JP5207953B2 - Auto cruise control device for hybrid vehicle and automatic braking control device for vehicle - Google Patents

Description

  The present invention relates to an automatic cruise control device for a hybrid vehicle and an automatic braking control device for a vehicle that automatically control the braking force of the vehicle without depending on the operation of the driver.

  Conventionally, auto-cruise control (constant speed traveling control) is known as a control aimed at reducing a driver's operation burden and improving fuel efficiency. Auto-cruise control is a technology that automatically adjusts the driving force and braking force of a vehicle when traveling on an expressway, where sudden acceleration and braking operations are rarely required. The predetermined cruising speed can be maintained without having to.

Examples of adjustment targets for driving force and braking force in auto-cruise control include engine output, main brake (service brake), and auxiliary brake. For example, Patent Document 1 discloses a technique for improving driving feeling during auto-cruise driving by using an auxiliary brake such as an exhaust brake or a retarder in stages. In this technology, as the vehicle speed deviation between the actual vehicle speed (travel speed) and the set vehicle speed during auto-cruise traveling increases, the exhaust brake, the compression pressure release type engine brake auxiliary device, the first stage retarder, and the second stage retarder In addition, the third stage retarder is sequentially and additionally operated to prevent a sudden braking force from being generated.
JP-A-8-282329

  However, in a general auxiliary brake, since the magnitude of the braking force that can be generated is fixed, there is a problem that a desired braking force cannot be generated accurately. For example, in the technique of Patent Document 1, since the magnitude of the braking force changes discontinuously with a vehicle speed deviation at which the combination of the auxiliary brakes is changed as a boundary, the relationship between the vehicle speed deviation and the braking force is not linear. Therefore, there is a case where a step feeling is caused during deceleration under auto-cruise control, and good driving feeling may not be expected.

In recent years, an auto-cruise control device has been developed that not only simply maintains the traveling speed constant, but also has a function of dynamically changing the cruising speed according to the distance from the preceding vehicle. In such an advanced auto-cruise control, the control range of the braking force is larger than that of the conventional auto-cruise control, and thus the above-described control problems become significant.
The present invention has been made in view of such a problem, and an auto-cruise control device for a hybrid vehicle that can eliminate a stepped feeling at the time of deceleration control and can improve drive feeling and An object is to provide an automatic braking control device for a vehicle.

An automatic cruise control device for a hybrid vehicle according to the present invention (Claim 1) is an automatic cruise control device for a hybrid vehicle that automatically controls the braking force of the vehicle without depending on the operation of the driver. Vehicle speed detecting means for detecting speed, required braking force calculating means for calculating required braking force required to change the travel speed detected by the vehicle speed detecting means to a predetermined speed, and regenerative braking of the motor generator Regenerative brake means for generating a braking force of an arbitrary magnitude up to a predetermined maximum braking force as an upper limit, auxiliary brake means for generating a predetermined braking force of a discontinuous magnitude in stages, and each drive wheel of the vehicle a main brake means juxtaposed to, based on the required braking force calculated by the required braking force calculation means, the regenerative braking means and the auxiliary brake means and the And a brake control means, each of which controls the braking force to bear the braking means, the braking control means, when the required braking force is first less than a predetermined value set in advance, only the regenerative braking means If it is operated, the said braking force regenerative braking means bear set to the required braking force, the required braking force is Ru der than the second predetermined value I der the first predetermined value or more and, by operating the regenerative braking means and the auxiliary brake means, the braking force which the regenerative braking means bear and sets the braking force obtained by subtracting the predetermined braking force borne by the auxiliary brake means from the braking force demand , this the required braking force is to be activated when it is the second predetermined value or more, the main brake means while maximizing operate the regenerative brake unit and the auxiliary brake means It is characterized in.

The first predetermined value can be arbitrarily set in a range not less than the predetermined braking force of the auxiliary brake means and not more than the maximum braking force of the regenerative brake means.
The automatic cruise control device for a hybrid vehicle according to the present invention (Claim 2) further includes a total weight detecting means for detecting the total weight of the vehicle in addition to the configuration according to the first aspect, and the required braking force calculating means. However, the required braking force is calculated based on the traveling speed and the total weight.

In addition to the configuration of claim 2, the auto cruise control device for a hybrid vehicle of the present invention (Claim 3) further includes distance detection means for detecting a distance to a surrounding vehicle located in the vicinity of the vehicle, The required braking force calculating means calculates the required braking force based on the travel speed, the total weight, and the distance detected by the distance detecting means.
Further, it is preferable that the first predetermined value is set within a range equal to or less than the maximum braking force of the regenerative braking means. The first predetermined value is preferably set in a range equal to or greater than the predetermined braking force of the auxiliary brake means. The second predetermined value is preferably set to a magnitude equal to a braking force obtained by adding the maximum braking force of the regenerative braking means and the predetermined braking force of the auxiliary brake means (Claim 5). .

An automatic braking control device for a vehicle according to the present invention (Claim 6 ) is an automatic braking control device for a hybrid vehicle that automatically controls the braking force of the vehicle without depending on the operation of the driver, and is required for the vehicle. A required braking force calculating means for calculating a required braking force, a regenerative braking means for generating a braking force of an arbitrary magnitude with a predetermined maximum braking force as an upper limit by regenerative braking of the motor generator, and a discontinuous magnitude Auxiliary brake means for generating a predetermined braking force stepwise, a main brake means attached to each drive wheel of the vehicle, and the regenerative braking means based on the required braking force calculated by the required braking force calculating means And a brake control means for controlling the braking force borne by each of the auxiliary brake means and the main brake means , wherein the brake control means is a first controller for which the required braking force is preset. If less than one predetermined value, only the regenerative braking means is operated, the braking force borne by the regenerative braking means is set to the required braking force, and the required braking force is greater than or equal to the first predetermined value. If Ah I Ru second less than a predetermined value der actuates the regenerative brake unit and the auxiliary brake means, said auxiliary braking means bear the braking force which the regenerative braking unit will be borne from the required braking force And the main brake means while operating the regenerative brake means and the auxiliary brake means to the maximum when the required braking force is equal to or greater than the second predetermined value. It is characterized by operating .

According to the hybrid vehicle auto-cruise control device and the vehicle automatic braking control device according to the present invention (claims 1, 6 ), the braking force of discontinuous magnitude applied by turning on / off the auxiliary brake is controlled. It can be covered by the braking force of the high regenerative brake, and the feeling of stepping during deceleration can be eliminated. As a result, the actual braking force relative to the required braking force can be set linearly, and the drive feeling can be improved.

Further, according to the auto cruise control device for a hybrid vehicle of the present invention (Claim 2), the switching timing of the brake can be controlled according to the loaded load, and the regenerative brake and the auxiliary brake can be controlled regardless of the total weight of the vehicle. Can be overlapped smoothly.
Further, according to the automatic cruise control device for a hybrid vehicle of the present invention (Claim 3), the required braking force is set based on the distance to the surrounding vehicle, so that, for example, when the vehicle is traveling at a predetermined cruising speed, Even when the distance largely fluctuates due to the braking operation of the vehicle, the vehicle can be smoothly decelerated without generating a stepped feeling of deceleration.
Further, according to the auto cruise control device for a hybrid vehicle of the present invention (Claim 4), when the required braking force is less than the first predetermined value, the required braking force can be fully borne by the motor.
Moreover, according to the auto cruise control device for a hybrid vehicle of the present invention (Claim 5), the main brake control can be started in a state in which both the regenerative brake control and the auxiliary brake control are fully operated.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. 1 to 4 are for explaining an auto cruise control device for a hybrid vehicle according to an embodiment of the present invention, and FIG. 1 is a schematic configuration showing the overall configuration of the hybrid vehicle to which the control device is applied. FIG. 2, FIG. 2 is a graph showing the relationship between the required braking force stored in the control device and the control content, FIG. 3 is a flowchart for explaining a control procedure in the control device, and FIG. 4 is a control by the control device. It is a time chart for explaining an action, (a) is change with time of demand braking force, (b) is change with time of control braking force by this control device, and (c) is by a conventional control device as a comparative example. It shows the change over time of the control braking force.

[1. Constitution]
[1-1. overall structure]
As shown in FIG. 1, an auto cruise control device according to the present invention includes a hybrid vehicle 10 (hereinafter referred to as an engine 5, a clutch 6, a motor / generator (motor generator) 3, a transmission 9 (transmission) and a retarder 4 (hereinafter referred to as a hybrid vehicle). The engine 5 that is applied to a vehicle is simply configured as a general internal combustion engine. The driving force of the engine 5 is transmitted to the motor / generator 3 via the clutch 6 and further transmitted to the left and right driving wheels 12 via the transmission 9 and a differential device (not shown) to drive the vehicle 10. Each drive wheel 12 is provided with a disc brake 11 as a main brake device.

  The motor / generator 3 is a motor generator that has both a function as a motor (electric motor) and a function as a generator (generator). When functioning as a generator, the torque input from the engine 5 is used to perform regenerative power generation, or the torque input from the drive wheels 12 is used during deceleration to perform regenerative braking, and the inverter 3a is operated. To charge the battery 3b. Further, when functioning as a motor, it rotates using the electric power of the battery 3b, adds the motor driving force to the driving force input from the engine 5, and outputs it to the transmission 9 side. Hereinafter, the motor / generator 3 is simply referred to as a motor 3.

In general, the magnitude of the driving force generated by the motor 3 and the braking force borne by the motor 3 can be adjusted by increasing or decreasing the control current of the motor 3 in the inverter 3a. Therefore, the motor 3 functions as regenerative braking means for generating a braking force of an arbitrary magnitude with a predetermined maximum braking force as an upper limit by regenerative braking of the motor generator. In the present embodiment, the maximum braking force in the motor 3 is set to F _A , and the magnitude of the regenerative braking force by the motor 3 can be arbitrarily adjusted between 0 and F _A. The magnitude of the regenerative braking force is controlled by an ECU 1 described later via an inverter 3a.

The transmission 9 is a transmission that changes the rotation input from the engine 5 or the motor 3. As this transmission, a mechanical stepped transmission may be used, or a belt type or toroidal type continuously variable transmission may be used. A retarder 4 is attached to the transmission 9.
The retarder 4 is an auxiliary brake device for giving resistance to the rotational movement of the propeller shaft 13. Here, the braking force is generated by applying rotational resistance to the rotor fixed to the propeller shaft 13. The magnitude of the braking force generated by the retarder 4 is fixedly set in advance, and a predetermined braking force having a discontinuous magnitude is generated stepwise by turning on or off the operation of the retarder 4. It has become. In the present embodiment, the predetermined braking force is in the F _B by retarder.

  The vehicle 10 is a parallel hybrid vehicle in which the engine 5, the clutch 6, the motor 3, the transmission 9, the retarder 4, and the drive wheel 12 are connected in series. The engine 5 depends on the traveling state of the vehicle 10. And the driving force of the motor 3 can be combined to travel.

[1-2. ECU configuration]
The vehicle 10 is provided with an ECU 1 (Electronic Control Unit) as an electronic control unit for auto cruise control. The ECU 1 is an electronic control unit configured by a microcomputer, and is provided as an LSI device in which a known microprocessor, ROM, RAM, and the like are integrated. Further, the ECU 1 includes a vehicle speed sensor 2 (vehicle speed detection means) that detects the traveling speed V of the vehicle 10, a radar sensor 7 (distance detection means) that detects a distance L to the vehicle ahead of the vehicle 10, and the total weight of the vehicle 10. A weight sensor 8 (total weight detecting means) for detecting W is connected. Based on the information input from these sensors 2, 7, 8, the ECU 1 controls the driving force generated by the engine 5 and the magnitude of the braking force borne by each of the motor 3, the retarder 4 and the disc brake 11. To do.

Inside the ECU 1, both configured as software, the request braking force calculating section 1a, the output control section 1b and the braking control portion 1c is provided.
The required braking force calculation unit 1 a calculates a required braking force F required for the vehicle 10 based on the traveling speed V, the distance L, and the total weight W of the vehicle 10. First, the required braking force calculation unit 1a calculates a deceleration G necessary for setting the traveling speed V to a predetermined cruising speed V ₀ (predetermined speed), and the deceleration G and the total weight W of the vehicle 10 are calculated. Based on the above, the required braking force F is calculated.

  In the present embodiment, a braking force that is small enough to be controlled within the adjustment range of the engine output is not included in the required braking force F. That is, a braking force that can be covered by a braking force equivalent to an engine brake is handled as a driving force. The reference point of the required braking force F is a point where a braking force that cannot be controlled only by engine braking is required, as indicated by the origin 0 on the vertical axis in FIG. 2, and a braking force exceeding this level is required. When requested, braking means such as regenerative brake control and auxiliary brake control start operation.

Further, when the distance L with the preceding vehicle is shorter than the predetermined distance L ₀ , the ECU 1 reduces the traveling speed V by braking even if the traveling speed V of the vehicle 10 is the cruising speed V ₀ , and at least Control for ensuring the predetermined distance L ₀ is performed. Here, for example, the smaller the distance L, the larger the deceleration G and the required braking force F are set.
Note that the specific method of setting the deceleration G and the required braking force F in the required braking force calculation unit 1a is not limited to the above method, and various known methods may be used.

The output control unit 1b performs control with the contents shown in FIG. 2 based on the magnitude of the required braking force F calculated by the required braking force calculation unit 1a. First, when the required braking force F is less than 0, control (engine torque control) for increasing or decreasing only the engine driving force is performed. For example, when the traveling speed V of the vehicle 10 is slightly higher than the cruising speed V ₀ , the engine output is reduced to generate a braking force equivalent to the engine brake.

On the other hand, when the required braking force F is 0 or more, the braking control unit 1c performs other braking control in addition to the output limitation of the engine 5. First, as shown in FIG. 2, when the required braking force F is 0 or more and less than the first predetermined value F ₁ performs the regenerative braking control by the motor 3. At this time, the magnitude of the braking force borne by the motor 3 (that is, the force corresponding to the energy absorbed as electric power by the motor 3) is set to the same magnitude as the required braking force F. That is, in this case, the required braking force F is all borne by the motor 3.

Next, when the required braking force F is greater than or equal to the first predetermined value F _{1 and} less than the second predetermined value F ₂ , both regenerative brake control and auxiliary brake control by the motor 3 are performed. In the auxiliary brake control, a braking force is generated by operating the retarder 4. Predetermined braking force is borne by the retarder, as described above, a F _B. At this time, the magnitude of the braking force borne by the motor 3 is set to a magnitude (F−F _B ) obtained by subtracting the predetermined braking force F _B from the required braking force F.

As described above, since the maximum braking force by the motor 3 is F _A , the first predetermined value F ₁ is set in a range of F ₁ ≦ F _A. Further, since the predetermined braking force of the retarder 4 is F _B , the first predetermined value F ₁ is set in the range of F _B ≦ F ₁ . Therefore, the first predetermined value F ₁ can be arbitrarily set within the range of F _B ≦ F ₁ ≦ F _A.
Further, the required braking force F is in the case where the second predetermined value F ₂ or more, the regenerative braking control, carrying out the auxiliary brake control and the main brake control. In this case, the braking force borne by the motor 3 is set to the maximum braking force F _A, and the predetermined braking force borne by the retarder 4 is also F _B. The braking force borne by the disc brake 11 is set to a braking force (F−F _A −F _B ) having a magnitude obtained by subtracting the maximum braking force F _A and the predetermined braking force F _B from the required braking force F. The The second predetermined value F ₂ is set to a magnitude equal to the braking force obtained by adding the maximum braking force F _A of the motor 3 and the predetermined braking force F _B of the retarder 4. That is, the main brake control is started in a state where the regenerative brake control and the auxiliary brake control are both fully operated.

[2. flowchart]
In the ECU 1, braking control during auto-cruising is performed according to the flowchart shown in FIG. This flow is repeatedly executed at a predetermined cycle set in advance.
In step A10, the traveling speed V, the distance L, and the total weight W detected by the vehicle speed sensor 2, the radar sensor 7, and the weight sensor 8 are read into the ECU 1. In subsequent step A20, the required braking force calculation unit 1a calculates the required braking force F based on these pieces of information. Furthermore, in step A30, it is determined whether or not the required braking force F is less than zero. If F <0, the process proceeds to step A40. If F ≧ 0, the process proceeds to step A50.

In step A40, the output control unit 1b performs control to increase or decrease only the engine driving force, and this flow ends. As described above, the control when F <0 corresponds to the control content of the “engine driving force control region” in FIG.
On the other hand, if it proceeds to step A50, in yet braking control unit 1c, the required braking force F is whether the less than a predetermined value F ₁ is determined. Here, F <F ₁ (i.e., 0 ≦ F <F ₁₎ when it is the flow proceeds to step A60, when a F ≧ F ₁ proceeds to step A70.

In step A60, regenerative braking control by the motor 3 is performed in the braking controller 1c. Here, the regenerative braking force having the same magnitude as the required braking force F is set, and the control current of the inverter 3a is adjusted. Thereafter, the process proceeds to step A40, where the control for reducing the engine driving force is performed, and this flow ends. As described above, the control when 0 ≦ F <F ₁ corresponds to the control content of the “regenerative brake control region” in FIG.

Further, if the procedure advances to step A70, in the brake control unit 1c, the required braking force F is equal to or less than a second predetermined value F ₂ is determined. Here, F <F _{2 (i.e., F 1 ≦ F <F 2} ) proceeds to step A80 if it is, the process proceeds to step A100 in the case of F ≧ F _2.
In step A80, regenerative braking control by the motor 3 is performed. Here, the regenerative braking force of a magnitude from the required braking force F by subtracting a predetermined braking force F _B is set as the load of the motor 3, the control current of the inverter 3a is adjusted. In the subsequent step A90, auxiliary brake control by the retarder 4 is performed in the braking control unit 1c. Here, the retarder 4 is controlled to be in the on state (operating state), and the predetermined braking force F _B is applied.

That is, the total value of the braking force applied in steps A80 to A90 is equal to the required braking force F. Thereafter, the process proceeds to step A40, where the control for reducing the engine driving force is performed, and this flow ends. As described above, the control when F ₁ ≦ F <F ₂ corresponds to the control content of the “auxiliary brake control region” in FIG.
When the process proceeds to step A100, regenerative braking control by the motor 3 is first performed. Here, the maximum braking force F _A is set as the braking force of the motor 3, and the control current of the inverter 3a is adjusted. In the subsequent step A110, the auxiliary brake control by the retarder 4 is performed as in step A90, and a predetermined braking force F _B is applied. In step A120, the brake control unit 1c performs main brake control by the disc brake 11. Here, as the braking force borne by the disc brake 11, a braking force having a magnitude obtained by subtracting the maximum braking force F _A and the predetermined braking force F _B from the required braking force F is set, and the hydraulic pressure of a brake cylinder (not shown) is controlled. Is done.

That is, the total value of the braking force applied in steps A100 to A120 is equal to the required braking force F. Thereafter, the process proceeds to step A40, where the control for reducing the engine driving force is performed, and this flow ends. As described above, the control when F ₂ ≦ F corresponds to the control content of the “main brake control region” in FIG.
Thus, in any control region shown in FIG. 2, the braking control is performed so that the total value of the applied braking force becomes equal to the required braking force F.

[3. Time chart]
The control action by the auto cruise control apparatus will be described using the schematic time charts shown in FIGS.
When the traveling road surface is downhill and the traveling speed V is higher than the cruising speed V ₀ during the automatic cruise control of the vehicle 10, or when the distance L is shorter than the predetermined distance L ₀ due to the braking operation of the preceding vehicle. The required braking force F calculated by the required braking force calculation unit 1a of the ECU 1 increases. When the value of the required braking force F is negative, the output of the engine 5 is suppressed by the output control unit 1b of the ECU 1, and control is performed with a braking force equivalent to engine braking.

On the other hand, as shown in FIG. 4A, when the value of the required braking force F becomes positive, regenerative braking control of the motor 3 is started by the braking control unit 1c of the ECU 1. Since the regenerative braking force of the motor 3 can be set arbitrarily, the magnitude of the braking force actually applied matches the required braking force F as shown in FIG.
Subsequently, when the required braking force F becomes equal to or greater than the first predetermined value F _{1 at} time t ₁ , auxiliary brake control of the retarder 4 is started in addition to regenerative brake control. At this time, the magnitude of the braking force by the retarder 4 is F _B and the magnitude of the braking force by the motor 3 is set to F−F _B , so that the total braking force coincides with the required braking force F. The magnitude of the actual braking force continuously increases before and after time t ₁ . Even after the time t ₁ , even if the required braking force F further increases, the magnitude of the braking force by the motor 3 is set so as to fluctuate following it. Power is secured.

Further, when the required braking force F decreases at time t ₂ and becomes less than the first predetermined value F ₁ , the auxiliary brake control of the retarder 4 is finished and only the regenerative brake control by the motor 3 is performed. At this time, when attention is focused only on the magnitude of the braking force by the motor 3, until then the braking force F _B which retarder has been borne is to be borne is added to the motor 3 side, the front and rear of the time t ₂ However, the actual braking force decreases continuously. Even after the time t ₂ , even if the required braking force F further decreases, a braking force having the same magnitude as the required braking force F is secured.

FIG. 4C is a comparative example for the present invention, and the magnitude of the braking force actually applied by the conventional control that does not adjust the set value of the braking force of the motor 3 when the regenerative brake control and the auxiliary brake control overlap. This is an indication. In this comparative example, when the required braking force F becomes equal to or greater than the first predetermined value F _{1 at} time t ₁ ′, the braking force of the retarder 4 is added as it is to the braking force by the regenerative braking control so far. As a result, the actual braking force is applied discontinuously at time t _1, and a stepped feeling of deceleration occurs.

Further, the same also if the request braking force F becomes the less than a predetermined value F ₁ at time t ₂ ', since the predetermined braking force F _B component of the braking force by the retarder 4 is rapidly decreased, the braking force is Drive feeling that suddenly comes off.

[4. effect]
As described above, according to the automatic cruise control device of the present invention, as shown in FIG. 4B, the predetermined braking force F _B having a discontinuous magnitude that is applied by the on / off control of the retarder 4 is controlled. This can be covered by the braking force of the highly regenerative brake, and the feeling of stepping during deceleration can be eliminated. Thereby, the actual braking force with respect to the required braking force F can be set linearly, and the drive feeling can be improved.

Further, in the present automatic cruise control device, the required braking force F is set based on the distance L to the surrounding vehicle, so that the distance L is set by the brake operation of the surrounding vehicle while the vehicle 10 is traveling at the cruising speed V ₀ , for example. Even in a case where the vehicle is contracted greatly, the vehicle 10 can be smoothly decelerated without generating a stepped feeling of deceleration.
In addition, in the present auto-cruise device, when calculating the required braking force F, the calculation taking into account the total weight W of the vehicle 10 is performed, so the accurate braking force required to realize the required deceleration is obtained. Can be calculated. That is, the brake switching timing can be controlled in accordance with the loaded load, and the regenerative brake and the auxiliary brake can be smoothly overlapped regardless of the total weight W of the vehicle.

[5. Others]
As mentioned above, although one Embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment etc., It can implement in various deformation | transformation in the range which does not deviate from the meaning of this invention.
For example, in the above-described embodiment, the retarder 4 that gives fluid resistance to the rotational motion of the propeller shaft 13 is exemplified as the auxiliary brake device, but the auxiliary brake device according to the present invention is not limited to this. For example, instead of the retarder 4 described above, an electromagnetic retarder or a permanent magnet retarder may be used.

Alternatively, a so-called exhaust brake device or a compression release brake (engine retarder) that suppresses the inertial rotation of the engine by increasing the exhaust pressure may be used. Any auxiliary brake device (meaning a brake device that is not the main brake device) that generates a predetermined braking force of at least a discontinuous magnitude in stages can be applied.
In the above-described embodiment, the single braking force applied by the retarder 4 is exemplified, but an auxiliary brake device capable of applying a multi-stage braking force is used. Of course, it is possible.

  In the above-described embodiment, the present invention is applied as the braking control at the time of auto-cruising. However, the automatic braking control apparatus that automatically controls the braking force of the vehicle without depending on the operation of the driver is generally described. It is possible to apply. For example, in a general automatic braking control device, the required braking force F is calculated based not only on the vehicle traveling speed V and the distance L from the preceding vehicle, but also on the yaw rate, roll rate, lateral acceleration, etc. acting on the vehicle. There is. Even when the braking control based on the required braking force F calculated through such a process is performed, it is possible to smoothly control the braking force by applying the present invention.

  Although the parallel hybrid vehicle 10 is illustrated in the above-described embodiment, the present invention is a regenerative braking means such as a motor / generator that generates a braking force of an arbitrary magnitude by at least regenerative braking of a motor generator. The present invention can be applied to all hybrid vehicles including auxiliary brake means such as an auxiliary brake device that generates a predetermined braking force having a discontinuous magnitude in a stepwise manner.

It is a typical block diagram which shows the whole structure of the auto cruise control apparatus of the control unit for vehicles of this invention. It is a graph which shows the relationship between the required braking force memorize | stored in this auto cruise control apparatus, and the content of control. It is a flowchart for demonstrating the control procedure in this auto cruise control apparatus. 4 is a schematic time chart for explaining the control action of the present auto cruise control device, where (a) shows a change over time in a required braking force, (b) shows a change over time in a control braking force by this control device, and (c). These show changes with time of the control braking force by a conventional control device as a comparative example.

Explanation of symbols

1 ECU
1a Required braking force calculation unit (required braking force calculation means)
1b Output control unit 1c Braking control unit (braking control means)
2 Vehicle speed sensor (vehicle speed detection means)
3 Motor generator (regenerative braking means)
4 Retarder (auxiliary brake means)
5 Engine 6 Clutch 7 Radar sensor (distance detection means)
8 Weight sensor (total weight detection means)
9 Transmission 10 Hybrid vehicle 11 Disc brake 12 Drive wheel 13 Propeller shaft

Claims (6)

An auto cruise control device for a hybrid vehicle that automatically controls the braking force of the vehicle without depending on the operation of the driver,
Vehicle speed detecting means for detecting the traveling speed of the vehicle;
Requested braking force calculating means for calculating a requested braking force required to change the traveling speed detected by the vehicle speed detecting means to a predetermined speed;
Regenerative braking means for generating a braking force of an arbitrary magnitude with a predetermined maximum braking force as an upper limit by regenerative braking of the motor generator;
Auxiliary brake means for generating a predetermined braking force of discontinuous magnitude in stages;
Main brake means attached to each drive wheel of the vehicle;
Braking control means for controlling the braking force borne by each of the regenerative brake means, the auxiliary brake means and the main brake means based on the required braking force calculated by the required braking force calculation means,
The braking control means is
When the required braking force is less than a preset first predetermined value, only the regenerative braking means is operated, and the braking force borne by the regenerative braking means is set as the required braking force.
If the required braking force is Ru der than the second predetermined value I der the first predetermined value or more, by operating the regenerative braking means and the auxiliary brake means, the braking force which the regenerative braking means borne Is set to a braking force obtained by subtracting the predetermined braking force borne by the auxiliary brake means from the required braking force ,
The hybrid vehicle characterized in that when the required braking force is greater than or equal to the second predetermined value, the main brake means is operated while maximally operating the regenerative brake means and the auxiliary brake means. Auto cruise control device. A total weight detecting means for detecting the total weight of the vehicle;
The automatic cruise control device for a hybrid vehicle according to claim 1, wherein the required braking force calculation means calculates the required braking force based on the travel speed and the total weight. Further comprising distance detecting means for detecting a distance to a surrounding vehicle located in the vicinity of the vehicle;
The hybrid vehicle according to claim 2, wherein the required braking force calculation means calculates the required braking force based on the travel speed, the total weight, and the distance detected by the distance detection means. Auto cruise control device.   The first predetermined value is set within a range equal to or less than the maximum braking force of the regenerative brake means.
The auto cruise control apparatus for a hybrid vehicle according to any one of claims 1 to 3.   The second predetermined value is set to a magnitude equal to a braking force obtained by adding the maximum braking force of the regenerative brake means and the predetermined braking force of the auxiliary brake means.
The auto cruise control device for a hybrid vehicle according to any one of claims 1 to 4, wherein the auto cruise control device is a hybrid vehicle. An automatic braking control device for a hybrid vehicle that automatically controls the braking force of a vehicle without depending on a driver's operation,
A required braking force calculating means for calculating a required braking force required for the vehicle;
Regenerative braking means for generating a braking force of an arbitrary magnitude with a predetermined maximum braking force as an upper limit by regenerative braking of the motor generator;
Auxiliary brake means for generating a predetermined braking force of discontinuous magnitude in stages;
Main brake means attached to each drive wheel of the vehicle;
Braking control means for controlling the braking force borne by each of the regenerative brake means, the auxiliary brake means and the main brake means based on the required braking force calculated by the required braking force calculation means,
The braking control means is
When the required braking force is less than a preset first predetermined value, only the regenerative braking means is operated, and the braking force borne by the regenerative braking means is set as the required braking force.
If the required braking force is Ru der than the second predetermined value I der the first predetermined value or more, by operating the regenerative braking means and the auxiliary brake means, the braking force which the regenerative braking means borne Is set to a braking force obtained by subtracting the predetermined braking force borne by the auxiliary brake means from the required braking force ,
When the required braking force is equal to or greater than the second predetermined value, the main brake means is operated while operating the regenerative brake means and the auxiliary brake means to the maximum . Automatic braking control device.

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