CN112172781B - Control device for vehicle - Google Patents

Control device for vehicle Download PDF

Info

Publication number
CN112172781B
CN112172781B CN202010565541.4A CN202010565541A CN112172781B CN 112172781 B CN112172781 B CN 112172781B CN 202010565541 A CN202010565541 A CN 202010565541A CN 112172781 B CN112172781 B CN 112172781B
Authority
CN
China
Prior art keywords
vehicle
driver
drive source
inertia running
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202010565541.4A
Other languages
Chinese (zh)
Other versions
CN112172781A (en
Inventor
永坂庄司
村田信贵
山岸亮平
小形卯京
小野寺贵之
宫冈史滋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of CN112172781A publication Critical patent/CN112172781A/en
Application granted granted Critical
Publication of CN112172781B publication Critical patent/CN112172781B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system

Abstract

The invention provides a control device for a vehicle, which further improves the response when recovering from inertia running. The control device controls a vehicle capable of performing inertia running control for shutting off power transmission from a drive source to drive wheels. The control device is provided with: a recovery unit that executes recovery when a recovery condition from the inertia running control is satisfied; a prediction unit that predicts an operation of a driver that becomes a trigger for establishment of a recovery condition; and a restoration preparation unit that performs restoration preparation for increasing the output of the drive source in the case where the operation of the driver is predicted by the prediction unit.

Description

Control device for vehicle
Technical Field
The present invention relates to a control device for a vehicle.
Background
In recent years, for the purpose of reducing fuel consumption, etc., a technique has been known in which power transmission between a drive source and a drive wheel is cut off during running to cause a vehicle to run by inertia (coasting ).
Prior art literature
Patent literature
Patent document 1: japanese patent laid-open publication 2016-22772
Disclosure of Invention
Problems to be solved by the invention
The return from the inertia running mode to the normal running mode is performed based on a predetermined condition such as an operation by the driver. In the case of restoration in response to an operation by the driver, it is desirable to further improve the responsiveness to the operation.
The present invention aims to provide a technique for further improving the responsiveness at the time of recovery from inertia running.
Means for solving the problems
According to the present invention, there is provided a control device,
Which is capable of executing an inertia running control for shutting off power transmission from a drive source to a drive wheel, characterized in that,
The control device is provided with:
a restoration unit that executes restoration when a restoration condition from the inertia running control is satisfied;
A prediction unit that predicts an operation of the driver that becomes a trigger for the restoration condition to be satisfied; and
And a restoration preparation unit that performs restoration preparation for increasing the output of the drive source when the operation of the driver is predicted by the prediction unit.
Effects of the invention
According to the present invention, the responsiveness at the time of recovery from the inertia running can be further improved.
Drawings
Fig. 1 is a diagram showing an example of a configuration of a vehicle according to an embodiment.
Fig. 2 is a block diagram showing an example of the hardware configuration of the vehicle of fig. 1.
Fig. 3 is a flowchart showing an example of processing performed by the shift ECU and the drive ECU at the time of return to inertia running in accordance with one embodiment.
Fig. 4 is a timing chart showing an example of the states of the respective structures in the case of executing the flowchart of fig. 3.
Fig. 5 is a timing chart showing an example of the states of the respective structures in the case of executing the flowchart of fig. 3.
Fig. 6 is a flowchart showing an example of processing performed by the shift ECU at the time of return to inertia running in accordance with one embodiment.
Description of the reference numerals
1: A vehicle; 10: a driving source; 27: a driving wheel; 32: and a drive ECU.
Detailed Description
Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. The following embodiments do not limit the invention according to the claims, and the combination of the features described in the embodiments is not necessarily essential to the invention. Two or more of the features described in the embodiments may be arbitrarily combined. The same or similar components are denoted by the same reference numerals, and redundant description thereof is omitted.
< First embodiment >
< Structure of vehicle >
Fig. 1 is a diagram showing an example of the structure of a vehicle 1 according to one embodiment. Fig. 1 is a schematic diagram mainly showing a configuration required for the following description, and a part of the configuration is omitted. The vehicle 1 of the present embodiment is, for example, a four-wheeled vehicle, and includes a drive source 10, a transmission unit 20, and drive wheels 27.
The drive source 10 outputs a rotational drive force for running the vehicle 1 to a drive source output shaft 11. In the present embodiment, the drive source 10 is an engine. However, the driving source 10 may be configured to include an engine and an electric motor, or may be configured otherwise.
The speed change unit 20 changes the rotational driving force transmitted from the driving source 10 via the driving source output shaft 11. In the present embodiment, the transmission unit 20 includes a torque converter 21, a forward/reverse switching mechanism 22, and a continuously variable transmission 23 (CVT (Continuously Variable Transmission)). The torque converter 21 may be provided with a lockup clutch. The continuously variable transmission 23 includes a drive pulley 231, an endless belt 232, and a driven pulley 233, and outputs the rotational driving force of the driven pulley 233 to the transmission output shaft 24. The endless belt 232 is, for example, a belt made of metal such as a steel belt.
The forward/reverse switching mechanism 22 is a mechanism for switching forward/reverse in the transmission unit 20 provided with the continuously variable transmission 23, and includes a forward clutch 221 and a reverse clutch (not shown) that can be engaged and released, respectively. In the present embodiment, the forward clutch 221 is released during running of the vehicle 1, and the vehicle 1 performs inertial running (inertial running). Further, the forward clutch 221 is engaged during the inertia running mode, and the vehicle 1 returns from the inertia running mode to the normal running mode. That is, the power transmission from the drive source 10 to the drive wheels 27 is interrupted by the release and the engagement of the forward clutch 221, and the transition between the inertia running state and the normal running state can be performed.
In addition, in the present embodiment, the transmission unit 20 includes a Continuously Variable Transmission (CVT), but a structure including a multistage transmission may also be employed. In the case of using a multistage transmission, the vehicle 1 can be made to run by inertia, for example, by releasing a friction clutch as a starting device during running. In addition, the clutch that is released at the time of inertia running is not limited to the clutch included in the speed change unit 20, but a clutch that is provided on the power transmission path between the drive source 10 and the drive wheels 27 and that can cut off the power transmission therebetween may be appropriately employed.
The drive wheels 27 are connected to the transmission output shaft 24 via a differential gear 25 and a vehicle drive shaft 26. That is, the rotational driving force output to the transmission output shaft 24 is transmitted to the driving wheels 27 via the differential gear 25 and the vehicle drive shaft 26. The driving wheels 27 are provided with a brake device 28, and the brake device 28 is driven by a hydraulic circuit or the like, not shown, to apply braking force to each driving wheel 27.
Fig. 2 is a block diagram showing an example of a hardware configuration of the vehicle 1 of fig. 1. The control device 30 includes a shift ECU (Electronic Control Unit ) 31, a drive ECU32, and a navigation ECU33. Each ECU includes a processor typified by a CPU, a memory device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores therein programs executed by the processor, data used by the processor in processing, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like. The ECUs CAN be connected to each other via a network (not shown) such as a CAN (Controller Area Network ) to transmit and receive data.
Fig. 2 shows an ECU related to a processing example described below. However, the number of ECUs included in the control device 30 and the functions to be performed by the respective ECUs may be appropriately designed, and may be further thinned or integrated than in the present embodiment.
The transmission ECU31 controls the transmission unit 20 based on detection results of sensors described later, transmission information from the drive ECU32, and the like. That is, the shift ECU31 performs shift control of the vehicle 1. For example, the shift ECU31 controls the engagement and release of a lockup clutch built in the torque converter 21, the switching of forward and reverse of the forward and reverse switching mechanism 22, and the gear ratio of the continuously variable transmission 23. The shift ECU31 performs clutch control when the vehicle 1 is coasting.
The drive ECU32 controls the drive source 10 based on detection results of sensors described later, transmission information from the shift ECU31, and the like. For example, when the drive source 10 is an engine, the drive ECU32 controls the fuel injection amount of the fuel injection device, the throttle opening degree of the throttle valve, and the like based on the command value of the engine torque and the target rotation speed.
The navigation ECU33 integrally controls a navigation system (not shown) mounted on the vehicle 1. For example, the navigation system is constituted by the navigation ECU33, the GPS receiver 51, the communication device 52, the display device 53, and the map database 54. The GPS receiver 51 acquires current position information of the vehicle 1. The communication device 52 wirelessly communicates with a server that provides map information and traffic information, and acquires these pieces of information. Map information and the like are stored in the map database 54. The navigation ECU33 can specify the position of the vehicle 1 based on these pieces of information, detection results of sensors described later, and the like, and generate information such as route information. The display device 53 is, for example, a liquid crystal display, and displays information generated by the navigation ECU33 on a screen. For example, the display device 53 displays route guidance and the like, the current position of the vehicle 1, and the like. The navigation system may further include an input device (not shown) for receiving a user operation. In this case, the display device 53 may be configured by a touch panel or the like, and also serves as an input device.
In the present embodiment, as the sensors, an engine rotation sensor 40, a driving pulley rotation sensor 41, a driven pulley rotation sensor 42, an accelerator sensor 43, a brake sensor 44, an acceleration sensor 45, and the like are provided. The detection results of these sensors are appropriately transmitted to each ECU via CAN, for example. The engine rotation sensor 40 is included in the drive source 10, for example, and detects the actual rotation speed of the drive source 10. As one example, the engine rotation sensor 40 is a crankshaft position sensor that detects a rotational position of a crankshaft. The driving pulley rotation sensor 41 detects the actual rotation speed of the driving pulley 231 of the continuously variable transmission 23, and the driven pulley rotation sensor 42 detects the actual rotation speed of the driven pulley 233. The accelerator sensor 43 detects the amount of depression of the accelerator pedal, and the brake sensor 44 detects the amount of depression of the brake pedal. Further, these structures are examples, and various sensors known in the art can be employed. The acceleration sensor 45 detects acceleration of the vehicle 1.
< Description of inertial running control >
In the present embodiment, the vehicle 1 can perform the inertia running control for shutting off the power transmission from the drive source to the drive wheels. For example, the shift ECU31 releases the forward clutch 221 based on an inertia request sent from the drive ECU 32. In addition, the drive ECU32 controls the drive source 10 to drive the drive source 10 for idle rotation at the time of inertia running. This can suppress fuel consumption during traveling during inertial traveling. In addition, a configuration may be adopted in which the drive source 10 is stopped at the time of inertia running. In addition, conditions for shifting from normal running to inertial running can be appropriately designed. For example, when the acceleration operation (accelerator operation in the present embodiment) and the brake operation (brake operation in the present embodiment) are not performed for a predetermined time during running, the vehicle 1 may shift from the normal running to the inertia running.
In the present embodiment, the inertia running control is ended when a predetermined condition such as a case where there is an operation by the driver is satisfied. For example, the drive ECU32 transmits a return request from the inertia running control to the normal control to the shift ECU31, and the shift ECU31 controls the engagement of the forward clutch 221 based on the return request. In the present embodiment, the shift ECU31 and the drive ECU32 control the drive source 10 and the shift unit 20 so that the rotation speed of the forward clutch 221 on the drive source side is coordinated with the rotation speed of the drive wheels side. Then, the forward clutch 221 is engaged in the state where the rotational speeds are coordinated, whereby the return from the inertia running mode to the normal running mode is performed. This can suppress the generation of driving force by the clutch engagement, and can smoothly shift to normal running.
However, even if a request for restoration is sent to the shift ECU31 based on the operation of the driver or the like, the driver may feel a response delay to the operation of the driver because the clutch is engaged after the rotation speed of the forward clutch 221 on the driving source side and the rotation speed of the driving wheel side are coordinated. Therefore, in the present embodiment, the operation of the driver, which is the trigger for ending the inertia running control, is predicted, and when the operation of the driver is predicted, the preparation for recovering the drive source 10 is performed. This shortens the recovery time from the inertia running mode, and further improves the responsiveness at the time of recovery from the inertia running mode. The following describes a processing example thereof.
< Treatment example >
Fig. 3 is a flowchart showing an example of processing performed by the shift ECU31 and the drive ECU32 at the time of return to the inertia running mode. The present flowchart is realized by, for example, a processor of each ECU executing a program stored in a storage device. The present flowchart starts when inertia running control is executed by the vehicle 1 during running, for example.
In S301, the shift ECU31 confirms whether or not the return condition of the inertia running control is satisfied, and proceeds to S302 if it is satisfied, and proceeds to S303 if it is not satisfied. Here, the recovery condition is, for example, appropriately designed such that the vehicle speed cannot be maintained within the allowable range when there is an operation such as an acceleration operation or a braking operation by the driver, or when there is a steep upward gradient.
In S302, the shift ECU31 executes recovery from the inertia running control, and ends the flowchart. For example, the shift ECU31 requests the drive ECU32 for the rotation speed of the drive source such that the rotation speed of the drive source side of the forward clutch 221 is coordinated with the rotation speed of the drive wheel side. Then, the shift ECU31 engages the forward clutch 221 on the basis of confirming that the rotation speed of the drive source side of the forward clutch 221 and the rotation speed of the drive wheel side are coordinated. The shift ECU31 may determine that the coordination is performed based on the rotation speed on the drive source side and the rotation speed on the drive wheel side matching each other or the difference between the rotation speeds being equal to or less than a predetermined value.
In S303, the shift ECU31 predicts the operation of the driver as a trigger for the return condition from the inertia running control. The shift ECU31 proceeds to S304 when an operation is predicted, and ends the flowchart when no operation is predicted. As an example, the shift ECU31 acquires acceleration information of the vehicle 1 based on the detection result of the acceleration sensor 45, and predicts the operation of the driver based on the acquired acceleration information. For example, if the deceleration of the vehicle 1 on an ascending slope or the like is equal to or greater than a threshold value (negative acceleration is equal to or less than the threshold value), it is predicted that there will be an accelerator operation by the driver. In addition, these thresholds may be set appropriately.
In S304, the shift ECU31 performs a restoration preparation for increasing the output of the drive source 10. Then, the flowchart after the end of the transmission ECU 31. As a preparation for recovery, the shift ECU31 requests the drive ECU32 to change the rotation speed of the drive source 10. As an example, the shift ECU31 requests the drive ECU32 to maintain the rotational speed difference between the actual rotational speeds of the drive wheel side and the drive source side of the forward clutch 221 to be within a predetermined range of the rotational speed of the drive source 10. In other words, the shift ECU31 requests the rotation speed of the drive source 10 such that the rotation speed of the drive source follows the rotation speed of the drive wheel. In S311, the drive ECU32 controls the actual rotation speed NE of the drive source based on a request from the shift ECU31 (refer to fig. 4).
Here, in the present embodiment, the actual rotation speed of the forward clutch 221 on the drive source side corresponds to the actual rotation speed NE of the drive source 10. In addition, considering the gear ratio, it can be said that the actual rotation speed of the forward clutch 221 on the driving wheel side (i.e., the actual rotation speed of the driving pulley 231) is a converted rotation speed obtained by converting the rotation speed of the driving wheel 27 into the rotation speed of the driving source 10. Therefore, the shift ECU31 and the drive ECU32 maintain the actual rotation speed of the drive source 10 so that the rotation speed difference from the converted rotation speed falls within a predetermined range. Hereinafter, this converted rotational speed will be referred to as a converted rotational speed NC (see fig. 4).
According to the above processing example, by preparing for recovery from the inertia running, the difference between the actual rotation speed NE and the converted rotation speed NC is reduced at the time point when there is an operation by the driver (the recovery condition is satisfied), and the forward clutch 221 can be engaged more quickly than in the case where the recovery preparation is not performed. Therefore, the responsiveness to the operation of the driver at the time of return of the inertia running mode can be further improved.
In addition, a predetermined range for converging the rotation speed difference can be appropriately set. For example, the rotational speed of the forward clutch 221 may be in the range of ±50rpm to 100rpm, or may be equal to or greater than the range. For example, the rotational speed of the forward clutch 221 may be in the range of 3 to 10% up and down of the rotational speed of the drive wheel.
In addition, the functions of the shift ECU31 and the drive ECU32 can be appropriately designed. For example, the process of S301 may be executed by the drive ECU32, and when the recovery condition is satisfied, a recovery request may be transmitted from the drive ECU32 to the shift ECU 31. Then, the transmission ECU31 that has received the restoration request may request the drive ECU32 for restoration of the rotational speed of the drive source 10 that is required. Further, for example, the process of S302 may be executed by the drive ECU32, and when the operation of the driver is predicted, a request for preparation for restoration may be transmitted from the drive ECU32 to the shift ECU 31. Then, the transmission ECU31 that has received the restoration preparation request may request the drive ECU32 for the rotational speed of the drive source 10 that is required for restoration preparation.
In the above-described processing example, the configuration in which the acceleration information of the vehicle 1 is predicted (hereinafter, the prediction method a) is described as a configuration in which the operation of the driver is predicted, but other configurations may be adopted. Hereinafter, a configuration (hereinafter, referred to as a prediction method B) in which the shift ECU31 predicts the operation of the driver based on information about the running environment of the vehicle 1 will be described.
The shift ECU31 communicates with the navigation ECU33 to acquire route information of the traveling road. The route information includes, for example, gradient information, information of a radius of curvature of a curve, and the like. Then, when the gradient information indicates an upward gradient equal to or greater than a predetermined gradient in the forward direction of the traveling road of the vehicle 1, the shift ECU31 predicts that the driver will perform the accelerator operation. Here, the upward gradient equal to or greater than the predetermined value may be a gradient smaller than a gradient at which the return condition of the inertia running control is satisfied without maintaining the vehicle speed in the allowable range. That is, although the vehicle is not a steep gradient at the level of the end of the inertia running control regardless of the presence or absence of the operation of the driver, the responsiveness can be improved by performing the recovery preparation when the vehicle speed is reduced and the vehicle is predicted to be an upward gradient at the level of the accelerator operation of the driver. Further, for example, when the gradient information of the vehicle 1 indicates a downward gradient equal to or greater than a predetermined gradient in the forward direction of the traveling road, the shift ECU31 predicts that the driver will perform a brake operation. Further, for example, when the radius of curvature of the curve is equal to or smaller than a predetermined value, the shift ECU31 predicts that the driver will perform the accelerator operation. In this way, in the prediction method B, by acquiring the route information of the traveling road or the like, it is possible to predict the operation of the driver and prepare for restoration before the vehicle 1 actually approaches an uphill or the like.
In the above processing example, the description has been made of an example (hereinafter, referred to as "recovery preparation a") in which the rotational speed difference between the actual rotational speeds of the drive wheel side and the drive source side of the forward clutch 221 is maintained within the predetermined range as a configuration for recovery preparation from the inertia running control, but other configurations may be employed. For example, as a preparation for recovering the drive source 10, the shift ECU31 may request the drive ECU32 to increase the idle rotation (actual rotation speed NE) of the drive source 10 by a predetermined rotation speed (hereinafter, sometimes referred to as a preparation for recovering b.). By increasing the idle rotation speed of the drive source 10, the rotation speed difference between the actual rotation speed and the converted rotation speed of the drive source 10 at the time of recovery from the inertia running mode can be reduced. This can shorten the time for increasing the rotation speed of the drive source 10 at the time of recovery, and can further improve the responsiveness to the operation of the driver. Further, the rotational speed to be increased may be appropriately set. For example, the transmission ECU31 may request the drive ECU32 to increase the idle rotation speed of the drive source 10 by 100rpm to 500rpm.
Fig. 4 is a timing chart schematically showing an example of the state and the like of each structure in the case of executing the flowchart of fig. 3. Fig. 4 shows an example of a case where deceleration (negative acceleration) is generated in the vehicle 1 near an upward slope during execution of the inertia running control. In addition, fig. 4 shows a case where the transmission ECU31 predicts the operation of the driver by the prediction method a, and performs restoration preparation a as restoration preparation.
In the example of fig. 4, when the acceleration becomes equal to or lower than the threshold value (the deceleration becomes equal to or higher than the threshold value) when the vehicle 1 approaches an upward slope, the drive ECU32 predicts the operation of the driver (S303 predicts that there is an operation), and increases the actual rotation speed NE of the drive source 10 as a preparation for recovery. Then, the drive ECU32 maintains the rotation speed difference between the actual rotation speed NE and the converted rotation speed NC to be within a predetermined range. In other words, the actual rotation speed NE is made to follow the converted rotation speed NC. This can reduce the return time to normal running when the accelerator operation by the driver is performed. In the example of fig. 4, since the rotation speed difference is maintained within the predetermined range, the engagement of the forward clutch 221 can be started without waiting for the increase in the actual rotation speed NE of the engine.
In the example of fig. 4, the acceleration operation of the driver is predicted to be shifted to the recovery preparation, but other operations such as the brake operation may be predicted to be shifted to the recovery preparation. For example, when the (positive) acceleration acquired by the acceleration sensor 45 is equal to or greater than the threshold value, the drive ECU32 may predict that the driver will perform a brake operation for downhill or the like.
In the example of fig. 4, a case where the accelerator operation is predicted by ascending a slope is described. However, based on the acceleration information, it is also possible to predict an acceleration operation or the like of the driver due to a decrease in the speed of the vehicle 1, such as an increase in road surface resistance caused by a rough road, an increase in air resistance caused by strong wind, or the like. In addition, the vehicle 1 may be provided with a gyro sensor, and in this case, it is also possible to predict an acceleration operation or the like of the driver due to a decrease in speed caused by an increase in running resistance due to a turning of the vehicle 1. In this way, when deceleration, which is not desired by the driver, occurs, the responsiveness at the time of return to the inertia running mode is also improved by preparing for return of the drive source 10. The acquisition of the acceleration information is not limited to the detection result of the acceleration sensor 45. For example, the vehicle speed of the vehicle 1 may be obtained based on the detection result of the driven pulley rotation sensor or the like, and the acceleration may be obtained from a change in the vehicle speed.
Fig. 5 is a timing chart showing a further example of the state of the vehicle 1 and the like in the case where the flowchart of fig. 3 is executed. In fig. 5, an example of a case where an ascending slope is approached during execution of the inertia running control is shown. In addition, fig. 5 shows a case where the transmission ECU31 predicts the operation of the driver by the prediction method B, and performs restoration preparation B as restoration preparation.
In the example of fig. 5, the shift ECU31 predicts the operation of the driver (S303 operation) immediately before the vehicle 1 goes up the hill and increases the idle rotation speed (actual rotation speed NE) of the drive source 10 as a preparation for restoration. This can reduce the return time to normal running when the accelerator operation by the driver is performed. In addition, in the prediction method B, since the operation of the driver can be predicted immediately before the vehicle 1 goes up the slope, the idle rotation speed becomes a state that has risen at the point in time when the vehicle 1 goes up the slope. Therefore, even when the driver recognizes an upward slope ahead and performs the accelerator operation immediately before the upward slope, the responsiveness of the return from the inertia running can be improved.
In addition, when the restoration preparation B is performed as the restoration preparation, the difference between the actual rotation speed NE and the converted rotation speed NC at the time point when the restoration starts is larger than when the restoration preparation a is performed during the restoration preparation. Therefore, in the recovery preparation B, the recovery time is required more than in the recovery preparation a, and on the other hand, the fuel consumption of the drive source 10 in the recovery preparation can be further suppressed than in the recovery preparation a. Further, the difference between the actual rotation speed NE and the converted rotation speed NC is reduced as compared with the case where the restoration preparation is not performed even in the restoration preparation B, so that the responsiveness to the operation of the driver at the time of the inertial running restoration can be improved.
In the example of fig. 5, the case where the vehicle 1 is traveling on an upward slope is described, but the shift ECU31 may predict the operation of the driver on a downward slope, a curve, or the like. Further, the shift ECU31 may obtain information on the traffic light condition in front of the running road, the position, the speed, and the like of the surrounding running vehicle from the navigation ECU33 as information on the running environment to predict the operation of the driver.
Further, the prediction methods a and B, and the restoration preparation a and B may be appropriately combined or changed. For example, the restoration preparation B may be performed in a case where the operation of the driver is predicted by the prediction method a, and the idle rotation speed of the drive source 10 may be increased by a certain amount. In addition, when the operation of the driver is predicted by the prediction method B, the restoration preparation a may be performed, and the actual rotation speed NE of the drive source 10 may be controlled to follow the converted rotation speed NC. Further, the shift ECU31 may combine information indicating the state of the vehicle 1 itself, such as acceleration information, and information indicating the running environment around the vehicle 1, such as gradient information, that is, combine the prediction method a and the prediction method B to predict the operation of the driver.
As described above, according to the present embodiment, it is possible to further improve the responsiveness at the time of returning from the inertia running mode by predicting the operation of the driver, which is the trigger for ending the inertia running mode, and preparing for returning to the normal running mode.
< Other embodiments >
Fig. 6 is a flowchart showing an example of processing performed by the shift ECU31 according to another embodiment. For example, by executing a program stored in a storage device by a processor of the shift ECU 31. In the above embodiment, the operation of the driver is predicted during the inertia running control, but in the present embodiment, the operation of the driver is also predicted during the inertia running control, and when the operation is possible, the transition to the inertia running control is suppressed, which is different from the above embodiment in this point. The present flowchart is executed, for example, during traveling of the vehicle 1. Note that, the same structure as in the above embodiment may not be described.
The shift ECU31 predicts the operation of the driver in S601, proceeds to S602 when it predicts that there is an operation, and ends the flowchart when it predicts that there is no operation.
In S602, the shift ECU31 determines whether or not inertia running control is being executed. The shift ECU31 proceeds to S604 when the inertia running control is being executed, and proceeds to S603 when the inertia running control is not being executed (normal running). In S603, the shift ECU31 suppresses transition to the inertia running control. That is, when the operation of the driver is predicted, the transition from the normal travel to the inertia travel control is not performed. This can prevent the vehicle 1 from returning to normal running again by immediately performing the operation of the driver, even though it is shifted to the inertia running control. That is, unnecessary transition between the inertia running mode and the normal running mode can be suppressed. The processing of S604, S605 and S606 is the same as the processing of S301, S302 and S304, respectively.
In other embodiments, the control described above may be applied to a vehicle that stops driving of the drive source 10 during inertia running. For example, when the driver operation is predicted to be a trigger for recovery from the inertia running, the shift ECU31 may request the start of the drive source 10 from the drive ECU32 as preparation for recovery of the drive source 10. For example, the shift ECU31 may request the start of the drive source 10 as the restoration preparation of the drive source 10 to the drive ECU32, and may also request the control of the output rotation speed of the drive source 10 such as the restoration preparation a and the restoration preparation B.
Further, in other embodiments, the mode of restoration preparation may be selected based on the result of prediction of the operation by the driver. For example, when the response is to be prioritized, the recovery preparation a may be performed, and when the fuel consumption reduction is to be prioritized, the recovery preparation B may be performed. Examples of the case where the response is to be prioritized include a case where there is an abrupt downhill in front, a case where the vehicle traveling in front is required to be also decelerated urgently due to the application of an emergency brake, and the like. The transmission ECU31 may select the restoration preparation a when it is determined that the responsiveness needs to be prioritized based on the information from the various sensors and the navigation ECU33, and may select the restoration preparation B otherwise. This makes it possible to achieve both an improvement in responsiveness and a reduction in fuel consumption.
< Summary of embodiments >
The above embodiment discloses at least the following control device.
1. The control device (e.g., 31) of the vehicle (e.g., 1) of the above-described embodiment,
Which is capable of executing an inertia running control for shutting off power transmission from a drive source (e.g. 10) to a drive wheel (e.g. 27),
The control device is provided with:
a recovery means (e.g., 31, S302) that executes recovery when a recovery condition from the inertia running control is satisfied;
A prediction unit (e.g., 31, S303) that predicts an operation of the driver that becomes a trigger for the establishment of the recovery condition; and
And a restoration preparation means (e.g., 31, S304) for performing restoration preparation of the drive source when the operation of the driver is predicted by the prediction means.
According to this embodiment, since the preparation for recovering the drive source is performed when the operation of the driver is predicted, the responsiveness at the time of recovering from the inertia running can be further improved.
2. In the above-described embodiment, the prediction unit predicts the operation of the driver based on the information about the running environment of the vehicle.
According to this embodiment, the operation of the driver can be predicted based on the running environment of the vehicle.
3. In the above-described embodiments of the present invention,
The information about the running environment is gradient information of a running road on which the vehicle runs,
The prediction unit predicts an operation of the driver when the gradient information indicates an upward gradient equal to or greater than a predetermined gradient in a forward direction of a traveling direction of the vehicle.
According to this embodiment, it is possible to predict the acceleration operation of the driver due to the deceleration of the vehicle 1 and prepare for recovery from the inertia running.
4. In the above embodiment, the restoration condition includes the gradient information indicating a gradient above a second upward gradient having a gradient greater than the first upward gradient.
According to this embodiment, the responsiveness at the time of recovery can be improved by preparing for recovery in the case of an upward gradient of such an extent that the inertia running control is not ended regardless of the presence or absence of the operation of the driver.
5. In the above-described embodiments of the present invention,
The prediction unit predicts an operation of the driver based on acceleration information of the vehicle.
According to this embodiment, the operation of the driver can be predicted based on the acceleration information of the vehicle.
6. In the above-described embodiments of the present invention,
The recovery preparation means changes the rotational speed of the drive source when the operation of the driver is predicted by the prediction means.
According to this embodiment, since the rotational speed of the drive source is changed as a preparation for recovery when the operation of the driver is predicted, the increase in the rotational speed of the drive source at the time of recovery can be suppressed, and the responsiveness at the time of recovery from the inertia running mode can be further improved.
7. In the above-described embodiments of the present invention,
When the operation of the driver is predicted by the prediction means, the restoration preparation means maintains the actual rotation speed of the drive source so that the rotation speed difference between the actual rotation speed and the converted rotation speed obtained by converting the rotation speed of the drive wheel to the rotation speed of the drive source falls within a predetermined range.
According to this embodiment, in preparation for recovery from the inertia running, the actual rotation speed of the drive source is maintained so that the rotation speed difference from the converted rotation speed falls within the predetermined range, and therefore, the time for reducing the rotation speed difference at the time of recovery can be reduced. Therefore, the responsiveness at the time of recovery from the inertia running mode can be further improved.
8. In the above-described embodiments of the present invention,
The recovery preparation unit increases an actual rotation speed of the drive source when the operation of the driver is predicted by the prediction unit.
According to this embodiment, since the actual rotation speed of the drive source is increased in preparation for recovery from the inertia running mode, the responsiveness at the time of recovery from the inertia running mode can be further improved.
9. In the above-described embodiments of the present invention,
The control device further has a suppressing unit (e.g., 31, S603) that suppresses the transition of the vehicle to the inertia running control,
When the vehicle does not execute the inertia running control, the suppressing means suppresses the transition of the vehicle to the inertia running control when the operation of the driver is predicted.
According to this embodiment, that is, unnecessary transition of the travel control can be suppressed.
10. In the above-described embodiments of the present invention,
The vehicle has a continuously variable transmission (e.g. 23),
The interruption of the power from the drive source to the drive wheels in the case where the vehicle performs the inertia running control is performed by a forward clutch (e.g., 221) of a forward/reverse switching mechanism (e.g., 22) of the continuously variable transmission.
According to this embodiment, in the vehicle having the continuously variable transmission, the responsiveness of the recovery from the inertia running can be further improved.
The present invention is not limited to the above-described embodiments, and various modifications and changes can be made within the scope of the gist of the present invention.

Claims (8)

1. A control device for a vehicle capable of performing an inertia running control for shutting off power transmission from a drive source to drive wheels, characterized in that,
The control device is provided with:
a restoration unit that executes restoration when a restoration condition from the inertia running control is satisfied;
A prediction unit that predicts an operation of a driver that becomes a trigger for the establishment of the recovery condition; and
A restoration preparation unit that performs restoration preparation for increasing an output of the drive source before the vehicle approaches an uphill road in a case where the operation of the driver is predicted by the prediction unit based on the gradient information of the uphill road of the traveling road on which the vehicle travels,
When the vehicle approaches the slope and the operation of the driver is predicted by the prediction means, the restoration preparation means performs restoration preparation in which the rotational speed difference between the actual rotational speed of the drive source and the converted rotational speed obtained by converting the rotational speed of the drive wheel to the rotational speed of the drive source falls within a predetermined range.
2. The control device according to claim 1, wherein,
The prediction unit predicts an operation of the driver when the gradient information indicates a gradient equal to or greater than a first upward gradient ahead of a traveling direction of the vehicle.
3. The control apparatus according to claim 2, characterized in that the recovery condition includes the gradient information indicating a gradient above a second upward gradient that is larger than the first upward gradient.
4. The control device according to claim 1, characterized in that the recovery preparation unit maintains the rotation speed difference to be within the prescribed range in a case where the vehicle approaches the sloping road and the operation of the driver is predicted by the prediction unit based on acceleration information of the vehicle.
5. The control device according to claim 1, wherein the recovery preparation means increases the output of the drive source before the vehicle approaches the sloping road by changing the rotation speed of the drive source in a case where the operation of the driver is predicted by the prediction means.
6. The control device according to claim 5, characterized in that the recovery preparation unit increases the output of the drive source before the vehicle approaches the sloping road by increasing the actual rotation speed of the drive source when the operation of the driver is predicted by the prediction unit.
7. The control device according to any one of claims 1 to 6, wherein,
The control device further has a suppression unit that suppresses a transition of the vehicle to the inertia running control,
When the vehicle does not execute the inertia running control, the suppressing means suppresses the transition of the vehicle to the inertia running control when the operation of the driver is predicted.
8. The control device according to any one of claims 1 to 6, wherein,
The vehicle is provided with a continuously variable transmission,
The cutoff of the power from the drive source to the drive wheels in the case where the vehicle performs the inertia running control is performed by a forward clutch of a forward/reverse switching mechanism of the continuously variable transmission.
CN202010565541.4A 2019-07-01 2020-06-19 Control device for vehicle Active CN112172781B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019-123125 2019-07-01
JP2019123125A JP6994007B2 (en) 2019-07-01 2019-07-01 Vehicle control device

Publications (2)

Publication Number Publication Date
CN112172781A CN112172781A (en) 2021-01-05
CN112172781B true CN112172781B (en) 2024-05-07

Family

ID=73919101

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010565541.4A Active CN112172781B (en) 2019-07-01 2020-06-19 Control device for vehicle

Country Status (2)

Country Link
JP (1) JP6994007B2 (en)
CN (1) CN112172781B (en)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014046713A (en) * 2012-08-29 2014-03-17 Toyota Motor Corp Vehicular control system
CN103732465A (en) * 2011-09-14 2014-04-16 日产自动车株式会社 Vehicle drive device and vehicle drive method
CN103826953A (en) * 2011-09-12 2014-05-28 日产自动车株式会社 Vehicle drive device and vehicle drive method
CN106314435A (en) * 2016-08-29 2017-01-11 中国第汽车股份有限公司 Energy-saving driving control method matched with a mechanical automatic transmission vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4743218B2 (en) * 2008-03-03 2011-08-10 日産自動車株式会社 Clutch control device for hybrid vehicle
US8880318B2 (en) * 2010-04-30 2014-11-04 Toyota Jidosha Kabushiki Kaisha Vehicle controlling system
JP6168955B2 (en) * 2013-09-30 2017-07-26 ダイハツ工業株式会社 Power transmission mechanism
JP6582685B2 (en) 2015-07-30 2019-10-02 日産自動車株式会社 Vehicle travel control method and vehicle travel control device
JP6772744B2 (en) 2016-10-12 2020-10-21 いすゞ自動車株式会社 Fuel economy control device and fuel economy control method

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103826953A (en) * 2011-09-12 2014-05-28 日产自动车株式会社 Vehicle drive device and vehicle drive method
CN103732465A (en) * 2011-09-14 2014-04-16 日产自动车株式会社 Vehicle drive device and vehicle drive method
JP2014046713A (en) * 2012-08-29 2014-03-17 Toyota Motor Corp Vehicular control system
CN106314435A (en) * 2016-08-29 2017-01-11 中国第汽车股份有限公司 Energy-saving driving control method matched with a mechanical automatic transmission vehicle

Also Published As

Publication number Publication date
CN112172781A (en) 2021-01-05
JP2021008208A (en) 2021-01-28
JP6994007B2 (en) 2022-02-03

Similar Documents

Publication Publication Date Title
CN108016427B (en) Hybrid vehicle and method of controlling transmission
JP6536678B2 (en) Vehicle travel control method and vehicle travel control device
JP2012047148A (en) Control device of vehicle
US11220276B2 (en) Travel control device, vehicle, and travel control method
JP2006207652A (en) Vehicle control device
WO2013046381A1 (en) Vehicle control apparatus
JP2012214181A (en) Vehicle control system
WO2013190651A1 (en) Vehicle control device
JP7005904B2 (en) Driving control device, vehicle and driving control method
WO2018143351A1 (en) Travel control device and travel control method
JP2016017515A (en) Vehicle autonomous drive controller and vehicle autonomous drive control method
JPWO2019069409A1 (en) Vehicle control method and control device
CN112172781B (en) Control device for vehicle
JP6986499B2 (en) Vehicle control device
JP6885131B2 (en) Driving control device, vehicle and driving control method
JP2018127095A (en) Travel control device, vehicle, and travel control method
JP6932939B2 (en) Driving control device, vehicle and driving control method
JP6859783B2 (en) Driving control device, vehicle and driving control method
WO2015107914A1 (en) Vehicle control system, method, and program
JP6958082B2 (en) Driving control device, vehicle and driving control method
JP2012117473A (en) Vehicle controller
JP7112216B2 (en) Vehicle cruise control system
JP2014098377A (en) Idling stop control device and idling stop control method
JP2019031153A (en) Travel control device, vehicle, and travel control method
JP2004150462A (en) Automatic gear shift control device

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant