WO2013046381A1

WO2013046381A1 - Vehicle control apparatus

Info

Publication number: WO2013046381A1
Application number: PCT/JP2011/072290
Authority: WO
Inventors: 種甲金; 浅原　則己
Original assignee: トヨタ自動車株式会社
Priority date: 2011-09-28
Filing date: 2011-09-28
Publication date: 2013-04-04

Abstract

This vehicle control apparatus can selectively implement one of fuel cut control in which, when there is no acceleration/deceleration request to a vehicle (1) as the vehicle travels and in a state in which motive power is transmitted between an engine (2) and a drive wheel (4) by the engagement of a clutch (5), fuel injection into the engine (2) is terminated on the basis of the current vehicle speed of the vehicle (1) and operation environment information, deceleration assist control in which an upshift of an automatic transmission mechanism (6) is prohibited or a downshift is performed while fuel injection into the engine (2) is terminated, or coasting travel control implementing inertial travel in which the vehicle (1) is caused to travel by inertia by disengaging the clutch (5) such that the transmission of motive power between the engine (2) and the drive wheel (4) is terminated. Thus, a discomfort that the driver feels during the travel of the vehicle can be suppressed and fuel efficiency can be improved.

Description

Vehicle control device

The present invention relates to a vehicle control device.

In conventional vehicles, mainly for the purpose of improving fuel efficiency, coasting is carried out by driving the vehicle with inertia by interrupting the power transmission between the engine and drive wheels according to the shape of the road or the driver's operation when the vehicle is traveling. The technique to do is known (for example, patent document 1).

On the other hand, mainly for the purpose of improving drivability, deceleration assist control (upshift prohibition or forced downshift) that assists deceleration based on the state of the vehicle when the driver wants to decelerate rapidly, such as when the accelerator is suddenly closed The technique to implement is known (for example, patent document 2).

JP 2011-79424 A JP 2007-170444 A

Here, in a vehicle capable of performing the conventional inertial running described in Patent Document 1 or the like, depending on the traveling environment or driving operation of the vehicle, the driver's intention to decelerate and shift when performing inertial running may cause the driver to feel uncomfortable. May cause anxiety. For this reason, there is room for improving drivability as fuel efficiency is improved.

In addition, in the deceleration assist control described in Patent Document 2 and the like, in a scene where the driver does not want rapid deceleration during the execution of this control, the accelerator-on operation is frequently performed to maintain the speed. There was a problem in terms of.

Furthermore, the inertial running control described in Patent Document 1 and the like and the deceleration assist control described in Patent Document 2 are similar in implementation conditions such as an accelerator off state, for example. May not be able to select a control suitable for the situation.

The present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device that can suppress a driver's uncomfortable feeling while driving a vehicle and can improve fuel efficiency.

In order to solve the above-described problems, a vehicle control device according to the present invention shifts and outputs an engine, a clutch that transmits or cuts off power between the engine and drive wheels, and power from the engine. An automatic transmission mechanism, wherein there is no acceleration / deceleration request to the vehicle during traveling, and power is transmitted between the engine and the drive wheels by engagement of the clutch. Fuel cut control for stopping fuel injection to the engine based on current vehicle speed and operating environment information of the vehicle, stopping fuel injection to the engine, and prohibiting upshifting or downshifting of the automatic transmission mechanism By decelerating assist control for executing the control, or by disengaging the clutch to cut off the power transmission between the engine and the driving wheel, Wherein the implementing the coasting to run the serial vehicle by selecting one of the coasting control can be implemented.

In the vehicle control device, the driving environment information includes gradient information related to a gradient of a road on which the vehicle travels, and the vehicle control device includes a determination map associated with the vehicle speed and the gradient information. It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial running control using the determination map based on the current vehicle speed and gradient information of the vehicle.

In the vehicle control device, the driving environment information includes a plurality of information including the gradient information, and the fuel cut control selected based on a current vehicle speed of the vehicle and each of the plurality of information. , If any one of the deceleration assist control and the inertial running control is the same, the control method is executed, and based on the current vehicle speed of the vehicle and each of the plurality of pieces of information When any one of the selected fuel cut control, deceleration assist control, and inertial running control is not the same, it is preferable to execute the fuel cut control.

In the vehicle control device, the driving environment information includes corner information related to a corner where the vehicle travels, and the vehicle control device includes a determination map associated with the vehicle speed and the corner information, and the determination It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertia running control based on the current vehicle speed and corner information of the vehicle using a map.

In the vehicle control apparatus, the driving environment information includes steering angle information related to a steering angle of the vehicle, and the vehicle control apparatus includes a determination map associated with the vehicle speed and the steering angle information, It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial running control based on the current vehicle speed and steering angle information of the vehicle using the determination map.

In the vehicle control device, the driving environment information includes accelerator operation information related to an accelerator operation of the vehicle, and the vehicle control device includes a determination map associated with the vehicle speed and the accelerator operation information, It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial traveling control based on the current vehicle speed and accelerator operation information of the vehicle using the determination map.

In the vehicle control device, the driving environment information includes stop position information related to a stop position of the travel destination of the vehicle, and the vehicle control device uses a determination map associated with the vehicle speed and the stop position information. It is preferable that any one of the fuel cut control, the deceleration assist control, or the inertia traveling control is selected based on the current vehicle speed and stop position information of the vehicle using the determination map.

In the vehicle control device, the driving environment information includes inter-vehicle information related to an inter-vehicle distance between the vehicle and a preceding vehicle, and the vehicle control device includes a determination map associated with the vehicle speed and the inter-vehicle information. It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial traveling control based on the current vehicle speed and the inter-vehicle distance information of the vehicle using the determination map.

The vehicle control device according to the present invention includes inertial traveling control that can improve fuel efficiency, deceleration assist control that can improve drivability, and conventional fuel cut control in consideration of the current vehicle speed and driving environment information of the vehicle. Any one can be appropriately selected and executed. As a result, for example, coasting control with low deceleration is performed when the driver's intention to decelerate is strong, and conversely, deceleration assist control with high deceleration is performed when the driver's intention to decelerate is weak. As a result, it is possible to prevent the driver from feeling uncomfortable while driving the vehicle and to improve fuel efficiency.

FIG. 1 is a block diagram showing a schematic configuration of a vehicle control apparatus according to an embodiment of the present invention. FIG. 2 is a diagram illustrating an example of a determination map MP1 used by the gradient requirement determination unit in FIG. FIG. 3 is a diagram illustrating an example of a determination map MP2 used by the turning requirement determination unit in FIG. FIG. 4 is a diagram illustrating an example of a determination map MP2 ′ used by the turning requirement determination unit in FIG. FIG. 5 is a diagram illustrating an example of a determination map MP3-1 used by the steering requirement determination unit in FIG. FIG. 6 is a diagram illustrating an example of a determination map MP3-2 used by the steering requirement determination unit in FIG. FIG. 7 is a diagram illustrating an example of a determination map MP4 used by the accelerator requirement determination unit in FIG. FIG. 8 is a diagram illustrating an example of a determination map MP5 used by the stop position requirement determination unit in FIG. FIG. 9 is a diagram illustrating an example of setting of the F / C deceleration G _fc and the coasting deceleration G _n used for calculating the F / C travelable distance L _fc1 and the coasting travelable distance L _n1 in FIG. is there. FIG. 10 is a diagram illustrating an example of setting of the coasting permission distance margin L _o1 in FIG. 8. FIG. 11 is a diagram showing a comparison between the present embodiment and the conventional fuel cut control during the movement to the stop position. FIG. 12 is a diagram illustrating an example of a determination map MP6 used by the inter-vehicle requirement determination unit in FIG. FIG. 13 is a diagram illustrating an example of setting of the coasting permission distance margin L _o2 in FIG. 12. FIG. 14 is a diagram showing an example of setting of the inter-vehicle distance correction coefficient ΔL used for calculating the distance L2 from the preceding vehicle in FIG. FIG. 15 is a flowchart of deceleration means arbitration control performed by the vehicle control apparatus according to the present embodiment.

Hereinafter, embodiments of a vehicle control device according to the present invention will be described with reference to the drawings. In the following drawings, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

First, the configuration of a vehicle control device according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle control device according to an embodiment of the present invention, and FIG. 2 is a diagram illustrating an example of a determination map MP1 used by a gradient requirement determination unit 11 in FIG. FIG. 3 is a diagram showing an example of the determination map MP2 used by the turning requirement determination unit 12 in FIG. 1, and FIG. 4 shows a determination map MP2 ′ used by the turning requirement determination unit 12 in FIG. FIG. 5 is a diagram illustrating an example of a determination map MP3-1 used by the steering requirement determination unit 13 in FIG. 1, and FIG. 6 is a diagram illustrating the steering requirement determination unit 13 in FIG. FIG. 7 is a diagram illustrating an example of the determination map MP3-2 used, FIG. 7 is a diagram illustrating an example of the determination map MP4 used by the accelerator requirement determination unit 14 in FIG. 1, and FIG. Used by stop position requirement determination unit 15 Is a diagram showing an example of a determination map MP5, 9, F / C deceleration _{G fc} and coasting used for calculating the F / C travelable distance _{L fc1} and coasting distance _{L n1} in FIG. 8 FIG. 10 is a diagram illustrating an example of the setting of the deceleration _Gn , FIG. 10 is a diagram illustrating an example of the setting of the coasting permission distance margin L _o1 in FIG. 8, and FIG. 11 is a diagram during the movement to the stop position. FIG. 12 is a diagram showing a comparison between the embodiment and conventional fuel cut control. FIG. 12 is a diagram illustrating an example of a determination map MP6 used by the inter-vehicle requirement determination unit 16 in FIG. 1, and FIG. FIG. 14 is a diagram illustrating an example of setting of the coasting permitted distance margin L _o2 in FIG. 14, and FIG. 14 is a diagram illustrating an example of setting of the inter-vehicle distance correction coefficient ΔL used for calculating the distance L2 from the preceding vehicle in FIG. It is.

As shown in FIG. 1, the vehicle control device of this embodiment is mounted on a vehicle 1. The vehicle 1 includes an engine 2, a transmission 3, and drive wheels 4. The engine 2 is an internal combustion engine that is a driving source for driving the vehicle 1, and the driving force is controlled according to the fuel injection amount. The transmission 3 forms a power transmission mechanism that transmits the driving force generated by the engine 2 to the driving wheel 4 side. The drive wheels 4 are rotated by the driving force of the engine 2 transmitted via the transmission 3 and can travel forward or backward in the vehicle 1.

Further, the transmission 3 is provided with a clutch 5 that is connected to the rotating shaft of the engine 2 so as to be freely connected and disconnected. The clutch 5 is, for example, a friction engagement type clutch device, which connects the engine 2 and the drive wheel 4 when engaged, transmits the driving force of the engine 2 to the drive wheel 4 side, and separates both when released. Transmission of driving force from the engine 2 to the driving wheel 4 side can be cut off.

The transmission 3 is further provided with an automatic transmission mechanism 6. The automatic transmission mechanism 6 is an automatic transmission that automatically changes the transmission gear ratio (gear stage, gear stage) according to the traveling state of the vehicle 1. For example, a stepped automatic type such as a planetary gear type or a parallel spur gear type is used. Transmission (AT), semi-automatic transmission such as dual clutch transmission (DCT), multi-mode manual transmission (MMT), sequential manual transmission (SMT), continuously variable transmission (CVT) such as belt type or toroidal type, etc. Automatic transmission can be applied.

Each part of the vehicle 1 such as the engine 2 and the transmission 3 (clutch 5 and automatic transmission mechanism 6) is controlled by an ECU 10 (Electronic Control Unit) based on information from various sensors in the vehicle.

In particular, in the present embodiment, the ECU 10 interrupts power transmission between the engine 2 and the drive wheels 4 and makes the vehicle 1 travel by inertia when there is no acceleration / deceleration request to the vehicle 1 during traveling. Is configured to be able to run. The coasting control specifically includes at least one of free-run control and N coasting control. The free-run control and the N coasting control are travel controls that cause the vehicle 1 to travel by disengaging the transmission of power between the engine 2 and the drive wheels 4 by disengaging the clutch 5, respectively. Is to execute.

Free run control is control in which the vehicle 1 travels while the clutch 5 is released and the engine 2 is stopped. In free-run control, fuel consumption can be improved by stopping fuel consumption in the engine 2. The free-run control is not limited to when the vehicle 1 travels at a reduced speed or stops in response to the driver's braking operation (braking operation), but actively stops the operation of the engine 2 and executes idling stop.

N coasting control is to drive the vehicle 1 by releasing the clutch 5 while the engine 2 is operating. In the N coasting control, the engine brake does not act, so the traveling load can be reduced and the fuel consumption can be improved. Further, since the engine 2 remains rotating, the acceleration response is excellent when returning from the N coasting control.

In addition, the ECU 10 of the present embodiment can execute “deceleration assist control” that provides (assist) deceleration according to the traveling state of the vehicle such as the traveling environment of the vehicle and the driving operation of the driver. It is comprised so that it can improve. In the present embodiment, the deceleration assist control specifically includes control for stopping fuel injection to the engine 2 during driving and stopping the engine, and prohibiting upshifting of the gear stage of the automatic transmission mechanism 6. Control for performing a forced downshift, and so on. When a continuously variable type such as CVT is applied to the automatic transmission mechanism 6, “upshift prohibited” means control that maintains the reduction ratio at that time, and “forced downshift”. The term “control” means a control for continuously changing the reduction ratio in a direction in which the engine brake increases.

Further, the ECU 10 of the present embodiment is also configured to perform “fuel cut control” for stopping fuel injection to the engine 2 during traveling, and to improve fuel consumption.

The coasting control, deceleration assist control, and fuel cut control described above are generally executed when no acceleration request is made, such as when the accelerator is off. The execution conditions of each control are determined with respect to, for example, the brake operation state, the vehicle speed, the battery charge amount, the gradient, and the like.

The ECU 10 includes an accelerator opening sensor 21, a brake sensor 22, a shift position sensor 23, a vehicle speed sensor 24, a gradient sensor 25, a lateral acceleration sensor 26, a steering angle sensor 27, an inter-vehicle sensor 28, an infrastructure information acquisition device 29, an engine 2 and a transmission. 3 (clutch 5 and automatic transmission mechanism 6).

Accelerator opening sensor 21 detects the accelerator opening proportional to the amount of operation of the accelerator pedal.

The brake sensor 22 detects the operation amount with respect to the brake pedal and the presence or absence of the brake operation. The operation amount with respect to the brake pedal is, for example, a pedal stroke of the brake pedal or a pedaling force input to the brake pedal. The presence or absence of a brake operation can be detected by, for example, a switch connected to a brake pedal.

The shift position sensor 23 detects a shift position corresponding to the position of the shift lever. The vehicle speed sensor 24 detects the traveling speed of the vehicle 1. The vehicle speed sensor 24 can detect the vehicle speed based on, for example, the rotational speed of each wheel of the vehicle 1.

The gradient sensor 25 detects the gradient of the road on which the vehicle 1 travels. The gradient sensor 25 can detect or estimate the gradient of the road surface based on, for example, the inclination of the vehicle 1 in the front-rear direction. The lateral acceleration sensor 26 detects lateral acceleration (lateral G) acting on the vehicle 1.

The steering angle sensor 27 detects the steering angle of the steering wheel operated by the driver. The steering angle sensor 27 is attached to a steering shaft, for example. The inter-vehicle sensor 28 detects an inter-vehicle distance from another vehicle traveling in front of the vehicle 1 using, for example, millimeter wave radar or ultrasonic waves.

The infrastructure information acquisition device 29 acquires infrastructure information (ambient information) around the vehicle 1 that can be acquired by cooperating with the infrastructure. The infrastructure information acquisition device 29 is, for example, a device that transmits / receives various information to / from the road-to-vehicle communication device of the vehicle 1 from a transmission / reception device such as an optical beacon installed on the roadside, a GPS device, a navigation device, a vehicle-to-vehicle communication device, VICS (Vehicle Information and Communication System: Road traffic information communication system) Consists of various devices such as devices that receive information from the center. The infrastructure information acquisition device 29 acquires, as infrastructure information, for example, road information of a road on which the vehicle 1 travels, signal information related to a traffic light ahead of the vehicle 1 in the traveling direction, and the like. The road information typically includes speed limit information on a road on which the vehicle 1 is traveling, stop line position information on an intersection, and the like. The signal information typically includes signal cycle information such as the lighting cycle of the traffic light, the yellow signal, and the red signal, and signal change timing. The infrastructure information acquisition device 29 can acquire information such as the vehicle speed of other vehicles around the vehicle 1.

In the present embodiment, such an accelerator opening sensor 21, brake sensor 22, shift position sensor 23, vehicle speed sensor 24, gradient sensor 25, lateral acceleration sensor 26, steering angle sensor 27, inter-vehicle sensor 28, and infrastructure information acquisition device 29 ECU 10 acquires information related to the driving state of the vehicle 1 (the driving environment and the driving operation of the driver) based on the input information from the vehicle, and based on these information, the inertia driving control, deceleration assist control described above, or One of the fuel cut controls is selected and executed.

Specifically, as shown in FIG. 1, the ECU 10 includes a gradient requirement determination unit 11, a turning requirement determination unit 12, a steering requirement determination unit 13, an accelerator requirement determination unit 14, a stop position requirement determination unit 15, and an inter-vehicle requirement determination unit. 16, the deceleration means arbitration unit 17, the fuel injection control unit 18, the clutch control unit 19, and the shift control unit 20 are configured to realize each function.

The gradient requirement determination unit 11 performs inertial traveling control based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the gradient (gradient information) of the road on which the vehicle is detected detected by the gradient sensor 25. , One of the deceleration assist control and the fuel cut control is selected. In the present embodiment, the gradient requirement determination unit 11 includes a determination map MP1 illustrated in FIG. 2 for selecting this control method. In the determination map MP1 of FIG. 2, a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with vehicle speed and gradient information.

The determination map MP1 in FIG. 2 shows the vehicle speed on the horizontal axis and the gradient on the vertical axis. The positive area on the vertical axis represents the uphill slope, and the negative area (downward in FIG. 2) represents the downhill slope. When the vertical axis value is 0, it represents a flat road. It represents a steep upslope (as it progresses upward in FIG. 2), and it represents a steep downslope as it is negative and its absolute value is large (going downward in FIG. 2). .

In this determination map MP1, two boundary lines L ₁₁ and L ₁₂ are provided in a region where the vertical axis (gradient) is negative, that is, a region having a downward slope. Boundary L ₁₁ is the vertical axis than the boundary line L ₁₂ (gradient) is arranged at a position (in FIG. 2 below) greater in the negative direction. Then, when plotted on the determination map MP1 based on the current vehicle speed and the gradient information, if the plot position is below the boundary line L ₁₁ is selected deceleration assist control, border L ₁₁ and border L ₁₂ fuel cut (F / C) control when there between are selected, is configured to coasting control is selected if located above the boundary line L ₁₂ and.

Here, dashed control line L ₁₃ shown in determination map MP1, at each vehicle speed, in the case of executing the coasting control, constant speed running line representing the slope the vehicle speed of the vehicle 1 becomes constant. Similarly, dashed control line L _14, at each vehicle speed, when the fuel-cut control is executed, a constant speed running line representing the slope the vehicle speed of the vehicle 1 becomes constant. On these constant speed running lines L ₁₃ and L ₁₄ , the slope is arranged in a negative region, that is, a downward slope region, and on the constant speed running lines L ₁₃ and L ₁₄ , the vehicle 1 receives in the downward direction. Since gravity is in balance with the air resistance and rolling resistance received by the vehicle 1 during traveling and the acceleration is zero, the vehicle speed is constant during inertial traveling control or fuel cut control. The constant speed running lines L ₁₃ and L ₁₄ have a tendency that the gradient of the vertical axis increases in the negative direction as the vehicle speed of the horizontal axis increases, that is, the downward gradient becomes steeper. Further, since the fuel cut control is large deceleration affected engine braking than the coasting control, towards the constant speed running line L ₁₄ of the fuel cut control, compared to the constant speed running line L ₁₃ coasting control The position is large in the negative direction. That is, at the same vehicle speed, the downward gradient that is constant when the fuel cut control is performed is steeper than the downward gradient that is constant when the inertial traveling control is performed.

Then, the boundary line L ₁₁ to isolate the deceleration assist control and the fuel cut control is arranged from a constant speed travel line L ₁₄ of the fuel-cut control under (steep side). That is, in this embodiment, when the fuel cut control is performed, the fuel cut control is selected until the gradient in which the acceleration of the predetermined value or more is generated in the downward direction. On the other hand, when the gradient becomes steeper as the acceleration of the predetermined value or more is generated. The deceleration assist control with a large deceleration is selected, and the acceleration of the vehicle 1 is suppressed to make it difficult to give the driver a fear.

The boundary line L ₁₂ to isolate the fuel cut control and the coasting control is provided slightly below a certain speed running line L ₁₃ coasting control. That is, in this embodiment, the inertial traveling control is selected in a range (gradual acceleration region, shaded portion in FIG. 2) up to a gradient that gradually accelerates when inertial traveling control is performed. Furthermore, as shown in FIG. 2, moderate acceleration region where the coasting control is selected, Yuki decreases as the horizontal axis in FIG. 2 (vehicle speed) is advanced from the low-speed side to the high-speed side, the boundary line L ₁₂ is constant It is configured to asymptotic to the speed traveling line L _13. That is, in this embodiment, the allowable range of acceleration for selecting inertial traveling control is increased as the vehicle speed is low, and the allowable value of acceleration for selecting inertial traveling control is decreased as the vehicle speed is increased. Setting the slow acceleration area in this way increases the driver's fear of acceleration as the vehicle speed increases, so as the vehicle speed increases, the acceleration to switch from inertial running control to fuel cut control is reduced and the vehicle is traveling down This is to suppress the driver's fear and anxiety caused by acceleration of the vehicle.

In the present embodiment, by setting the boundary lines L ₁₁ and L ₁₂ as described above, it is possible to select inertial running control for slow descent, deceleration assist control for sudden descent, and fuel cut control in the middle.

Furthermore, as shown in FIG. 2, the upper further provided borders L ₁₅ More constant speed running line L ₁₃ coasting control, configured not to perform the coasting control above this boundary line L _15. In particular, in a region where the vehicle speed increases and the load is high, the boundary line L ₁₅ has a vertical axis gradient that increases in the negative direction as the vehicle speed on the horizontal axis increases, so that the inertial running control can be limited. That is, the downward gradient that permits the execution of inertial running control tends to be steep. This is because if inertial running control is performed at a high load, the frequency of re-acceleration increases in order to adjust the vehicle speed, and the driver feels busy, so the occurrence of such a busy feeling is suppressed. . Fuel cut control is selected above the boundary line L _15.

In addition, when the gradient information of the travel destination of the vehicle 1 can be acquired using the infrastructure information acquisition device 29 or the like, the gradient requirement determination unit 11 uses the gradient information of the travel destination before the vehicle 1 enters the gradient. The control method may be selected based on the determination map MP1.

When the gradient requirement determination unit 11 selects the control method using the determination map MP1 in this way, the gradient requirement determination unit 11 outputs a determination signal corresponding to the selected control method. The determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.

The turning requirement determination unit 12 performs inertial traveling control, deceleration assist control, or fuel cut control based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and corner information regarding the corner where the vehicle 1 travels. Select one of the control methods. Specifically, the corner information is a lateral acceleration (lateral G) acting on the vehicle 1 detected by the lateral acceleration sensor 26.

In the present embodiment, the turning requirement determination unit 12 includes a determination map MP2 illustrated in FIG. 3 in order to select this control method. In the determination map MP2 of FIG. 3, a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the lateral G (corner information).

The determination map MP2 in FIG. 3 shows the vehicle speed on the horizontal axis and the horizontal G on the vertical axis. As the value of the vertical axis increases (in the upward direction in FIG. 3), the lateral G acting on the traveling vehicle 1 increases, and the corner turning radius (corner R) where the vehicle 1 is currently traveling decreases. This means that the curve is steep.

In this determination map MP2, two boundary lines L ₂₁ and L ₂₂ are provided. The boundary line L ₂₁ is arranged at a position (upward in FIG. 3) having a larger vertical axis (horizontal G) than the boundary line L ₂₂ . Then, when plotted on the determination map MP2 based on the current vehicle speed and lateral G, if the plot position is above the boundary line L ₂₁ is selected deceleration assist control, borderline L ₂₁ and border L ₂₂ fuel cut (F / C) control when there between are selected, is configured to coasting control is selected if there from the lower boundary line L ₂₂ and.

The boundary line L ₂₁ that separates the deceleration assist control and the fuel cut control is, for example, an upper limit value (for example, 0.5 G) of the lateral G that does not give the driver a sense of incongruity when the fuel cut control is performed during cornering. Is set according to the vehicle speed, and this upper limit value is connected. When the lateral G is larger than the boundary line L ₂₁ is the upper limit value, by selecting the greater deceleration assist control deceleration as compared with the fuel cut control, the fear and discomfort during cornering the driver It is configured to make it difficult to give.

The boundary line L ₂₂ that separates the fuel cut control and the inertia traveling control is, for example, an upper limit value of the lateral G in a range that does not give the driver a sense of incongruity even when inertia traveling control with small deceleration is performed during corner traveling (for example, 0). .2G) is set according to the vehicle speed, and this upper limit value is connected. When the lateral G is traveling the border L ₂₂ smaller than gentle corner is the upper limit by selecting the coasting control, and is configured to be able to improve fuel consumption.

In addition, the boundary lines L ₂₁ and L ₂₂ gradually decrease the value on the vertical axis (horizontal G) as the horizontal axis (vehicle speed) increases in order to improve turning stability at high vehicle speeds. The boundary lines L ₂₁ and L ₂₂ may have a constant value on the vertical axis (horizontal G) regardless of the vehicle speed.

In the present embodiment, by setting the boundary lines L ₂₁ and L ₂₂ as described above, it is possible to select inertial running control at a gentle corner, deceleration assist control at a sharp corner, and fuel cut control at an intermediate corner. .

In addition, when the turning requirement determination unit 12 can acquire information about a corner where the vehicle 1 is traveling, for example, using the infrastructure information acquisition device 29, specifically, corner R (corner turning radius), It is also possible to adopt a configuration in which a corner R that can determine corner information more quickly and with higher accuracy than the horizontal G is used instead of the horizontal G to select a control method.

In this case, the turning requirement determination unit 12 uses a determination map MP2 ′ illustrated in FIG. 4 to select a control method. In the determination map MP2 ′ in FIG. 4, a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the corner R.

Here, the relationship of the following formula (1) is established between the lateral G and the corner R.
Horizontal G = Vehicle speed ^ 2 / Corner R (1)

Figure determination map MP2 'is 4, based on (1), determination map MP2 and substantially similar concerning the lateral G in FIG. 3, so that it is possible to select the control method, two boundary lines L _23, it is obtained by setting the L _24. Then, when plotted on the determination map MP2 'based on the current vehicle speed and corner R, if the plot position is below the boundary line L ₂₃ is selected deceleration assist control, the boundary line L ₂₃ and the boundary line L If there between ₂₄ are selected fuel cut (F / C) control is configured to coasting control is selected if located above the boundary line L _24.

That is, the boundary line L ₂₃ that separates the deceleration assist control and the fuel cut control is a range that does not give the driver a sense of incongruity when the fuel cut control is performed during cornering, like the boundary line L _{21 in} FIG. The value of the corner R that becomes the upper limit value (for example, 0.5 G) of the horizontal G is set according to the vehicle speed and is connected. The boundary line L ₂₃ tends to increase the corner R as the vehicle speed increases on the horizontal axis.

The boundary line L ₂₄ to isolate the fuel cut control and the coasting control, similar to the boundary line L ₂₂ in FIG. 3, the driver a sense of discomfort even when carrying out the small coasting control with deceleration during cornering The value of the corner R that becomes the upper limit value (for example, 0.2 G) of the lateral G of the range not to be given is set according to the vehicle speed and is connected. The boundary line L ₂₄ also has a tendency for the corner R to increase as the vehicle speed on the horizontal axis increases.

In addition, when the information regarding the corner of the travel destination of the vehicle 1 can be acquired using the infrastructure information acquisition device 29 or the like, the corner information of the travel destination is determined before the turning requirement determination unit 12 enters the corner. The control method may be selected using the determination map MP2 or the determination map MP2 ′ based on the above.

When the turning requirement determination unit 12 selects the control method using the determination map MP2 or the determination map MP2 ′ as described above, the turning requirement determination unit 12 outputs a determination signal corresponding to the selected control method. The determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.

The steering requirement determination unit 13 performs inertial traveling control, deceleration assist control, or fuel cut based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the steering angle information detected by the steering angle sensor 27. Select one of the control methods.

In the present embodiment, the steering requirement determination unit 13 includes a determination map MP3-1 illustrated in FIG. 5 in order to select this control method. In the determination map MP3-1 in FIG. 5, a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the steering angle.

Here, the relationship of the following equation is established between the steering angle and the lateral G.

In the above equation (2), δ represents the steering angle, n represents the steering gear ratio, V _x represents the vehicle speed, kh represents the stability factor, L represents the vehicle wheel base, and G _y represents the lateral G.

The determination map MP3-1 in FIG. 5 is based on the equation (2), and two boundary lines L ₃₁ are selected so that the control method can be selected in substantially the same manner as the determination map MP2 regarding the lateral G in FIG. , L ₃₂ is set. Then, when plotted on the determination map MP3-1 based on the current vehicle speed the steering angle, the deceleration assist control is selected when the plot position is above the boundary line L _31, the boundary line L ₃₁ and border If there between L ₃₂ is selected fuel cut (F / C) control is configured to coasting control is selected if there from the lower boundary line L _32.

That is, the boundary line L ₃₁ that separates the deceleration assist control and the fuel cut control is a range that does not give the driver a sense of incongruity when the fuel cut control is performed during cornering, as with the boundary line L _{21 in} FIG. A steering angle value for traveling a corner at an upper limit value (for example, 0.5 G) is set according to the vehicle speed and connected. The boundary line L ₃₁ occurs in response to an increase in the vehicle speed on the horizontal axis, the steering angle tends to decrease asymptotically.

In addition, the boundary line L ₃₂ that separates the fuel cut control and the inertia traveling control makes the driver feel uncomfortable even when the inertia traveling control with a small deceleration is performed during corner traveling, similarly to the boundary line L _{22 in} FIG. A steering angle value for driving a corner at an upper limit value (for example, 0.2 G) of the lateral G in a range not to be given is set according to the vehicle speed and connected. The boundary line L ₃₂ is also in response to an increase in the vehicle speed on the horizontal axis, the steering angle tends to decrease asymptotically.

In this embodiment, by setting the boundary lines L ₃₁ and L ₃₂ as described above, inertial running control is performed at a gentle corner with a small steering angle, deceleration assist control is performed at a sharp corner with a large steering angle, and fuel is used at an intermediate corner. Cut control can be selected.

Here, consider the case where the driver suddenly operated the steering wheel. When such an operation is performed, it is necessary to increase the deceleration and improve the turning stability. Therefore, it is desirable to avoid performing inertial traveling control with a low deceleration. Therefore, in the present embodiment, the steering requirement determination unit 13 is shown in FIG. 6 in order to further determine whether or not the inertial traveling control can be performed when the inertial traveling control is selected by the determination map MP3-1 in FIG. A determination map MP3-2 is provided.

In the determination map MP3-2 in FIG. 6, the horizontal axis indicates the steering angle, and the vertical axis indicates the steering angular velocity. The steering angular velocity is calculated based on the steering angle information detected by the steering angle sensor 27. The determination map MP3-2, boundary _{L 33} is provided. Then, when plotted on the determination map MP3-2 based on the steering angular velocity and the current steering angle, the application of the coasting control is permitted when the plot position is below the boundary line L _33, whereas, the plot position when in the above the boundary line L ₃₃ is such that the application of the coasting control is not permitted (such as a coasting unapplied) is constructed.

The boundary line L ₃₃ for applicability of inertial traveling control tends to monotonically decrease the steering angular velocity as the steering angle increases. In other words, the lower the steering angle, the higher the upper limit of the steering angular speed at which the application of inertial traveling control can be permitted, and the higher the steering angle, the smaller the upper limit of the steering angular speed at which the application of inertial traveling control can be permitted. . This is because it is necessary to further improve the turning stability as the sudden steering operation with a larger operation amount (steering angle) is performed, so that the inertial running control is further suppressed. If the application of inertial running control is not permitted by the determination map MP3-2, fuel cut control can be selected instead.

When the steering requirement determination unit 13 selects the control method using the determination map MP3-1 and the determination map MP3-2 as described above, the steering requirement determination unit 13 outputs a determination signal corresponding to the selected control method. The determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.

Based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the accelerator operation information detected by the accelerator opening sensor 21, the accelerator requirement determination unit 14 performs inertial running control, deceleration assist control, or fuel. Select one of the cutting control methods. The accelerator operation information is specifically an accelerator return speed indicating a speed at which the accelerator pedal is returned, and is calculated based on the accelerator opening detected by the accelerator opening sensor 21.

In this embodiment, the accelerator requirement determination unit 14 includes a determination map MP4 illustrated in FIG. 7 for selection of this control method. In the determination map MP4 of FIG. 7, a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the accelerator return speed (accelerator operation information).

In the determination map MP4 of FIG. 7, the horizontal axis indicates the vehicle speed, and the vertical axis indicates the accelerator return speed. The larger the value on the vertical axis (the higher the direction in FIG. 7), the higher the accelerator return speed, indicating that the accelerator pedal is suddenly returned. On the other hand, the smaller the value on the vertical axis (the lower the direction in FIG. 7), the lower the accelerator return speed and the slower the accelerator pedal is returned.

In this determination map MP4, two boundary lines L ₄₁ and L ₄₂ are provided. The boundary line L ₄₁ is arranged at a position (upward in FIG. 7) having a larger vertical axis (accelerator return speed) than the boundary line L ₄₂ . Then, when plotted on the determination map MP4 based on the current vehicle speed and the accelerator return speed, deceleration assist control is selected when the plot position is above the boundary line L _41, the boundary line L ₄₁ and the boundary line L If located between the ₄₂ is selected fuel cut (F / C) control is configured to coasting control is selected if there from the lower boundary line L _42.

The boundary line L ₄₁ that separates the deceleration assist control and the fuel cut control is a deceleration having a large deceleration compared to the fuel cut control when the accelerator return speed is extremely high and the accelerator pedal is suddenly returned by the driver. It is set so that the acceleration can be quickly reduced by selecting the assist control. As the vehicle speed increases, the boundary line L ₄₁ increases as the vehicle speed on the horizontal axis increases so that the value of the accelerator return speed that switches to the deceleration assist control increases as the vehicle speed increases because the deceleration received by the aerodynamic force increases as the vehicle speed increases. The accelerator return speed on the vertical axis also tends to increase.

The boundary line L ₄₂ that separates the fuel cut control and the inertial traveling control is smaller than the fuel cut control in a situation where the accelerator return speed is extremely low and it is unlikely that the driver's accelerator operation includes the intention of deceleration. It is set so that fuel efficiency can be improved by selecting coasting control with a low speed. Boundary L _42, since the normal running deceleration frequency the lower the vehicle speed is often limits the scope of coasting, since the aerodynamic by deceleration the higher the vehicle speed is increased, so to expand the scope of coasting loosen the threshold Be placed. In other words, the boundary line L ₄₂ has a horizontal axis so that the range of the accelerator return speed for selecting the inertial travel control increases as the vehicle speed increases because sufficient deceleration can be obtained by aerodynamics even when the vehicle speed is high. As the vehicle speed increases, the accelerator return speed on the vertical axis also tends to increase.

In the present embodiment, by setting the boundary lines L ₄₁ and L ₄₂ as described above, when the accelerator return speed is small and the driver's intention to decelerate is weak, inertia driving control and the accelerator return speed are large and the driver's intention to decelerate is strong. In this case, deceleration assist control can be selected, and fuel cut control can be selected for deceleration intention in the middle.

Accelerator requirement determination unit 14 outputs a determination signal corresponding to the selected control method when the control method is selected using determination map MP4. The determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.

The stop position requirement determination unit 15 is one of inertial travel control, deceleration assist control, or fuel cut control based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the stop position information of the travel destination. Select the control method. The stop position information is specifically the distance to an object (stop position) that stops the vehicle 1 such as a temporary stop line, a signal, a railroad crossing, a toll booth, a destination, etc. It is calculated based on the infrastructure information acquired by the information acquisition device 29.

In the present embodiment, the stop position requirement determination unit 15 includes a determination map MP5 illustrated in FIG. 8 for selection of this control method. In the determination map MP5 of FIG. 8, a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the distance (L1) to the stop position.

In the determination map MP5 of FIG. 8, the horizontal axis indicates the vehicle speed, and the vertical axis indicates the distance (L1) to the stop position. In this determination map MP5, two boundary lines L ₅₁ and L ₅₂ are provided. Boundary _{L 51} is arranged ordinate boundary line _{L 52} is smaller position (distance L1 to the stop position) (FIG. 8 below). Then, when plotted on the determination map MP5 based on the distance between the current vehicle speed to the stop position (L1), the deceleration assist control is selected when the plot position is below the boundary line L _51, the boundary line L If there between ₅₁ and border L ₅₂ is selected fuel cut (F / C) control is configured to coasting control is selected if located above the boundary line L _52.

The boundary line L ₅₁ that separates the deceleration assist control and the fuel cut control indicates the F / C travelable distance L _fc1 that indicates the distance that the vehicle 1 can travel (until it stops) when the fuel cut control is performed. It is set at the vehicle speed and connected. The F / C travelable distance L _fc1 can be expressed by the following equation (3).

In the above equation (3), V _x represents the current vehicle speed of the vehicle 1, and G _fc represents the deceleration (F / C deceleration) of the vehicle 1 during the fuel cut control. The F / C deceleration G _fc changes according to the vehicle speed. For example, as shown in FIG. 9, the F / C deceleration G _fc tends to increase in the negative direction as the vehicle speed increases, that is, the deceleration tends to increase.

Such boundary line L ₅₁ is the distance L1 to the stop position, is shorter than the F / C DTE L _fc1, select the larger deceleration assist control deceleration as compared with the fuel cut control, It is set so that acceleration can be reduced quickly. Further, the boundary line L ₅₁ increases the vehicle speed on the horizontal axis so that the value of the distance L1 for switching to the deceleration assist control increases as the vehicle speed increases because the deceleration received by the aerodynamic force increases as the vehicle speed increases. Along with this, the distance L1 on the vertical axis also tends to increase.

Here, the control line L _n1 indicated by a broken line in FIG. 8 indicates the coasting travelable distance L _n1 indicating the distance that the vehicle 1 can travel (until it stops) when coasting control is performed at each vehicle speed. It is. The coasting travelable distance L _n1 can be expressed by the following equation (4).

In the above equation (4), G _n represents the deceleration (coast deceleration) of the vehicle 1 during the coasting control. Like the F / C deceleration G _fc , the coasting deceleration G _n changes according to the vehicle speed. For example, as shown in FIG. 9, the coasting deceleration G _n increases in the negative direction as the vehicle speed increases. Tend to increase. Further, the coasting deceleration _Gn tends to be smaller than the F / C deceleration _Gfc over the entire vehicle speed.

The boundary line L ₅₂ that separates the fuel cut control and the coasting control can be expressed by the following formula (5) as a coasting allowed distance margin L _o1 subtracted from the coasting travelable distance L _{n1 of the} formula (4). it can.
L ₅₂ = L _n1 -L _o1 (5)

Here, the coasting permission distance margin L _o1 is a parameter for increasing the ratio of selecting coasting control in the determination map MP5 of FIG. 8 and is changed according to the size of the distance L1 to the stop position. Can do. More specifically, as shown in FIG. 10, the coasting permission distance margin L _o1 is set to be smaller as the distance L1 to the stop position is smaller and larger as the distance L1 is larger. This is because, when the stop position is far, even if the vehicle speed is high, the necessity for deceleration is still low, so it is easy to select inertial traveling control with low deceleration to improve fuel efficiency. However, the coasting allowance distance margin L _o1 is L _n1 so that the boundary line L ₅₂ that separates the fuel cut control and the inertia traveling control is always disposed above the boundary line L ₅₁ that separates the deceleration assist control and the fuel cut control. -L _fc1 is the upper limit.

Such a boundary line L ₅₂ has a low necessity for deceleration when the distance L1 to the stop position is longer than the distance (L _n1 -L _o1 ) shown in the above equation (5). The inertial running control having a smaller deceleration than that of the vehicle is selected so that the fuel consumption can be improved. In addition, the boundary line L ₅₂ has a vertical axis as the vehicle speed on the horizontal axis increases so that the distance L1 at which inertial traveling control can be selected decreases (closes) as the vehicle speed decreases, and increases (distant) as the vehicle speed increases. The distance L1 also tends to increase.

In the present embodiment, by setting the boundary lines L ₅₁ and L ₅₂ as described above, when the distance L1 to the stop position is larger (far) than the predetermined value (L ₅₂ ) and the necessity for deceleration is still low, the inertial running is performed. When the distance L1 to the control / stop position is smaller (near) than the predetermined value (L ₅₁ ) and the necessity for deceleration is high, deceleration assist control can be selected, and fuel cut control can be selected at an intermediate distance.

Such a configuration of the present embodiment can suppress fuel consumption and improve fuel efficiency. This point will be described with reference to FIG. FIG. 11 shows the travel distance of the vehicle 1 on the horizontal axis and the distance to the stop position as L1. The vertical axis represents the vehicle speed of the vehicle 1. In the example shown in FIG. 11, when the vehicle speed is V1 at a certain time and the distance to the stop position is L1, the vehicle 1 is controlled during the period until the vehicle 1 stops at the stop position. This represents the relationship between the vehicle speed and the travel distance at that time.

As indicated by a thin line in FIG. 11, when only the conventional fuel cut (F / C) control is applied, first the fuel cut control is performed, and then the vehicle speed drops more than necessary, and if this is the case, it is closer to the stop position. When the vehicle 1 stops, it is determined by the driver, and the driver performs an accelerator on (ON) operation. After the vehicle speed is increased by this accelerator-on operation, the fuel cut control is performed again. That is, since the accelerator-on operation is conventionally performed, the fuel consumption increases.

On the other hand, according to the configuration of the present embodiment, as shown by a thick line in FIG. 11, coasting control with low deceleration is performed in a situation where the distance to the stop position is long, and the distance to the stop position is predetermined. Fuel cut control is executed after approaching the value, and the vehicle has reached the stop position without consuming fuel. Thus, fuel consumption can be suppressed by this embodiment.

When the stop position requirement determination unit 15 selects the control method using the determination map MP5 as described above, the stop position requirement determination unit 15 outputs a determination signal corresponding to the selected control method. The determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.

Based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the inter-vehicle distance information with the preceding vehicle, the inter-vehicle requirement determining unit 16 performs any of inertial running control, deceleration assist control, or fuel cut control. Select a control method. *

In the present embodiment, the inter-vehicle requirement determining unit 16 includes a determination map MP6 illustrated in FIG. 12 for selecting this control method. In the determination map MP6 of FIG. 12, the control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the distance (L2) between the vehicle speed and the preceding vehicle (front vehicle). Has been.

In the determination map MP6 of FIG. 12, the horizontal axis indicates the vehicle speed, and the vertical axis indicates the distance (L2) from the front vehicle. In this determination map MP6, two boundary lines L ₆₁ and L ₆₂ are provided. Boundary _{L 61} is arranged ordinate boundary line _{L 62} is smaller position (distance L2 between the preceding vehicle) (in FIG. 12 below). Then, when plotted on the determination map MP6 based on the distance between the current vehicle speed and the preceding vehicle (L2), the deceleration assist control is selected when the plot position is below the boundary line L _61, the boundary line L If located between the ₆₁ and the boundary line L ₆₂ is selected fuel cut (F / C) control is configured to coasting control is selected if located above the boundary line L _62.

A boundary line L ₆₁ that separates the deceleration assist control and the fuel cut control indicates a distance that must be secured before the vehicle 1 decelerates by this control and reaches the same speed as the preceding vehicle when the fuel cut control is performed. / C required deceleration speed L _fc2 is set at each vehicle speed and connected. The required F / C deceleration distance L _fc2 can be expressed by the following equation (6).

In the above equation (6), V ₁ represents the current vehicle speed of the vehicle 1, V ₂ represents the vehicle speed of the preceding vehicle, and G _fc represents the deceleration (F / C deceleration) of the vehicle 1 during the fuel cut control. Further, as described with reference to FIG. 9, the F / C deceleration G _fc changes according to the vehicle speed, and increases in the negative direction as the vehicle speed increases, that is, the deceleration tends to increase. There is.

Such boundary line L ₆₁ is the distance L2 between the preceding vehicle is shorter than the F / C deceleration required distance L _fc2, select the larger deceleration assist control deceleration as compared with the fuel cut control, It is set so that acceleration can be reduced quickly. The boundary line L _61, since the deceleration experienced by the vehicle by aerodynamic higher the vehicle speed is increased, so that the value of the distance L2 switching to deceleration assist control as the vehicle speed increases increases, an increase in the vehicle speed on the horizontal axis Accordingly, the distance L2 on the vertical axis also tends to increase.

Here, a control line L _n2 indicated by a broken line in FIG. 12 indicates a distance to be secured until the vehicle 1 decelerates by this control when the inertial traveling control is performed at each vehicle speed and reaches the same speed as the preceding vehicle. The coasting deceleration required distance _Ln2 is shown. The coasting deceleration required distance L _n2 can be expressed by the following equation (7).

Here, _Gn represents the deceleration (coasting deceleration) of the vehicle 1 during the coasting control. Like the F / C deceleration G _fc , the coasting deceleration G _n changes according to the vehicle speed, and increases in the negative direction as the vehicle speed increases, as described with reference to FIG. That is, the deceleration tends to increase. Further, the coasting deceleration _Gn tends to be smaller than the F / C deceleration _Gfc over the entire vehicle speed.

The boundary line L ₆₂ that separates the fuel cut control and the coasting control is expressed by the following equation (8) as the coasting deceleration required distance L _{n2 of the} equation (7) is subtracted from the coasting permitted distance margin L _o2. Can do.
L ₆₂ = L _n2 −L _o2 (8)

Here, the coasting permission distance margin L _o2 is a parameter for increasing the rate of selecting coasting control in the determination map MP6 of FIG. 12, similarly to the coasting permission distance margin L _o1 shown in FIG. It can be changed according to the size of the distance L2 with the preceding vehicle. More specifically, as shown in FIG. 13, the coasting permission distance margin L _o2 is set to be smaller as the distance L2 from the preceding vehicle is smaller and larger as the distance L2 is larger. This is because, when the distance to the front vehicle is far, even if the vehicle speed is high, the necessity for deceleration is still low, so it is easy to select inertial traveling control with low deceleration to improve fuel efficiency. However, the coasting allowance distance margin L _o2 is L _n2 so that the boundary line L ₆₂ that separates the fuel cut control and the coasting control is always disposed above the boundary line L ₆₁ that separates the deceleration assist control and the fuel cut control. -L _fc2 is the upper limit.

Such boundary line _{L 62} is the distance L2 between the preceding vehicle, when the (8) longer than the distance _(L n2 _{-L o2)} shown by the formula, because of the low need for deceleration fuel-cut control The inertial running control having a smaller deceleration than that of the vehicle is selected so that the fuel consumption can be improved. The boundary line L ₆₂ is the vehicle speed is smaller the coasting control reduce the distance L2 as a selectable (near) and, as the vehicle speed is larger greater (distance) so as the vertical axis with an increase in the vehicle speed on the horizontal axis The distance L2 also tends to increase.

In the present embodiment, by setting the boundary lines L ₆₁ and L ₆₂ as described above, when the distance L2 to the front vehicle is larger (far) than the predetermined value (L ₆₂ ) and the necessity for deceleration is still low, the inertial traveling is performed. When the distance L2 to the control and the front vehicle is smaller (closer) than the predetermined value (L ₆₁ ) and the necessity for deceleration is high, deceleration assist control can be selected, and fuel cut control can be selected at an intermediate distance.

Furthermore, in the present embodiment, the “distance L2 with the preceding vehicle” used in the determination map MP6 in FIG. 12 is obtained by adding the inter-vehicle distance correction coefficient ΔL to the distance information Ls detected by the inter-vehicle sensor 28. Yes, it can be expressed by the following equation (9).
L2 = Ls + ΔL (9)

Here, the inter-vehicle distance correction coefficient ΔL is a parameter set based on the relative speed with the preceding vehicle. For example, as shown in FIG. 14, the inter-vehicle distance correction coefficient ΔL increases monotonously in the positive direction as the relative speed increases in the positive direction (the vehicle ahead is faster than the vehicle 1 and the distance from the front vehicle tends to be far). When the relative speed is 0, it is 0, and as the relative speed increases in the negative direction (the vehicle ahead is slower than the vehicle 1 and the distance from the front vehicle tends to be closer), it increases monotonously in the negative direction. Can be set. The relative speed with the preceding vehicle is calculated based on, for example, the vehicle speed information of the preceding vehicle acquired by the infrastructure information acquisition device 29, the vehicle speed information of the vehicle 1 detected by the vehicle speed sensor 24, and the like.

In this way, by adding the inter-vehicle distance correction coefficient ΔL to calculate the distance L2 with the preceding vehicle, the determination criterion for selecting the inertia traveling control in the determination map MP6 is adjusted according to the relative speed with the preceding vehicle. can do. For example, even when the actual distance information Ls detected by the inter-vehicle sensor 28 is the same, if the relative speed with the front vehicle is large in the positive direction, Since the distance L2 increases, inertial traveling control is easily selected. On the other hand, when the relative speed with the front vehicle is large in the negative direction, the distance L2 with the front vehicle calculated by the equation (9) decreases, so that it is difficult to select inertial traveling control.

When the control method is selected using the determination map MP6 in this manner, the inter-vehicle requirement determination unit 16 outputs a determination signal corresponding to the selected control method. The determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.

The deceleration means arbitration unit 17 is based on determination signals from the gradient requirement determination unit 11, the turning requirement determination unit 12, the steering requirement determination unit 13, the accelerator requirement determination unit 14, the stop position requirement determination unit 15, and the inter-vehicle requirement determination unit 16. A control method to be executed is determined from among the three control methods (inertial travel control, fuel cut control, and deceleration assist control). More specifically, the deceleration means arbitration unit 17 is input from the gradient requirement determination unit 11, the turning requirement determination unit 12, the steering requirement determination unit 13, the accelerator requirement determination unit 14, the stop position requirement determination unit 15, and the inter-vehicle requirement determination unit 16. The contents of the determination signals are compared, and if all the determination signals are “ID1”, it is decided to execute inertial running control, and if all the determination signals are “ID3”, the deceleration assist is determined. It is determined to execute the control, and in other cases (all determination signals are ID2 or the determination signals do not match), it is determined to execute the fuel cut control.

The fuel injection control unit 18 controls the fuel injection amount of the engine 2. In the present embodiment, control for stopping the fuel injection to the engine 2 is performed in accordance with a control command from the deceleration means arbitration unit 17.

The clutch control unit 19 controls the release / engagement operation of the clutch 5 of the transmission 3. In the present embodiment, the clutch 5 is disengaged in response to a control command from the deceleration means arbitration unit 17.

The shift control unit 20 controls the shift operation of the automatic transmission mechanism 6 of the transmission 3. In the present embodiment, in accordance with a control command from the deceleration means arbitrating unit 17, upshift inhibition or forced downshift control of the automatic transmission mechanism 6 is performed.

Here, the ECU 10 is physically an electronic circuit mainly composed of a known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an interface, and the like. The function of each part of the ECU 10 shown in FIG. 1 is to operate various devices in the vehicle 1 under the control of the CPU by loading an application program held in the ROM into the RAM and executing it by the CPU. It is realized by reading and writing data in and ROM.

Further, the ECU 10 is not limited to the functions of the above-described units, and includes various other functions used as the ECU of the vehicle 1. The ECU 10 includes a plurality of engines such as an engine ECU that controls the engine 2, a T / M-ECU that controls the transmission 3, and an S & S-ECU that performs inertial running (S & S (start and stop) control). A configuration including an ECU may also be used.

In the present embodiment, among the components of the vehicle 1 described above, at least the engine 2, the transmission 3 (particularly the clutch 5 and the automatic transmission mechanism 6), and the ECU 10 function as the vehicle control device according to the present embodiment. To do.

Next, the operation of the vehicle control device according to the present embodiment will be described with reference to FIG. FIG. 15 is a flowchart of deceleration means arbitration control performed by the vehicle control apparatus according to the present embodiment.

First, the ECU 10 controls the vehicle from an accelerator opening sensor 21, a brake sensor 22, a shift position sensor 23, a vehicle speed sensor 24, a gradient sensor 25, a lateral acceleration sensor 26, a steering angle sensor 27, an inter-vehicle sensor 28, an infrastructure information acquisition device 29, and the like. When various pieces of information related to the driving state and the surrounding environment of 1 are acquired (S101), it is confirmed whether or not the conditions for carrying out inertial driving are satisfied based on the acquired information (S102). The conditions for inertial running include, for example, that the current shift position of the vehicle 1 is in the D (drive) range, an accelerator off state in which no accelerator operation is performed, and a brake off in which no brake operation is performed. It is a state. When the inertia running condition is satisfied, the process proceeds to step S103. If the inertia running condition is not satisfied, the process returns to step S101.

If it is determined in step S102 that the inertial running condition is satisfied, the gradient requirement determining unit 11 subsequently performs control method selection determination based on the gradient requirement (S103). As described above, the gradient requirement determining unit 11 uses the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the gradient (gradient information) of the road on which the vehicle 1 is traveling detected by the gradient sensor 25. Based on the determination map MP1 of FIG. 2, one of the control methods of inertial traveling control, deceleration assist control, or fuel cut control is selected, and a determination signal (inertial traveling control → “ID1”, fuel cut control → “ID2”, deceleration assist control → “ID3”) is transmitted to the deceleration means arbitration unit 17.

Next, the turning requirement determination unit 12 performs control method selection determination based on the turning requirement (S104). As described above, the turning requirement determination unit 12 detects the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the lateral acceleration (lateral G) acting on the vehicle 1 detected by the lateral acceleration sensor 26. 3 is selected using inertial running control, deceleration assist control, or fuel cut control using the determination map MP2 of FIG. 3, and the determination signal corresponding to the selected control method is decelerated by the deceleration means. To the unit 17.

Next, the steering requirement determination unit 13 performs control method selection determination based on the steering requirement (S105). As described above, the steering requirement determination unit 13 determines the determination map shown in FIGS. 5 and 6 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the steering angle information detected by the steering angle sensor 27. Using MP3-1 and MP3-2, a control method of inertial running control, deceleration assist control, or fuel cut control is selected, and a determination signal corresponding to the selected control method is sent to the deceleration means arbitration unit 17 Send.

Next, the accelerator requirement determining unit 14 determines whether to select a control method based on the accelerator requirement (S106). As described above, the accelerator requirement determining unit 14 determines the determination map MP4 in FIG. 7 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the accelerator return speed detected by the accelerator opening sensor 21. Is used to select any one of inertial running control, deceleration assist control, or fuel cut control, and a determination signal corresponding to the selected control method is transmitted to the deceleration means arbitration unit 17.

Next, the stop position requirement determination unit 15 performs control method selection determination based on the stop position requirement (S107). As described above, the stop position requirement determination unit 15 uses the determination map MP5 of FIG. 8 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the stop position information of the travel destination, and the inertia. A control method of travel control, deceleration assist control, or fuel cut control is selected, and a determination signal corresponding to the selected control method is transmitted to the deceleration means arbitration unit 17.

Next, the selection method of the control method is determined by the inter-vehicle requirement determining unit 16 based on the inter-vehicle requirement (S108). As described above, the inter-vehicle requirement determining unit 16 uses the determination map MP6 of FIG. 12 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the inter-vehicle information with the preceding vehicle, and performs inertia traveling. A control method of any one of control, deceleration assist control, or fuel cut control is selected, and a determination signal corresponding to the selected control method is transmitted to the deceleration means arbitrating unit 17.

Then, the determination signal received from the gradient requirement determining unit 11, the turning requirement determining unit 12, the steering requirement determining unit 13, the accelerator requirement determining unit 14, the stop position requirement determining unit 15, and the inter-vehicle requirement determining unit 16 by the deceleration means arbitrating unit 17. First, it is confirmed whether or not all the determination signals are “ID1” (S109).

When all the determination signals are “ID1”, since all the determination units have selected inertial traveling control, execution of inertial traveling control is determined. Then, the clutch 5 is released by the clutch control unit 19 so that the engine 2 and the drive wheels 4 are disconnected, the power transmission between the engine 2 and the drive wheels 4 is cut off, and the vehicle 1 is in the inertial running state. (S110). In addition, the fuel injection control unit 18 may perform control to cut the fuel injection of the engine 2.

In step S109, if all the determination signals are not “ID1”, it is subsequently confirmed whether or not all the determination signals are “ID3” (S111). When all the determination signals are “ID3”, it is determined that all the determination units have selected the deceleration assist control, and therefore execution of the deceleration assist control is determined. Then, the shift control unit 20 executes deceleration assist control for prohibiting upshifting or forced downshifting of the automatic transmission mechanism 6 (S112).

If all the determination signals are not “ID3” in step S111, the fuel cut control is performed because all the determination units have selected the fuel cut control or the selection results of the determination units are inconsistent. Execution is determined. Then, the fuel injection control unit 18 performs fuel cut control for cutting the fuel injection of the engine 2 (S113).

In the above flowchart, the processes of the determination units in steps S103 to S108 may be appropriately changed in order, or only a part of them may be performed. In addition, when only a part of the determination units is used, the deceleration means arbitration unit 17 performs the determination process of steps S109 and S111 using only the determination signal from the determination unit that has performed the process.

As described above, the vehicle control apparatus according to the present embodiment has no acceleration / deceleration request for the vehicle 1 during traveling, and power is transmitted between the engine 2 and the drive wheels 4 by the engagement of the clutch 5. In this case, the current vehicle speed and driving environment information of the vehicle 1 (specifically, including gradient information, corner information, steering angle information, accelerator operation information, stop position information of the travel destination, and inter-vehicle information with the preceding vehicle) (1) Fuel cut control for stopping fuel injection to the engine 2; (2) Deceleration for stopping fuel injection to the engine 2 and prohibiting or downshifting the automatic transmission mechanism 6 Assist control, or (3) Inertia travel control in which inertial travel is performed to disengage the clutch 5 to cut off the power transmission between the engine 2 and the drive wheels 4 and travel the vehicle 1 by inertia. Wherein the in be implemented by selecting one.

With such a configuration, in consideration of the current vehicle speed and driving environment information of the vehicle 1, any one of inertial traveling control that can improve fuel consumption, deceleration assist control that can improve drivability, and conventional fuel cut control Can be selected and executed as appropriate. As a result, for example, coasting control with low deceleration is performed when the driver's intention to decelerate is strong, and conversely, deceleration assist control with high deceleration is performed when the driver's intention to decelerate is weak. As a result, it is possible to suppress the driver's uncomfortable feeling while driving the vehicle and to improve fuel efficiency.

As mentioned above, although preferred embodiment was shown and demonstrated about this invention, this invention is not limited by these embodiment. For example, each functional block of the ECU 10 shown in FIG. 1 is merely illustrated for convenience of explanation, and may have other configurations as long as the same function can be realized.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 4 Drive wheel 5 Clutch 6 Automatic transmission mechanism 10 ECU

Claims

Engine,
A clutch for transmitting or interrupting power between the engine and the drive wheels;
An automatic transmission mechanism that shifts and outputs power from the engine;
A vehicle control device comprising:
Based on the current vehicle speed and driving environment information of the vehicle when there is no acceleration / deceleration request to the vehicle during traveling and power is transmitted between the engine and the drive wheels by engagement of the clutch. ,
Fuel cut control to stop fuel injection to the engine;
Deceleration assist control for stopping fuel injection to the engine and prohibiting upshifting or downshifting of the automatic transmission mechanism, or disengaging the clutch to transmit power between the engine and the drive wheels A vehicle control device characterized by being able to select and execute any one of inertial traveling control for performing inertial traveling in which the vehicle is driven by inertia.
The driving environment information includes gradient information regarding a gradient of a road on which the vehicle travels,
A determination map associated with the vehicle speed and the gradient information;
The fuel cut control, the deceleration assist control, or the inertial running control is selected using the determination map based on the current vehicle speed and gradient information of the vehicle. Item 4. The vehicle control device according to Item 1.
The driving environment information includes a plurality of information including the gradient information,
When any one of the fuel cut control selected based on the current vehicle speed of the vehicle and each of the plurality of information, the deceleration assist control, or the inertial running control is the same, Executing the control technique;
When any one of the control methods selected from the fuel cut control, the deceleration assist control, and the inertial traveling control selected based on the current vehicle speed of the vehicle and each of the plurality of pieces of information is not the same The vehicle control device according to claim 2, wherein the fuel cut control is executed.
The driving environment information includes corner information related to a corner where the vehicle travels,
A determination map associated with the vehicle speed and the corner information;
The fuel cell control, the deceleration assist control, or the inertial traveling control is selected using the determination map based on the current vehicle speed and corner information of the vehicle. Item 4. The vehicle control device according to any one of Items 1 to 3.
The driving environment information includes steering angle information related to a steering angle of the vehicle,
A determination map associated with the vehicle speed and the steering angle information;
Based on the current vehicle speed and steering angle information of the vehicle, using the determination map, any one of the fuel cut control, the deceleration assist control, or the inertia traveling control is selected. The vehicle control device according to any one of claims 1 to 4.
The driving environment information includes accelerator operation information related to an accelerator operation of the vehicle,
A determination map associated with the vehicle speed and the accelerator operation information;
The determination map is used to select any one of the fuel cut control, the deceleration assist control, or the inertia traveling control based on the current vehicle speed and accelerator operation information of the vehicle. The vehicle control device according to any one of claims 1 to 5.
The driving environment information includes stop position information related to a stop position of the travel destination of the vehicle,
A determination map associated with the vehicle speed and the stop position information;
Based on the current vehicle speed and stop position information of the vehicle, the fuel cut control, the deceleration assist control, or the inertial running control is selected using the determination map. The vehicle control device according to any one of claims 1 to 6.
The driving environment information includes inter-vehicle information related to an inter-vehicle distance between the vehicle and a preceding vehicle,
A determination map associated with the vehicle speed and the inter-vehicle information,
The fuel cell control, the deceleration assist control, or the inertial traveling control is selected using the determination map based on the current vehicle speed and distance information of the vehicle. Item 8. The vehicle control device according to any one of Items 1 to 7.