speed correction means (when the control conditions based on the road gradient and the front corner R and the control conditions based on the inter-vehicle distance information are both satisfied (superposed). The target deceleration set by the road shape) 603 is compared with the target deceleration set by the second target deceleration setting means (corresponding to the inter-vehicle distance) 605. As a result of the comparison, a larger target deceleration is obtained. Selected.

  In the road surface μ correction means 608, when the road surface μ is lower than the set value, at least one of the gear stage selected by the lowest speed stage selection means 606 and the target deceleration selected by the target deceleration MAX selection means 607. One is limited so that a relatively low gear position or a relatively large target deceleration is not set. This is because when the road surface μ is low, the generation of a large deceleration / driving force is suppressed, and the high speed stage is restricted in order to generate an appropriate engine braking force.

As described above, the shift speed and the target deceleration that have passed through the road surface μ correction means 608 are the final shift speed 611 and the final target deceleration 612, respectively. In the cooperative control of the automatic transmission and the brake according to this embodiment, the speed is changed to the final shift stage 611, and the final target deceleration 612 is set as the target deceleration.
Note that the shift speed and target deceleration can be limited by the road surface μ correction means 608 before the selection of the minimum speed selection means 606 and the target deceleration MAX selection means 607.

  By doing as mentioned above, the level of each control by cooperative control of a brake and an automatic transmission can be improved, and overall alignment can be taken.

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

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The 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 surface μ detection / estimation unit 95 detects or estimates a road surface friction coefficient μ. The specific method of detecting and estimating the road surface μ by the road surface μ detecting / estimating unit 95 is not particularly limited, and a known method can be appropriately employed. For example, in addition to the difference between the front and rear wheel speeds, the rate of change in wheel speed, the operation history of ABS (anti-lock brake system), TRS (traction control system) and VSC (vehicle stability control), The road surface μ can be detected and estimated using at least one of vehicle acceleration and navigation information. Here, the navigation information includes road surface information (for example, non-paved road) recorded in advance in a storage medium (DVD, HDD, etc.) as in the car navigation system, as well as past actual driving and other information. Information (including information indicating road conditions and information indicating weather conditions) obtained through communication with vehicles and communication centers (including vehicle-to-vehicle communication and road-to-vehicle communication) is included. Such communications include road traffic information communication systems (VICS) and so-called telematics.

  The navigation system device 119 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 driving orientation estimation unit 115 can be provided as a part of the CPU 131. The driving direction estimation unit 115 estimates the driving direction (sport driving direction or normal driving direction) of the driver based on the driving state of the driver and the driving state of the vehicle. Details of the driving orientation estimation unit 115 will be described later. Here, the term “sports driving orientation” refers to a direction that emphasizes power performance, an acceleration direction, or a preference for sports driving in which the response of the vehicle to the driver's operation is quick.

  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 result of detection or estimation by each of the relative vehicle speed detection / estimation unit 97 and the road surface μ detection / estimation unit 95, and a signal from the navigation system device 119 The signal indicating the measurement result by the inter-vehicle distance measuring unit 101 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, relative vehicle speed detection / estimation unit 97, road surface μ detection / estimation unit 95, and inter-vehicle distance measurement. Signals from each of the units 101 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 in advance the operations (control steps) shown in the flowcharts of FIGS. 7-1 to 9-2, and also includes a shift map and a shift control operation for shifting the gear stage of the automatic transmission 10 ( (Not shown) are 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.

Next, details of the driving orientation estimation unit 115 will be described.
The driving orientation estimation unit 115 includes a neural network NN in which the driving operation related variable is input and an estimation calculation is started every time one of a plurality of types of driving operation related variables is calculated, and based on the output of the neural network NN. To estimate the driving direction of the vehicle.

For example, as shown in FIG. 5, the driving orientation estimation unit 115 includes a signal reading unit 96, a preprocessing unit 98, and a driving orientation estimation unit 100. The signal reading means 96 reads the detection signals from the sensors 114, 122, 116, 124, 225, 123 and the like at a relatively short predetermined cycle. The pre-processing means 98 uses a plurality of types of driving operation-related variables closely related to the driving operation reflecting the driving direction from the signals sequentially read by the signal reading means 96, that is, the output operation amount (accelerator pedal operation) when starting the vehicle. Amount), that is, the throttle valve opening TA _ST when the vehicle _starts , the maximum change rate of the output operation amount during acceleration operation, that is, the maximum change rate A _CCMAX of the throttle valve opening, the maximum deceleration G _NMAX when braking the vehicle, A driving operation related variable calculation means for calculating the coasting traveling time T _COAST , constant vehicle speed traveling time T _VCONST , the maximum value of the signal input from each sensor within the predetermined section, the maximum vehicle speed V _max after the start of driving, etc. is there. The driving orientation estimation unit 100 includes a neural network NN that performs the driving orientation estimation calculation by permitting the driving operation related variable every time the driving operation related variable is calculated by the preprocessing unit 98, and outputs the neural network NN. A certain driving direction estimation value is output.

FIG The preprocessing means 98 in 5, starting at the output operation amount calculating means 98a for calculating the throttle valve opening TA _ST when the output operation amount i.e. vehicle starting during vehicle start, the output operation amount maximum change during acceleration operation rate i.e. accelerating operation when the output operation amount maximum change rate calculating means 98b for calculating the maximum change rate a _CCmax of the throttle valve opening, braking maximum deceleration calculating means for calculating the maximum deceleration G _NMAX during braking operation of the vehicle 98c , input signals from the sensors in the coasting time calculation means 98d, constant vehicle speed running time calculating means 98e for calculating the constant vehicle speed running time T _VCONST, for example 3 seconds to a predetermined section within which calculates the coasting time T _COAST vehicle maximum value periodically calculates the input signal interval maximum value calculating means 98f of the maximum vehicle speed calculating means for calculating a maximum vehicle speed V _max of the operation after the start 98g Nadogaso Each is provided.

The maximum values of the input signals in the predetermined interval calculated by the input signal interval maximum value calculating means 98f include throttle valve opening TA _maxt , vehicle speed V _maxt , engine speed N _Emaxt , longitudinal acceleration NOGBW _maxt (deceleration Negative value) or deceleration G _NMAXt (absolute value) is used. The longitudinal acceleration NOGBW _maxt or the deceleration G _NMAXt is obtained from the rate of change of the vehicle speed V (N _OUT ), for example.

  The neural network NN provided in the driving orientation estimation means 100 of FIG. 5 can be configured by modeling a living nerve cell group by software based on a computer program or hardware consisting of a combination of electronic elements. For example, it is comprised so that it may be illustrated in the block of the driving | operation direction estimation means 100 of FIG.

In FIG. 5, the neural network NN includes an input layer composed of r number of nerve cell elements (neurons) X _i (X _{1 to} X _r ) and s number of nerve cell elements Y _j (Y _{1 to} Y _s ). Is a three-layered hierarchical type composed of an intermediate layer composed of _t and an output layer composed of _t neuron elements Z _k (Z _{1 to} Z _t ). In order to transmit the state of the nerve cell element from the input layer to the output layer, the r nerve cell elements X _i and s nerve cell elements Y having a coupling coefficient (weight) W _Xij are provided. a transfer element D _Xij coupling the _j respectively, the coupling coefficient (weight) W _Yjk the have the s neuronal elements Y _j and t pieces of transmission elements D _Yjk of neuronal elements Z _k and the coupling respectively Is provided.

The neural network NN is its coupling coefficient (weight) W _Xij, pattern associative system that is made to learn the coupling coefficient (weight) W _Yjk called backpropagation learning algorithm. Learning, so are allowed to advance completed by running experiments in matching driving manner and the value of the driving operation related variables, during vehicle assembly, the coupling coefficient (weight) W _Xij, the coupling coefficient (weight) W _Yjk Is given a fixed value.

  In the above learning, sports-oriented driving and normal driving (normal) -oriented driving are carried out for a plurality of drivers on various roads such as highways, suburban roads, mountain roads, and city roads, respectively. With the directivity as a teacher signal, n indicators (input signals) obtained by pre-processing the teacher signal and the sensor signal are input to the neural network NN. The teacher signal is converted into a value from 0 to 1 for driving orientation. For example, normal driving orientation is 0 and sports driving orientation is 1. The input signal is used after being normalized to a value between -1 and +1 or between 0 and 1.

  Next, the configuration of the automatic transmission 10 is shown in FIG. In FIG. 3, the output of the engine 40 as a driving source for traveling constituted by an internal combustion engine is input to the automatic transmission 10 through an input clutch 12 and a torque converter 14 as a fluid power transmission device. Is transmitted to the drive wheel via the differential gear unit and the axle. Between the input clutch 12 and the torque converter 14, a first motor generator MG1 that functions as an electric motor and a generator is disposed.

  The torque converter 14 is directly connected between the pump impeller 20 connected to the input clutch 12, the turbine impeller 24 connected to the input shaft 22 of the automatic transmission 10, and the pump impeller 20 and the turbine impeller 24. And a stator impeller 30 that is prevented from rotating in one direction by a one-way clutch 28.

  The automatic transmission 10 includes a first transmission unit 32 that switches between two stages of high and low, and a second transmission unit 34 that can switch between a reverse transmission stage and four forward stages. The first transmission unit 32 is supported by the sun gear S0, the ring gear R0, and the carrier K0 so as to be rotatable, and the planetary gear P0 includes a planetary gear P0 meshed with the sun gear S0 and the ring gear R0, and the sun gear S0 and the carrier. A clutch C0 and a one-way clutch F0 provided between K0 and a brake B0 provided between the sun gear S0 and the housing 38 are provided.

  The second transmission unit 34 is supported by the sun gear S1, the ring gear R1, and the carrier K1 so as to be rotatable, and the first planetary gear device 40 including the planetary gear P1 meshed with the sun gear S1 and the ring gear R1, and the sun gear S2, A second planetary gear unit 42 including a planetary gear P2 that is rotatably supported by the ring gear R2 and the carrier K2 and meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 is rotatable. And a third planetary gear unit 44 comprising a planetary gear P3 supported and meshed with the sun gear S3 and the ring gear R3.

  The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 120c. Further, the ring gear R2 is integrally connected to the sun gear S3 and the intermediate shaft 48. A clutch C1 is provided between the ring gear R0 and the intermediate shaft 48, and a clutch C2 is provided between the sun gear S1, the sun gear S2, and the ring gear R0. A band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided in the housing 38. A one-way clutch F1 and a brake B2 are provided in series between the sun gear S1 and sun gear S2 and the housing 38. The one-way clutch F <b> 1 is engaged when the sun gear S <b> 1 and the sun gear S <b> 2 try to reversely rotate in the direction opposite to the input shaft 22.

  A brake B3 is provided between the carrier K1 and the housing 38, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 38. The one-way clutch F2 is engaged when the ring gear R3 tries to rotate in the reverse direction.

  In the automatic transmission 10 configured as described above, for example, according to the operation table shown in FIG. 4, it is switched to one of the reverse gears and the five forward gears (1st to 5th) with different gear ratios. In FIG. 4, “◯” represents engagement, a blank represents release, “解放” represents engagement during engine braking, and “Δ” represents engagement not involved in power transmission. The clutches C0 to C2 and the brakes B0 to B4 are all hydraulic friction engagement devices that are engaged by a hydraulic actuator.

  FIG. 6 is a functional block diagram for explaining the configuration / operation of the present embodiment. In FIG. 6, the same or corresponding reference numerals are given to configurations common to FIG. 1.

  As shown in FIG. 6, in addition to the configuration of FIG. 1, 1-2 target deceleration setting means (corresponding to a low μ road) 602b for setting a target deceleration based on the road surface μ, and also based on the road surface μ. The first to second basic shift speed correcting means (corresponding to the low μ road) 603b for correcting the basic shift speed and the driver's orientation obtained from the change information of the accelerator opening are used to set the target deceleration. 1-3 target deceleration setting means (driver oriented correspondence) 602c, and 1-3 basic gear speed correction means (driver oriented correspondence) 603c for correcting the basic gear speed based on the driver orientation. I have.

  The first target deceleration setting means (corresponding to road shape) 602 in FIG. 1 corresponds to the 1-1st target deceleration setting means (corresponding to road shape) 602a in FIG. The means (corresponding to the road shape) 603 corresponds to the 1-1st basic gear position correcting means (corresponding to the road shape) 603a in FIG.

First, setting of the target deceleration will be described.
In the case of a low μ road, the target deceleration is set by the 1-2 target deceleration setting means (corresponding to the low μ road) 602 b and output to the third target deceleration setting means 610.
When the driving direction of the driver is not a low μ road but a sports driving direction, the target deceleration is set by the 1-3 target deceleration setting means (driver-oriented) 602c, and the third target deceleration is set. It is output to the setting means 610.
Further, when the driving direction of the driver is not a sport driving direction instead of the low μ road, the target deceleration is set by the 1-1 target deceleration setting means (corresponding to the road shape) 602a, and the third target deceleration is set. It is output to the speed setting means 610.
The third target deceleration setting means 610 outputs the input target deceleration to the target deceleration MAX selection means 607.

Next, setting of the gear position will be described.
If the road is a low μ road, the first to second basic gear speed correction means (corresponding to the low μ road) 603 b sets the gear speed and outputs it to the correction means selection means 609.
When the driving direction of the driver is a sport driving direction instead of the low μ road, the gear position is set by the first to third basic gear position correcting means (driver-oriented correspondence) 603c, and the correcting means selecting means 609 Is output.
Further, when the driving direction of the driver is not a sport driving direction instead of a low μ road, the gear position is set by the first-first basic gear speed correction means (corresponding to the road shape) 603a, and the correction means selection means 609. Is output.
The correction means selection means 609 outputs the input shift speed to the lowest speed selection means 606.

In the lowest speed stage selection means 606, the lower speed stage is selected from the speed stage output by the correction means selection means 609 and the speed stage corrected by the second basic speed stage correction means (corresponding to the inter-vehicle distance) 604. Selected. The gear position after the selected gear position has passed through the road surface μ correction means 608 is the final gear position 611.
In the target deceleration MAX selection means 607, the target deceleration output by the third target deceleration setting means 610 and the target deceleration set by the second target deceleration setting means (corresponding to the inter-vehicle distance) 605 are more A large target deceleration is selected. The target deceleration after the selected target deceleration has passed through the road surface μ correction means 608 is set as the final target deceleration 612.
In the cooperative control of the automatic transmission 10 and the brake device 200 of the present embodiment, the speed is changed to the final gear stage 611 and the target deceleration is set to the final target deceleration 612.

The operation of this embodiment will be described with reference to FIGS. 2 and 7-1 to 9-2.
First, how to obtain the final target deceleration 612 will be described with reference to FIGS.

[Step S1]
First, as shown in step S1 of FIG. 7A, in the control circuit 130, based on the signal from the road surface μ detection / estimation unit 95, whether or not the road surface μ is a low μ road lower than a set value, Based on the signal from the driving direction estimation unit 115, it is monitored whether or not the driving direction of the driver is a sports driving direction. Following step S1, step S2 is performed.

[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. On the other hand, if it is not determined that the accelerator is in the OFF state, this control flow is returned.

[Step S3]
In step S3, the control circuit 130 determines whether or not the road is a low μ road. In this step S3, it is determined whether or not the road is a low μ road using the monitoring result in step S1. If the result of step S3 is a low μ road, the process proceeds to step S4, and if not, the process proceeds to step S7.

[Step S4]
In step S4, the control circuit 130 obtains the base deceleration based on the low μ road base deceleration map. In step S4, the base deceleration map for low μ road shown in FIG. 10 is used. The base deceleration map for the low μ road is registered in the ROM 133 in advance. As shown in FIG. 10, based on the corner R and the road gradient, a base deceleration that is a base of the target deceleration for the low μ road is obtained.

  The low μ road base deceleration map of FIG. 10 is more easily held at a moderate deceleration than the high μ road base deceleration map of FIG. 11 used in step S11 described later. On the low μ road, a large deceleration is prevented from occurring, and a low deceleration is regulated so that an appropriate deceleration is generated. Following step S4, step S5 is performed.

[Step S5]
In step S5, the control circuit 130 obtains the necessary correction amount deceleration for the low μ road on the basis of the necessary deceleration correction amount map for the low μ road. In step S5, the necessary deceleration correction amount map for low μ road shown in FIG. 13 is used. The necessary deceleration correction amount map for the low μ road is stored in the ROM 133 in advance. In the necessary deceleration correction amount map for the low μ road in FIG. 13, the necessary deceleration correction for the low μ road determined from the necessary deceleration 401 and the vehicle speed (corresponding to the rotational speed NO of the output shaft 120c of the automatic transmission 10). The amount is fixed.

First, the necessary deceleration 401 will be described.
The required deceleration 401 is necessary for turning the other corner 501 at a desired turning G set in advance (to enter the corner 501 at a desired recommended vehicle speed Vreq) as shown in FIG. It is the deceleration that is taken. That is, the inclination of the vehicle speed trajectory for entering the corner 501 at a desired recommended vehicle speed Vreq. The recommended vehicle speed Vreq is a value corresponding to the radius (or curvature) R of the corner 501. In order to decelerate from the vehicle speed at the location A where the accelerator is determined to be fully closed in step S2 to the recommended vehicle speed Vreq required at the entrance 502 of the corner 501, a deceleration as indicated by the required deceleration 401 in FIG. Is needed. The closer the place where the accelerator is determined to be fully closed is closer to the entrance 502 of the corner 501, the greater the required deceleration 401 becomes.

  The control circuit 130 determines the necessary deceleration 401 based on the current vehicle speed input from the vehicle speed sensor 122, the distance L from the current position to the entrance 502 of the corner 501 and the R of the corner 501 input from the navigation system device 119. calculate. Hereinafter, how to obtain the required deceleration 401 will be described.

When the required deceleration 401 is obtained, first, (1) the recommended vehicle speed Vreq at the entrance 502 of the corner 501 is obtained, and then (2) the necessary deceleration 401 is obtained.
In the following, description will be made by dividing into items (1) and (2).

(1) Calculation of recommended vehicle speed Vreq The recommended vehicle speed Vreq is obtained from the following equation [1].
Vreq = √ (G × 9.8 × R) [1]
Here, G: lateral turning G during cornering, R: radius of corner.

Hereinafter, the above equation [1] is derived.
α = V × ω = R × ω ² = V ² / R (2) (from constant velocity circular motion equation)
Here, α: acceleration, ω: angular velocity, V: velocity, and R: radius.
From the above equation [2],
V = √ (α × R) Since α = G × 9.8 (9.8: gravity acceleration)
V = √ (G × 9.8 × R)

(2) Calculation of Necessary Deceleration 401 If the required deceleration 401 is Greq, Greq is obtained from the following equation [3].
Greq = (V ² −Vreq ² ) / (2 × L × 9.8) ... [3]
Where V: current vehicle speed (when accelerator is OFF), L: distance from corner

Hereinafter, the above equation [3] is derived.
V ₁ = V ₀ + α × t ... [4] (from the equation of constant acceleration motion)
L = V ₀ × t + ½ × α × t ² [5] (from the equation of constant acceleration motion)
Here, V ₀ : initial speed, V ₁ : speed after t seconds, α: acceleration, t: time, L: moving distance.
From the above equation [4], t = (V ₁ −V ₀ ) / α [6]
Substituting the above equation [6] into the above equation [5] L = V ₀ × (V ₁ −V ₀ ) / α + α × (V ₁ −V ₀ ) ² / (2 × α ² )
L = (V ₁ ² −V ₀ ² ) / (2 × α)
α = (V ₁ ² −V ₀ ² ) / (2 × L)
α is converted to G G = (V ₁ ² −V ₀ ² ) / (2 × L × 9.8)

  When the necessary deceleration 401 is obtained as described above, next, as shown in FIG. 13, from the necessary deceleration 401 and the vehicle speed (corresponding to the rotational speed NO of the output shaft 120c of the automatic transmission 10). A necessary deceleration correction amount is obtained. From the above equation [3], it is shown that the required deceleration 401 (Greq) increases when the distance L to the corner is small. FIG. 13 shows that the required deceleration correction amount increases as the required deceleration 401 increases. It has been shown to be.

  Note that the value of G (turning lateral G) in the above equation [1] can be variably set.

Here, the necessary deceleration correction amount is not a value obtained from theory, but is a suitable value that can be appropriately set according to various conditions. That is, in sport driving orientation, a relatively large deceleration is preferred when decelerating. Therefore, in the necessary deceleration correction amount map for sports driving orientation shown in FIG. 15, the value of the necessary deceleration correction amount is a large value. Is set to
For the reason described above, the required deceleration correction amount in the low μ road required deceleration correction amount map in FIG. 13 is smaller than that in the high μ road base required deceleration correction amount map in FIG. Is set.
Following step S5, step S6 is performed.

[Step S6]
In step S <b> 6, the target deceleration is obtained by the control circuit 130. The target deceleration is obtained as the sum of the base deceleration obtained in step S4 and the necessary deceleration correction amount obtained in step S5. Steps S4 to S6 correspond to the 1-2 target deceleration setting means (corresponding to a low μ road) 602b in FIG. Following step S6, step S14 is performed.

[Step S7]
In step S7, the control circuit 130 determines whether or not the driving direction is a sports driving direction (power driving direction). The control circuit 130 determines whether or not the driving direction of the driver is a sport driving direction based on the driving direction (driving direction estimated value) of the driver estimated by the driving direction estimation unit 115.

  As a result of the determination in step S7, if it is determined that the driving direction of the driver is a sport driving direction, step S8 is executed. On the other hand, when it is not determined that the driver's driving orientation is sports driving orientation, step S11 is executed.

[Step S8]
In step S8, the control circuit 130 obtains the base deceleration based on the sports travel-oriented base deceleration map. In step S8, the sports driving-oriented base deceleration map shown in FIG. 12 is used. The sports travel-oriented base deceleration map is registered in the ROM 133 in advance. As shown in FIG. 12, based on the corner R and the road gradient, a base deceleration that is a base of the target deceleration when oriented to sports driving is obtained.

  The sports travel-oriented base deceleration map of FIG. 12 is set so as to generate a larger deceleration than the high μ road base base deceleration map of FIG. 11 used in step S11 described later. This is to improve the vehicle responsiveness to the driver's operation and to realize a crisp vehicle traveling when oriented to sports driving. Following step S8, step S9 is performed.

[Step S9]
In step S9, the control circuit 130 obtains the necessary correction amount deceleration for sports driving orientation based on the necessary deceleration correction amount map for sports driving orientation. In step S9, the necessary deceleration correction amount map for sports driving orientation shown in FIG. 15 is used. The necessary deceleration correction amount map for sport driving orientation is stored in the ROM 133 in advance. In the necessary deceleration correction amount map for sports travel orientation shown in FIG. 15, the required deceleration correction amount is set to a larger value compared to the high μ road base required deceleration correction amount map shown in FIG. As described above, when sports driving is directed, the vehicle response to the driver's operation is improved, and the vehicle travels sharply. Following step S9, step S10 is performed.

[Step S10]
In step S <b> 10, the target deceleration is obtained by the control circuit 130. The target deceleration is obtained as the sum of the base deceleration obtained in step S8 and the necessary deceleration correction amount obtained in step S9. Steps S8 to S10 correspond to the first to third target deceleration setting means (corresponding to the driver) 602c in FIG. Following step S10, step S14 is performed.

[Step S11]
In step S11, the control circuit 130 obtains the base deceleration based on the high μ road base base deceleration map. In step S11, the base deceleration map for high μ road base shown in FIG. 12 is used. The high μ road base base deceleration map is registered in advance in the ROM 133. As shown in FIG. 11, based on the corner R and the road gradient, the base deceleration that is the base of the target deceleration at the time of high μ road base is obtained. Following step S11, step S12 is performed.

[Step S12]
In step S9, the control circuit 130 obtains the necessary correction amount deceleration for the high μ road base based on the necessary deceleration correction amount map for the high μ road base. In step S12, the necessary deceleration correction amount map for high μ road base shown in FIG. 14 is used. The necessary deceleration correction amount map for the high μ road base is stored in the ROM 133 in advance. Following step S12, step S13 is performed.

[Step S13]
In step S <b> 13, the target deceleration is obtained by the control circuit 130. The target deceleration is obtained as the sum of the base deceleration obtained in step S11 and the necessary deceleration correction amount obtained in step S12. Following step S12, step S13 is performed. Steps S11 to S13 correspond to the 1-1st target deceleration setting means (corresponding to the road shape) 602a in FIG. Following step S13, step S14 is performed.

[Step S14]
In step S14, the control circuit 130 determines whether or not the inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or less than a predetermined value based on the signal indicating the inter-vehicle distance input from the inter-vehicle distance measuring unit 101. If it is determined in step S14 that the inter-vehicle distance is equal to or less than the predetermined value, the process proceeds to step S15. On the other hand, if it is not determined that the inter-vehicle distance is equal to or less than the predetermined value, the process proceeds to step S16.

  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 S15]
In step S <b> 15, 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. 17) stored in advance in the ROM 133. As shown in FIG. 17, 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. 17, 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 of FIG. 17 as the distance between the host vehicle and the preceding vehicle is sufficiently secured. The larger the value, the larger the value on the lower left side of the target deceleration map. Step S15 corresponds to the second target deceleration setting means (corresponding to the inter-vehicle distance) 605 in FIG. Following step S15, step S16 is executed.

[Step S16]
In step S16, the control circuit 130 selects the maximum target deceleration among the target decelerations obtained in the above steps.
As described above, when the road is a low μ road (step S3-Y), the target deceleration is based on steps S4 to S6 (1-2 target deceleration setting means (corresponding to a low μ road) 602b). Is required. On the other hand, when it is sport driving-oriented instead of a low μ road (step S7-Y), the target is set based on steps S8 to S9 (first-3 target deceleration setting means (driver-oriented) 602c). Deceleration is required. On the other hand, if it is not a low-μ road and is not sport driving oriented (step S7-N), the target reduction is performed based on steps S11 to S13 (1-1 target deceleration setting means (corresponding to road shape) 602a). Speed is required.

  Accordingly, in the steps from Step S3 to Step S13, the 1-1st target deceleration setting means (corresponding to the road shape) 602a, the 1-2 target deceleration setting means (corresponding to the low μ road) 602b, and the first The target deceleration is obtained only by any one of the 1-3 target deceleration setting means (driver oriented correspondence) 602c.

  If the inter-vehicle distance is less than or equal to the predetermined value (step S14-Y), the target deceleration is set by step S15 (second target deceleration setting means (corresponding to inter-vehicle distance) 605), and the inter-vehicle distance is predetermined. When the value is larger than the value (step S14-N), the target deceleration is not set by the second target deceleration setting means (corresponding to the inter-vehicle distance) 605.

  In step S16, when the inter-vehicle distance is equal to or smaller than the predetermined value (step S14-Y), the target deceleration obtained in step S15 (second target deceleration setting means (corresponding to inter-vehicle distance) 605) and the first -1 target deceleration setting means (corresponding to road shape) 602a, 1-2 target deceleration setting means (corresponding to low μ road) 602b, and 1-3 target deceleration setting means (corresponding to driver) 602c The larger target deceleration is selected from the target decelerations obtained by only one.

  On the other hand, in step S16, when the inter-vehicle distance is larger than the predetermined value (step S14-N), the 1-1st target deceleration setting means (corresponding to the road shape) 602a, the 1-2nd target deceleration setting means ( The target deceleration obtained by only one of the low μ road correspondence) 602b and the first to third target deceleration setting means (driver oriented correspondence) 602c is directly selected as the selection result of step S16. Step S16 corresponds to the target deceleration MAX selection means 607. Following step S16, step S17 is performed.

[Step S17] and [Step S18]
In step S <b> 17, the control circuit 130 determines whether or not the road surface μ is lower than a predetermined value based on the signal from the road surface μ detection / estimation unit 95. As a result of the determination in step S17, if it is determined that the road surface μ is lower than the predetermined value, the process proceeds to step S18, and if not, the process proceeds to step S19.

  When setting the target deceleration based on the inter-vehicle distance, the road surface μ is not taken into consideration, and therefore a very large target deceleration is obtained in step S15 (second target deceleration setting means (corresponding to the inter-vehicle distance) 605). It is possible. In that case, in step S16, the very large target deceleration is selected, which is not preferable for the stability of the vehicle when the road surface μ is low. Therefore, when the road surface μ is low (step S17-Y), the target deceleration selected in step S16 is limited to a predetermined value or less (step S18). Steps S17 and S18 correspond to the road surface μ correction means 608. After step S18, the process proceeds to step S19. Here, the predetermined value which is the determination threshold value in step S17 and the set value which is the determination threshold value in step S3 can be different values.

[Step S19]
In step S19, the final target deceleration is determined by the control circuit 130. That is, if it is not determined in step S17 that the road surface μ is low, the target deceleration selected in step S16 is determined as the final target deceleration as it is. On the other hand, if it is determined in step S17 that the road surface μ is low, a value after the target deceleration selected in step S16 is limited to a predetermined value or less in step S18 is determined as the final target deceleration. The The final target deceleration determined in step S19 corresponds to the final target deceleration 612. Following step S19, the control flow is reset.

  In the present control flow again, the necessary deceleration correction amounts in steps S5, S9, and S12 are values that change in accordance with the distance L to the corner entrance, and are thus obtained in steps S6, S10, and S13. The target deceleration to be obtained is a value updated in real time. The final target deceleration obtained in step S19 in the control flow of the first cycle is the shift control (step SC2) and brake after the deceleration control start condition (step SC1) is satisfied in FIG. The final target deceleration at the time before the control (step SC3) is actually executed (deceleration control start time) is particularly referred to as the maximum target deceleration. In other words, as will be described later, the final target deceleration is obtained in real time even in the middle of the deceleration control, so the final target deceleration obtained after the brake control and the shift control are actually executed (during execution). The final target deceleration obtained in step S19 of the control flow for the first cycle of the first cycle is particularly referred to as the maximum target deceleration.

  Next, with reference to FIGS. 8A and 8B, a method for obtaining the final gear 611 will be described.

  Steps SA1 to SA3 in FIG. 8A are the same as steps S1 to S3 in FIG. 7A, step SA5 is the same as step S7, step SA8 is the same as step S14, and step SA11 is Since it is the same as step S17, its description is omitted.

[Step SA4]
In step SA4, the control circuit 130 obtains a gear position based on the low-μ road gear map. In step SA4, the low-μ road speed map shown in FIG. 18 is used. The low μ road speed map is registered in advance in the ROM 133. As shown in FIG. 18, a shift stage for a low μ road is obtained based on the corner R and the road gradient.

  The low-μ road speed map shown in FIG. 18 is more easily held at a medium speed than the high-μ road base speed map shown in FIG. 19 used in step SA7 described later. On the low μ road, it is difficult to select a low speed gear stage so that a large deceleration / driving force is not generated, and a high gear stage is regulated so that an appropriate deceleration is generated. Step SA4 corresponds to the 1-2nd basic gear position correcting means (corresponding to a low μ road) 603b in FIG. After step SA4, step SA8 is performed.

[Step SA6]
In step SA6, the control circuit 130 obtains the shift speed based on the sport travel-oriented shift speed map. In step SA6, the sport travel-oriented shift speed map shown in FIG. 20 is used. The sport travel-oriented shift map is registered in the ROM 133 in advance. As shown in FIG. 20, based on the corner R and the road gradient, a gear position for sport running is determined. Step SA6 corresponds to the first to third basic shift speed correction means (corresponding to the driver) 603c of FIG.

  In the sport travel-oriented shift speed map of FIG. 20, the low speed shift speed is set to be selected as compared with the high μ road base shift speed map of FIG. 19 used in step SA7 described later. . This is to improve the vehicle responsiveness to the driver's operation and to realize a crisp vehicle traveling when oriented to sports driving. After step SA6, step SA8 is performed.

[Step SA7]
In step SA7, the control circuit 130 obtains the shift speed based on the high μ road base shift speed map. In step SA7, the high μ road base shift stage map shown in FIG. 19 is used. The high-μ road base shift speed map is registered in the ROM 133 in advance. As shown in FIG. 19, a high-μ road base gear stage is obtained based on the corner R and the road gradient. Step SA7 corresponds to the 1-1st basic gear position correcting means (corresponding to road shape) 603a in FIG. After step SA7, step SA8 is performed.

[Step SA9]
In step SA9, the control circuit 130 obtains a gear position corresponding to the inter-vehicle distance. Here, 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. The gear position to be selected at this time can be determined. Hereinafter, the contents of step SA9 will be described by dividing into items (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. 17 in step S15 of FIG. 7-1 by a coefficient greater than 0 and 1 or less. For example, as in the case of the above example of step S15 in FIG. 7A, when the maximum target deceleration is −0.20 G, for example, a value obtained by multiplying by a coefficient of 0.5, −0 .10G can be set as the gear stage target deceleration.

Next, a second method for obtaining the shift speed target deceleration will be described.
A gear stage target deceleration map (FIG. 21) is registered in the ROM 133 in advance. The speed target deceleration is obtained with reference to the speed target deceleration map of FIG. As shown in FIG. 21, 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 S15 in FIG. 7A, when the relative vehicle speed is −20 [km / h] and the inter-vehicle time is 1.0 [sec], −0. 10G is obtained as the speed target deceleration. As is clear from FIG. 17 and FIG. 21, when the relative vehicle speed is large and approaches 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. 22) is registered in the ROM 133 in advance. The current gear speed deceleration (deceleration acceleration) is obtained with reference to the current gear speed deceleration map of FIG. As shown in FIG. 22, 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. FIG. 23 shows an example of the relationship between the speed target deceleration, the current gear speed deceleration, and the maximum target deceleration.

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 formula, 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, the gear speed target deceleration is set so that a larger gear speed change occurs than in the luxury mode or economy mode when the sport mode is selected.

  After the gear position target deceleration is obtained in step SA9, it is not set again until the deceleration control is completed. That is, after the shift speed target deceleration is obtained at this deceleration control start time (time before the gear shift control (step SC2 in FIG. 9-1) and brake control (step SC3) are actually executed), The same value is set until the deceleration control is completed. As shown in FIG. 23, 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. 24 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. 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. Thus, in the case of the above example, in step SA9, 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, but the gear stage to be selected is a deceleration below (or above) the gear stage target deceleration. In this case, the gear stage that is the closest to the gear stage target deceleration may be selected. Step SA9 corresponds to the second basic shift speed correcting means (corresponding to the inter-vehicle distance) 604 of FIG. Step SA10 is executed after step SA9.

[Step SA10]
In step SA10, the control circuit 130 selects the deceleration for the lowest speed among the shift speeds obtained in the above steps.
As described above, when the road is a low μ road (step S3A-Y), the gear position is obtained based on step SA4 (first-second basic gear speed correcting means (corresponding to the low μ road) 603b). On the other hand, when it is sport driving-oriented instead of a low μ road (step SA5-Y), the gear position is obtained based on step SA6 (first-3 basic gear speed correction means (driver-oriented) 603c). It is done. On the other hand, if it is not a low-μ road and is not sport driving-oriented (step SA5-N), a gear position is obtained based on step SA7 (1-1 basic gear speed correction means (corresponding to road shape) 603a). .

  Therefore, in steps SA3 to SA8, the 1-1st basic shift speed correcting means (corresponding to the road shape) 603a, the 1-2nd basic shift speed correcting means (corresponding to the low μ road) 603b, and the first The shift speed is obtained by only one of the 1-3 basic shift speed correction means (driver-oriented) 603c.

  If the inter-vehicle distance is equal to or smaller than the predetermined value (step SA8-Y), the gear position is set by step SA9 (second basic gear position correcting means (corresponding to the inter-vehicle distance) 604), and the inter-vehicle distance is set to the predetermined value. Is greater than (step SA8-N), the gear position is not set by the second basic gear position correction means (corresponding to the inter-vehicle distance) 604.

  In step SA10, when the inter-vehicle distance is equal to or smaller than a predetermined value (step SA8-Y), the shift speed obtained in step SA9 (second basic gear speed correcting means (corresponding to inter-vehicle distance) 604), the first 1- One of the 1st basic shift speed correction means (corresponding to the road shape) 603a, the 1st-2 basic shift speed correction means (corresponding to the low μ road) 603b, and the 1st-3 basic shift speed correction means (corresponding to the driver) 603c. One of the gears for low speed is selected from the gears obtained by only one of them.

  On the other hand, in step SA9, when the inter-vehicle distance is larger than the predetermined value (step SA8-N), the 1-1st basic shift speed correction means (corresponding to the road shape) 603a, the 1-2nd basic shift speed correction means ( The gear stage obtained by only one of the low μ road correspondence) 603b and the first to third basic gear stage correction means (driver oriented correspondence) 603c is selected as it is as the selection result of step SA10. Step SA10 corresponds to the lowest speed selection means 606. Following step SA10, step SA11 is performed.

[Step SA12]
When setting the gear position based on the inter-vehicle distance, since the road surface μ is not taken into consideration, a very large value of the gear position may be required by step SA9 (second basic gear position correcting means (corresponding to the inter-vehicle distance) 604). Conceivable. In that case, in step SA10, the very large gear position is selected, which is not preferable for the stability of the vehicle when the road surface μ is low. Therefore, when the road surface μ is low (step SA11-Y), the speed selected in step SA10 is limited to a predetermined value or less (step S1A12). Steps SA11 and SA12 correspond to the road surface μ correction means 608. After step SA12, the process proceeds to step SA13.

[Step SA13]
In step SA13, the final target shift speed is determined by the control circuit 130. That is, if it is not determined in step SA11 that the road surface μ is low, the gear selected in step SA10 is determined as the final gear. On the other hand, when it is determined in step SA11 that the road surface μ is low, a value after the shift speed selected in step SA10 is limited to a predetermined value or less in step SA12 is determined as the final shift speed. The final shift speed determined in step SA13 corresponds to the final shift speed 611. Following step SA13, the control flow is reset.

  In the present deceleration control, the final gear stage 611 is a value that does not change. The change of the gear position during the deceleration control is to give the driver a feeling of strangeness.

  Next, the operation of the deceleration control of this embodiment will be described with reference to FIGS. 9-1 and 9-2.

[Step SC1]
In step SC1, the control circuit 130 determines whether or not the accelerator is OFF and the brake is OFF. In step SC <b> 1, the brake is 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 is input via the brake control circuit 230. The determination is made based on the output of a brake sensor (not shown). As a result of the determination in step SC1, if it is determined that the accelerator is OFF and the brake is OFF, the process proceeds to step SC2. On the other hand, if it is not determined that the accelerator is OFF and the brake is OFF, the process proceeds to step SC7.

  FIG. 25 is a time chart for explaining the deceleration control of the present embodiment. FIG. 25 shows the current gear speed deceleration, the speed target deceleration, the maximum target deceleration, the speed of the automatic transmission 10, the input shaft speed of the automatic transmission 10 (AT), the output shaft torque of the AT, the brake Force and accelerator opening are shown.

  At time T0 in FIG. 25, the accelerator is OFF (accelerator opening is fully closed) as indicated by reference numeral 301, and the brake is OFF (brake force is zero) as indicated by reference numeral 302. is there. At this time T 0, the current deceleration (deceleration acceleration) is the same as the current gear speed deceleration as indicated by reference numeral 303.

[Step SC2]
In step SC2, the control circuit 130 starts shift control. That is, the shift control is performed to the final shift stage (fourth speed in the above example) determined in step SA13 in FIG. At time T0 in FIG. 25, as indicated by reference numeral 304, the automatic transmission 10 is downshifted by shift control. Along with this, the engine braking force increases, and the current deceleration 303 increases from the time T0. After step SC2, step SC3 is executed.

[Step SC3]
In step SC3, the brake control circuit 230 starts brake control. That is, the braking force is increased at a predetermined gradient that has been determined in advance (sweep control) until the final target deceleration determined in step S19 of FIG. 7-2. At time T0 to T1 in FIG. 25, the braking force 302 increases at a predetermined gradient, and accordingly, the current deceleration 303 increases, and at time T1, the current deceleration 303 reaches the target deceleration. Until the brake force 302 continues to increase (step SC4).

  In step SC3, 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 pressure 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, so that the braking force 302 as instructed in the brake control signal SG2 is obtained. Is generated.

  The predetermined gradient in step SC3 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. 25), 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 302 with a predetermined gradient, based on the deviation between the current deceleration 303 and the target deceleration so that the current deceleration 303 becomes the target deceleration, Feedback control of the braking force 302 applied to the vehicle can be performed. Further, the braking force 302 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 “final target deceleration” in step SC3 includes the maximum target deceleration obtained in step S19 in the first cycle of FIGS. 7-1 and 7-2, and again in step SC5 described later. Both of the required final target deceleration are included, and the brake control in step SC3 is continuously executed until the brake control is completed in step SC7 in FIG. 9-2. After step SC3, step SC4 is executed.

[Step SC4]
In step SC4, the control circuit 130 determines whether or not the current deceleration 303 is the final target deceleration. If it is determined that the current deceleration 303 is the final target deceleration, the process proceeds to step SC5. On the other hand, if it is not determined that the current deceleration 303 is the target deceleration, the process returns to step SC3. Since the current deceleration 303 has not reached the final target deceleration until time T1 in FIG. 25, the brake force 302 is increased at a predetermined gradient in step SC3 until then.

[Step SC5]
In step SC5, the final target deceleration is obtained again. The control circuit 130 executes the steps of FIGS. 7-1 and 7-2 to obtain the final target deceleration. As described above, the final target deceleration is set based on the vehicle speed, the distance to the corner, the relative vehicle speed, and the inter-vehicle distance (steps S5, S9, S12, S15), and deceleration control (shift control and brake). When both the control) is started, the vehicle speed, the distance to the corner, the relative vehicle speed, and the inter-vehicle distance also change, and the final target deceleration corresponding to the change is obtained in real time.

  When the final target deceleration is obtained in real time at step SC5, the brake force 302 is applied so that the current deceleration 303 becomes the target deceleration by the brake control started at step SC2 and continuing. SC2, SC3).

  The operation for obtaining the final target deceleration in step SC5 is continuously performed until the brake control is completed in step SC7 in FIG. 9-2. As will be described later, the brake control is continued until the current deceleration 303 matches the gear stage target deceleration (steps SC6 and SC7). As described above, the current deceleration 303 is controlled so as to coincide with the final target deceleration (steps SC2 and SC3). As a result, the operation for determining the final target deceleration in step SC5 This is continued until the final target deceleration matches the gear stage target deceleration.

  At the time of step SC5, since the deceleration control has already been performed, from the time when the operations of FIGS. 7-1 and 7-2 are performed (in the first first cycle) before the deceleration control is started. However, the speed of the vehicle is decreasing. Therefore, in step SC5, the final target deceleration required to reduce the vehicle speed to the recommended vehicle speed by the entrance of the corner and obtain the target inter-vehicle distance or relative vehicle speed is normally shown in FIG. Also, the value is smaller than the maximum target deceleration obtained at the time when the operation of FIG.

  At the time of T1 to T7 in FIG. 25, the operation of “obtaining the final target deceleration in real time and applying the braking force 302 so that the current deceleration 303 matches the final target deceleration” is repeated. As a result of continuing the brake control, the final target deceleration repeatedly obtained in step SC5 is gradually reduced, and the brake force 302 given by the brake control is gradually reduced in accordance with the decrease in the value of the final target deceleration. The current deceleration 303 gradually decreases while substantially matching the final target deceleration. After step SC5, step SC6 is executed.

[Step SC6] and [Step SC7]
In step SC6, the control circuit 130 determines whether or not the current deceleration 303 matches the gear stage target deceleration. As a result of the determination, if it is determined that the current deceleration 303 coincides with the gear stage target deceleration, the brake control is terminated (step SC7). The brake control is terminated by the brake braking force signal SG1. Is transmitted to. On the other hand, if the current deceleration 303 does not match the gear stage target deceleration, the brake control is not terminated. Since the current deceleration 303 coincides with the speed target deceleration at time T7 in FIG. 25, the braking force 302 applied to the vehicle becomes zero (end of brake control).

[Step SC8]
In step SC8, the control circuit 130 determines whether or not the accelerator is turned on. If the accelerator is turned on, the process proceeds to step SC9. If the accelerator is not turned on, the process proceeds to step SC12. In the example of FIG. 25, it is determined that the accelerator is turned on at time T8.

[Step SC9]
In step SC9, the return timer starts. In the example of FIG. 25, the return timer starts from time T8. After step SC9, the process proceeds to step SC10. The return timer is provided in the CPU 131 of the control circuit 130 (not shown).

[Step SC10]
In step SC10, the control circuit 130 determines whether or not the count value of the return timer is greater than or equal to a predetermined value. If the count value is not greater than or equal to the predetermined value, the process returns to step SC8. If the count value is equal to or greater than the predetermined value, the process proceeds to step SC11. In the example of FIG. 25, the count value becomes equal to or greater than a predetermined value at time T9.

[Step SC11]
In step SC11, the shift control (downshift control) by the control circuit 130 is completed, 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. 25, the shift control ends at time T9, and the upshift is performed. When step SC11 is performed, the control flow ends.

[Step SC12]
In step SC12, the control circuit 130 determines whether the inter-vehicle distance has exceeded a predetermined value. This step SC12 corresponds to step S14 in FIG. 7-1 and step SA8 in FIG. If it is determined that the inter-vehicle distance exceeds the predetermined value, the process proceeds to step SC11. If it is not determined that the inter-vehicle distance exceeds the predetermined value, the process returns to step SC8.

  In the example shown in FIGS. 1 and 6, the first target deceleration setting means (corresponding to the road shape) 602 (602a) and the first basic shift speed correcting means (corresponding to the road shape) 603 (603a) are provided. The deceleration control based on the road gradient and the corner R has been described as being performed by cooperative control of the automatic transmission 10 and the brake device 200. Similarly, since the second basic gear position correction means (corresponding to the inter-vehicle distance) 604 and the second target deceleration setting means (corresponding to the inter-vehicle distance) 605 are provided, the deceleration control based on the inter-vehicle distance is performed by the automatic transmission 10. It is described that the control is performed by cooperative control of the brake device 200. Similarly, since a 1-2 target deceleration setting means (corresponding to a low μ road) 602b and a 1-2 basic shift speed correcting means (corresponding to a low μ road) 603b are provided, deceleration control based on the road surface μ is provided. Has been described as being performed by cooperative control of the automatic transmission 10 and the brake device 200. Similarly, since the first to third target deceleration setting means (driver oriented correspondence) 602c and the first to third basic shift speed correcting means (driver oriented correspondence) 603c are provided, deceleration control based on the driver orientation is provided. Has been described as being performed by cooperative control of the automatic transmission 10 and the brake device 200.

  On the other hand, in the present embodiment, in each deceleration control among the deceleration control based on the road gradient and the corner R, the deceleration control based on the road surface μ, the deceleration control based on the driver orientation, and the deceleration control based on the inter-vehicle distance. The elements to be used are not limited to both the automatic transmission and the brake, and deceleration control may be performed on either of them. However, in the present embodiment, finally selected from a plurality of deceleration controls (deceleration control based on road gradient and corner R, deceleration control based on road surface μ, deceleration control based on driver orientation, and deceleration control based on inter-vehicle distance). It is an indispensable condition that cooperative control of the automatic transmission and the brake is performed based on the target deceleration and the shift speed. That is, in this embodiment, it is assumed that the automatic transmission is always shifted to the final shift stage 611 and cooperative control is performed in which the brake operates based on the final target deceleration 612.

  FIG. 26 shows a modification of FIG. As shown in FIG. 26, the deceleration control based on the road surface μ is performed only by the shift of the automatic transmission (there is no first-second target deceleration setting means (corresponding to the low μ road) 602b), and the deceleration based on the inter-vehicle distance. The control is performed by brake independent control (there is no second target deceleration setting means 604). Finally, the automatic transmission is shifted to the final shift stage 611, and the brake is operated based on the final target deceleration 612. Coordinated control is performed.

In this case, when the driving orientation is sports driving orientation, the target deceleration set by the first to third target deceleration setting means (driver oriented correspondence) 602c is input to the third target deceleration setting means 610. The target deceleration set by the 1-1st target deceleration setting means (corresponding to the road shape) 602a is input to the third target deceleration setting means 610 except when the driving orientation is sport driving orientation. .
In the lowest speed stage selection means 606, the speed stage input from the correction means selection means 609 is directly passed through the road surface μ correction means 608, and the one that has passed through is set as the final speed stage 611.

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

  For example, deceleration control is performed based on a plurality of forms such as corner R, road gradient, road surface μ, driving travel direction, and inter-vehicle distance, and each of the plurality of forms of deceleration control is performed by independent control of the automatic transmission. When the control condition of at least two forms is satisfied when the control is performed by the brake alone or by the cooperative control of the automatic transmission and the brake, the deceleration control is performed by the cooperative control of the automatic transmission and the brake. At the time, in at least two forms of deceleration control in which the control conditions are satisfied, when different gears and / or target decelerations are instructed, arbitration is satisfactorily performed so as not to cause any inconvenience in control. be able to.

  If control conditions for a plurality of forms of control are satisfied at the same time, it is preferable that the above-described arbitration is not performed and a plurality of forms of control for which the control conditions are satisfied are performed independently. It is possible that a situation will not occur. For example, when follow-up control is performed simultaneously with corner control, if the preceding vehicle enters the corner and is no longer detected from the host vehicle (lost), the follow-up control ends, and as a result, the gear position is upshifted. It can be considered.

  In particular, how to set the gear position and the target deceleration when the control conditions based on the inter-vehicle distance and other forms of control are satisfied at the same time is determined using a map etc. Although it is difficult and complicated, according to the present embodiment, it is possible to realize handling without inconvenience in control by a simple method.

  In the above, in addition to maps (FIGS. 10 to 15 and FIG. 17) and flowcharts (FIGS. 7-1 and 7-2) for obtaining the target deceleration, maps (FIG. 18 to 20) and flowcharts (FIGS. 8-1 and 8-2) are provided separately, but the following method may be used instead of this method. That is, maps (FIGS. 18 to 20) for determining the target deceleration are not provided without maps (FIGS. 18 to 20) and flowcharts (FIGS. 8-1 and 8-2) for determining the shift speed. 17) and the flowchart (FIGS. 7-1 and 7-2), after the target deceleration is obtained, a coefficient (for example, 0.5) greater than 0 and 1 or less is set to the target deceleration. A method may be employed in which a gear stage target deceleration is obtained by multiplication and a gear stage corresponding to the gear stage target deceleration is obtained.

  In the above description, when the gear position corresponding to the inter-vehicle distance is obtained (step SA9), the gear position is obtained with reference to FIGS. 21 to 23. Instead of this method, as shown in FIG. A simple shift map can be obtained directly using a single map.

  In the above description, the stepped automatic transmission 10 has been described as an example, but the present invention can also be applied to CVT. In that case, the above-mentioned “gear stage” and “shift stage” may be replaced with “speed ratio”, and “downshift” may be replaced with “adjustment of CVT”. In addition, the brake control may be performed by using a braking device that generates a braking force on the vehicle, such as a regenerative brake, instead of the brake. 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.

1 is a block diagram illustrating a basic concept of a first embodiment of a vehicle deceleration control device according to the present invention. It is a schematic block diagram of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 1 is a skeleton diagram illustrating an automatic transmission according to a first embodiment of a vehicle deceleration control device of the present invention. It is a figure which shows the action | operation table | surface of the automatic transmission of FIG. It is a block diagram which shows the driving | operation direction estimation part of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 1 is a block diagram illustrating a configuration of a first embodiment of a vehicle deceleration control device according to the present invention. FIG. It is a flowchart which shows a part of operation | movement which calculates | requires the final target deceleration in 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 which calculates | requires the final target deceleration in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 3 is a flowchart showing a part of an operation for obtaining a final gear position in the first embodiment of the vehicle deceleration control device of the present invention. It is a flowchart which shows a part of other operation | movement which calculates | requires the last gear stage in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. 5 is a flowchart showing a part of the operation when the inter-vehicle distance control and the other deceleration control control conditions are simultaneously satisfied in the first embodiment of the vehicle deceleration control device of the present invention. It is a flowchart which shows a part of other operation | movement when the control conditions of the inter-vehicle distance control and other deceleration control in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention are satisfied simultaneously. It is a figure which shows the base deceleration map for low micro roads used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the base deceleration map for high micro road bases used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the base deceleration map for sports driving directions used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the required deceleration correction amount map for low micro roads used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the required deceleration correction amount map for high micro road bases used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the required deceleration correction amount map for sport driving directions used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure for demonstrating the required deceleration in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the target deceleration map in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the gear stage map for low micro roads used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the gear stage map for high micro road bases used in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the shift map for sport driving | operation direction used in 1st 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 1st 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 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the relationship between the gear stage target deceleration in 1st 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 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a time chart which shows operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a block diagram which shows the structure of the modification of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Road surface micro | micron | mu. Detection / estimation part 96 Signal reading means 97 Relative vehicle speed detection / estimation part 98 Preprocessing means 100 Driving direction estimation means 101 Inter-vehicle distance measurement part 114 Throttle opening sensor 115 Driving direction estimation Unit 116 Engine rotational speed sensor 118 Road gradient measurement / estimation unit 119 Navigation system device 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 Shift speed 401 Necessary deceleration 501 Corner 502 Entrance 601 Basic speed determination means 602 First target deceleration setting means (corresponding to road shape)
602a 1-1 target deceleration setting means (corresponding to road shape)
602b 1-2 target deceleration setting means (for low μ road)
602c 1-3 target deceleration setting means (driver oriented)
603 1st basic gear position correction means (for road shape)
603a 1-1 basic shift speed correcting means (corresponding to road shape)
603b 1-2 basic gear position correction means (for low μ road)
603c 1-3 basic shift speed correcting means (driver oriented)
604 Second basic gear correction means (corresponding to the distance between vehicles)
605 Second target deceleration setting means (corresponding to inter-vehicle distance)
606 Minimum speed stage selection means 607 Target deceleration MAX selection means 608 Road surface μ correction means 609 Correction means selection means 610 Third target deceleration setting means 611 Final shift stage 612 Final target deceleration L1 Brake braking force signal line SG1 Brake braking force Signal SG2 Brake control signal

Claims (11)

A vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear ratio or gear ratio. There,
First deceleration control means for performing first deceleration control based on a first control condition relating to the traveling environment of the vehicle;
Second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition related to the traveling environment of the vehicle,
The maximum value of the target deceleration set in the first deceleration control means and the target deceleration set in the second deceleration control means when the first control condition and the second control condition are satisfied at the same time Is determined as a target deceleration when performing deceleration control of the vehicle by the operation of the braking device and the speed change operation. A vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear ratio or gear ratio. There,
First deceleration control means for performing first deceleration control based on a first control condition relating to the traveling environment of the vehicle;
Second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition relating to the traveling environment of the vehicle,
When the first control condition and the second control condition are satisfied at the same time, the gear stage or gear ratio set in the first deceleration control means and the gear stage or gear ratio set in the second deceleration control means The speed reduction speed or speed ratio for the lowest speed is determined to be the speed speed or speed ratio for performing the speed reduction control of the vehicle by the operation of the braking device and the speed change operation. apparatus. A vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear ratio or gear ratio. There,
First deceleration control means for performing first deceleration control based on a first control condition relating to the traveling environment of the vehicle;
Second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition relating to the traveling environment of the vehicle,
The maximum value of the target deceleration set in the first deceleration control means and the target deceleration set in the second deceleration control means when the first control condition and the second control condition are satisfied at the same time Is determined as a target deceleration for performing deceleration control of the vehicle by the operation of the braking device and the speed change operation, and the gear stage or speed ratio and second speed reduction control set in the first speed reduction control means Of the speeds or speed ratios set in the means, the speed stage or speed ratio for the lowest speed is determined as the speed stage or speed ratio when performing deceleration control of the vehicle by the operation of the braking device and the speed change operation. A vehicle deceleration control device characterized by the above. A vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear ratio or gear ratio. There,
First deceleration control means for performing first deceleration control based on a first control condition relating to the traveling environment of the vehicle;
Second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition related to the traveling environment of the vehicle,
When the target deceleration is set in the first deceleration control means when the first control condition is satisfied, and the target deceleration is set in the second deceleration control means when the second control condition is satisfied The maximum value of the target deceleration set in the first deceleration control means and the target deceleration set in the second deceleration control means is controlled by the operation of the braking device and the speed change operation of the vehicle. A deceleration control device for a vehicle, characterized in that the deceleration is determined to be a target deceleration at the time of execution. A vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear ratio or gear ratio. There,
First deceleration control means for performing first deceleration control based on a first control condition relating to the traveling environment of the vehicle;
Second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition related to the traveling environment of the vehicle,
The first control condition is satisfied and a gear stage or gear ratio is set in the first deceleration control means, and the second control condition is satisfied and the gear stage or gear ratio is set in the second deceleration control means. In this case, the speed stage or speed ratio for the lowest speed among the speed stage or speed ratio set in the first speed reduction control means and the speed stage or speed ratio set in the second speed reduction control means is the braking speed. A vehicle speed reduction control apparatus, wherein the speed change speed or speed ratio when the vehicle speed reduction control is performed is determined by the operation of the device and the speed change operation. A vehicle deceleration control device that performs deceleration control of the vehicle by operating a braking device that generates a braking force on the vehicle and a shift operation that shifts the transmission of the vehicle to a relatively low speed gear ratio or gear ratio. There,
First deceleration control means for performing first deceleration control based on a first control condition relating to the traveling environment of the vehicle;
Second deceleration control means for performing second deceleration control based on a second control condition different from the first control condition related to the traveling environment of the vehicle,
When the first control condition is satisfied and the target deceleration and the gear stage or the gear ratio are set in the first deceleration control means, the second control condition is satisfied and the target deceleration is set in the second deceleration control means. When the gear position or the gear ratio is set, the maximum value among the target deceleration set in the first deceleration control means and the gear speed or gear ratio set in the second deceleration control means is the braking device. And the shift operation are determined as a target deceleration for performing deceleration control of the vehicle, and are set in the gear stage or gear ratio set in the first deceleration control means and in the second deceleration control means. The speed stage or speed ratio for the lowest speed is determined to be the speed stage or speed ratio when performing deceleration control of the vehicle by the operation of the braking device and the speed change operation. Characteristic vehicle deceleration Control device. The vehicle deceleration control device according to any one of claims 1 to 6,
Any one of the first and second control conditions is a condition related to an inter-vehicle distance. A vehicle deceleration control apparatus, wherein: The vehicle deceleration control device according to any one of claims 1 to 7,
At least one of the first and second deceleration control means performs deceleration control of the vehicle by the operation of the braking device and the speed change operation. The vehicle deceleration control device according to any one of claims 1 to 8,
Any one of the first and second deceleration control means performs deceleration control of the vehicle by at least one of the operation of the braking device and the speed change operation. The vehicle deceleration control device according to any one of claims 1 to 9,
The gear stage or gear ratio set in the first deceleration control means and the gear stage or gear ratio set in the second deceleration control means are relatively low speed gear stages or gear ratios. A vehicle deceleration control device. A braking device for generating a braking force;
An automatic transmission capable of changing a gear position or a gear ratio,
A vehicle comprising: the vehicle deceleration control device according to any one of claims 1 to 10.

Images