Deceleration control apparatus and method for automotive vehicle
a control apparatus and vehicle technology, applied in the direction of braking systems, process and machine control, instruments, etc., can solve the problems of inability to achieve sufficient deceleration effect, inability to perform deceleration control, and unpleasant feeling for drivers, so as to avoid interference between braking force and driving force
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first embodiment
[0054] Next, an operation of the first embodiment will be described in details below. Suppose now that in a state where the vehicle is not turned, target vehicle speed V* calculated on the basis of yaw select value φ* at the present time, lateral acceleration limitation value Yg*, and road surface frictional coefficient estimated value μ is relatively large and target deceleration Xg* is below zero. In this case, in FIG. 5, the routine goes from step S11 to step S21 via step S12. At this time, the deceleration control is not intervened. Deceleration control flag F is “OFF” and the routine goes from step S21 to step S27.
[0055] Therefore, base throttle opening angle Accbs in accordance with the manipulated variable of accelerator pedal is set as target throttle opening angle Acc*. To achieve target throttle valve Acc*, engine throttle control unit 3 is controlled. Hence, throttle opening angle is controlled to the throttle opening angle in accordance with the operation of the driver's...
second embodiment
[0069] It is noted that, in the second embodiment, reduction quantity ΔAdn is set in accordance with road frictional coefficient μ. However, the present invention is not limited to this. For example, as shown in FIG. 9, reduction quantity ΔAdn may be set in accordance with base throttle opening angle Accbs at a time point at which target deceleration Xg* is Xg*>0. For example, as base throttle opening angle Accbs becomes larger, reduction quantity ΔAdn may be increased in proportion to this base throttle opening angle Accbs.
[0070] In details, when base throttle opening angle Accbs is large, throttle opening angle at the present time becomes large. That is to say, it takes a lot of time to control throttle opening angle to the complete closure state. Hence, when base throttle opening angle Accbs is large, reduction quantity ΔAdn is set to a relatively large value. The reduction quantity of throttle opening angle is made large so that a required time for throttle opening angle to be c...
third embodiment
[0075] Hence, in a case of the third embodiment, when target deceleration Xg* is Xg*>0, at this time point, initial reduction value ΔAdn0 is set as reduction quantity ΔAdn. Hence, throttle opening angle is largely throttled by initial reduction value ΔAdn0 since, as shown in FIGS. 11A and 11B, at a time point t11, target throttle opening angle Acc* is reduced from the previous target throttle opening angle Acc*. Thereafter, constant value ΔAconst is set as reduction quantity ΔAnd. As appreciated from FIGS. 11A and 11B, the throttle opening angle is decreased at a predetermined gradient specified by ΔAconst.
[0076] It is noted that if the throttle opening angle is controlled to be in the complete closure state at time point till, an acceleration feeling is not abruptly given. Hence, the driver gives the unpleasant feeling. However, by throttling the throttle opening angle by a relatively large initial reduction value ΔAdn0, the unpleasant feeling is more or less given to the driver. T...
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