CN112172781A

CN112172781A - Vehicle control device

Info

Publication number: CN112172781A
Application number: CN202010565541.4A
Authority: CN
Inventors: 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
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2019-07-01
Filing date: 2020-06-19
Publication date: 2021-01-05
Also published as: JP2021008208A; JP6994007B2

Abstract

The invention provides a control device for a vehicle, which further improves the responsiveness when recovering from inertia running. The control device controls a vehicle capable of executing an inertia running control for cutting off power transmission from a drive source to drive wheels. The control device is provided with: a recovery unit that performs recovery when a recovery condition from the inertia running control is satisfied; a prediction unit that predicts an operation of the driver that causes the establishment of the recovery condition; and a recovery preparation unit that performs a recovery preparation for increasing the output of the drive source when the operation by the driver is predicted by the prediction unit.

Description

Vehicle control device

Technical Field

The present invention relates to a vehicle control device.

Background

In recent years, a technique of cutting off power transmission between a drive source and drive wheels during running to cause a vehicle to perform coasting (coasting) for the purpose of fuel efficiency reduction or the like has been known.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 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 recovery triggered by an operation by the driver, it is desirable to further improve the responsiveness to the operation.

The purpose of the present invention is to provide a technique for further improving the responsiveness at the time of return 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 cutting off power transmission from a drive source to drive wheels,

the control device is provided with:

a recovery unit that performs recovery when a recovery condition from the inertia running control is satisfied;

a prediction unit that predicts an operation of the driver that becomes a trigger for establishment of the recovery condition; and

a recovery preparation unit that performs a recovery preparation for increasing an output of the drive source when the operation by the driver is predicted by the prediction unit.

Effects of the invention

According to the present invention, the responsiveness at the time of return from 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 of the shift ECU and the drive ECU at the time of return from the inertia running mode according to the embodiment.

Fig. 4 is a timing chart showing an example of the state of each configuration when the flowchart of fig. 3 is executed.

Fig. 5 is a timing chart showing an example of the state of each configuration when the flowchart of fig. 3 is executed.

Fig. 6 is a flowchart showing an example of processing of the shift ECU at the time of return of the inertia running mode according to the embodiment.

Description of the reference numerals

1: a vehicle; 10: a drive source; 27: a drive wheel; 32: the ECU is driven.

Detailed Description

Hereinafter, embodiments will be described in detail with reference to the drawings. The following embodiments do not limit the invention according to the claims, and all combinations of features described in the embodiments are not necessarily essential to the invention. Two or more of the plurality of 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 an embodiment. Fig. 1 is a schematic diagram mainly showing a structure necessary for the following description, and a part of the structure is omitted. The vehicle 1 of the present embodiment is, for example, a four-wheeled automobile, 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 the drive source output shaft 11. In the present embodiment, the drive source 10 is an engine. However, the drive source 10 may be configured to include an engine and an electric motor, or may be configured otherwise.

The transmission unit 20 changes the speed of 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). The torque converter 21 may incorporate a lock-up clutch. The continuously variable transmission 23 includes a drive pulley 231, an endless belt 232, and a driven pulley 233, and outputs a 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 including 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 vehicle 1 performs inertia running (coasting) by releasing the forward clutch 221 during running of the vehicle 1. Further, by engaging the forward clutch 221 during the inertia running, the vehicle 1 is returned from the inertia running to the normal running. That is, the power transmission from the drive source 10 to the drive wheels 27 is interrupted by the release and engagement of the forward clutch 221, and the inertia running state and the normal running state can be shifted to each other.

In the present embodiment, the transmission unit 20 includes a Continuously Variable Transmission (CVT), but a configuration including a multi-stage transmission may be employed. In the case of employing a multi-stage transmission, the vehicle 1 can be caused to perform inertia running by, for example, releasing a friction clutch as a starting device during running. The clutch to be released during the inertia running is not limited to the clutch included in the transmission unit 20, and a clutch that is provided on a power transmission line between the drive source 10 and the drive wheels 27 and can cut off the power transmission therebetween may be suitably used.

The drive wheels 27 are connected with 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 driving shaft 26. The drive wheels 27 are provided with brake devices 28, and the brake devices 28 are driven by a hydraulic circuit or the like, not shown, to apply braking force to the respective drive wheels 27.

Fig. 2 is a block diagram showing an example of the 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 ECU 33. Each ECU includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. The storage device stores a program executed by the processor, data used by the processor in processing, and the like. Each ECU may be provided with a plurality of processors, storage devices, interfaces, and the like. The ECUs are 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 provided in control device 30 and the functions of each ECU may be designed as appropriate, and may be further detailed or integrated than in the present embodiment.

The shift ECU31 controls the shift unit 20 based on the detection results of sensors, transmission information from the drive ECU32, and the like, which will be described later. That is, the shift ECU31 performs shift control of the vehicle 1. For example, the shift ECU31 controls engagement and release of a lock-up clutch incorporated in the torque converter 21, switching of forward and reverse of the forward/reverse switching mechanism 22, and the speed ratio of the continuously variable transmission 23. Further, the shift ECU31 performs clutch control during the inertia running of the vehicle 1.

The drive ECU32 controls the drive source 10 based on the 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 of the throttle valve, and the like based on the command value of the engine torque and the target rotation speed.

The navigation ECU33 collectively 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. The map database 54 stores map information and the like. The navigation ECU33 can specify the position of the vehicle 1 and generate information such as route information based on these information, detection results of sensors described later, and the like. 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 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 serve as an input device.

In the present embodiment, as the sensors, an engine rotation sensor 40, a drive 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 an example, the engine rotation sensor 40 is a crankshaft position sensor that detects a rotational position of a crankshaft. The drive pulley rotation sensor 41 detects the actual rotation speed of the drive 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. These structures are examples, and various known sensors can be used. The acceleration sensor 45 detects the acceleration of the vehicle 1.

< description of inertia traveling control >

In the present embodiment, the vehicle 1 can execute the inertia running control for cutting off the power transmission from the drive source to the drive wheels. For example, the shift ECU31 releases the forward clutch 221 based on the inertia request transmitted from the drive ECU 32. Further, the drive ECU32 controls the drive source 10 to drive the drive source 10 to rotate at idle during the inertia running. This can suppress fuel consumption during traveling during the inertia traveling. Further, the drive source 10 may be stopped during the inertia running. Further, the conditions for shifting from the normal running to the inertia running can be appropriately designed. For example, when the acceleration operation (the accelerator operation in the present embodiment) and the brake operation (the brake operation in the present embodiment) are not performed for a predetermined time during the traveling, the vehicle 1 may shift from the normal traveling to the inertia traveling.

In the present embodiment, the inertia traveling control is ended when a predetermined condition, such as a case where the driver operates the vehicle, is satisfied. For example, the drive ECU32 transmits a return request from the coasting 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 such that the rotation speed on the drive source side of the forward clutch 221 and the rotation speed on the drive wheel side coordinate with each other. Then, the return from the inertia running mode to the normal running mode is performed by engaging the forward clutch 221 in the state of the above-described rotation speed coordination. This can suppress the generation of driving force due to clutch engagement, and can smoothly shift to normal running.

However, even if a recovery request is sent to the shift ECU31 based on an operation by the driver or the like, the clutch engagement is performed after the rotation speed on the drive source side of the forward clutch 221 and the rotation speed on the drive wheel side are coordinated, and therefore the driver may feel a response delay to his/her operation. Therefore, in the present embodiment, the operation of the driver which is the trigger for the end of the inertia running control is predicted, and when the operation of the driver is predicted, the preparation for returning the drive source 10 is performed. This shortens the recovery time from the inertia running, and further improves the responsiveness at the time of recovery from the inertia running. Hereinafter, a processing example thereof will be described.

< treatment example >

Fig. 3 is a flowchart showing an example of processing of the shift ECU31 and the drive ECU32 at the time of return to the inertia running mode. The present flowchart is realized, for example, by the processor of each ECU executing a program stored in the storage device. The present flowchart starts, for example, when the inertia running control is executed by the vehicle 1 while running.

In S301, the shift ECU31 checks whether or not the conditions for recovering from the inertia running control are satisfied, and if so, it proceeds to S302, and if not, it proceeds to S303. Here, the recovery condition may be appropriately designed, for example, when there is an operation such as an acceleration operation or a braking operation by the driver, or when the vehicle speed cannot be maintained within the allowable range due to a steep upward gradient.

In S302, the shift ECU31 executes the return from the inertia running control, and ends the flowchart. For example, the transmission ECU31 requests the drive ECU32 for the rotation speed of the drive source such that the rotation speed on the drive source side of the forward clutch 221 and the rotation speed on the drive wheel side are coordinated with each other. Then, the shift ECU31 engages the forward clutch 221, after confirming that the rotation speed on the drive source side of the forward clutch 221 and the rotation speed on the drive wheel side have been coordinated. The shift ECU31 may determine that coordination is performed based on the fact that the rotation speed on the drive source side and the rotation speed on the drive wheel side match each other or the difference between the rotation speeds is equal to or less than a predetermined value.

In S303, the shift ECU31 predicts the operation of the driver that triggers the establishment of the return condition from the inertia running control. If an operation is predicted, the shift ECU31 proceeds to S304, and if no operation is predicted, the flowchart ends. 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, when the deceleration of the vehicle 1 is equal to or greater than a threshold value (negative acceleration is equal to or less than a threshold value) on an uphill slope or the like, it is predicted that the accelerator operation by the driver will be performed. In addition, these thresholds may be set as appropriate.

In S304, the shift ECU31 performs a recovery preparation for increasing the output of the drive source 10. Then, the shift ECU31 ends the following flowchart. As a return preparation, the shift ECU31 requests the drive ECU32 to change the rotation speed of the drive source 10. For example, the transmission ECU31 requests the drive ECU32 to maintain the difference in the actual rotational speed between the drive wheel side and the drive source side of the forward clutch 221 at the rotational speed of the drive source 10 within a predetermined range. In other words, the shift ECU31 requests the rotation speed of the drive source 10 such that the rotation speed on the drive source side follows the rotation speed on the drive wheel side. In S311, the drive ECU32 controls the actual rotation speed NE of the drive source based on the request from the shift ECU31 (see fig. 4).

Here, in the present embodiment, the actual rotation speed on the drive source side of the forward clutch 221 corresponds to the actual rotation speed NE of the drive source 10. In consideration of the gear ratio, the actual rotational speed of the drive wheel side of the forward clutch 221 (i.e., the actual rotational speed of the drive pulley 231) can be said to be a converted rotational speed obtained by converting the rotational speed of the drive wheels 27 into the rotational speed of the drive source 10. Therefore, the transmission ECU31 and the drive ECU32 maintain the actual rotation speed of the drive source 10 so that the difference between the actual rotation speed and the converted rotation speed falls within a predetermined range. Hereinafter, this converted rotation speed is referred to as a converted rotation speed NC (see fig. 4).

According to the above-described processing example, the return preparation from the inertia running reduces the difference between the actual rotation speed NE and the converted rotation speed NC at the time when the operation by the driver is performed (the return condition is satisfied), and the forward clutch 221 can be engaged more quickly than in the case where the return preparation is not performed. Therefore, the responsiveness to the operation by the driver at the time of the return of the inertia running can be further improved.

In addition, a predetermined range in which the rotational speed difference converges can be appropriately set. For example, the rotation speed of the forward clutch 221 on the driving wheel side may be in the range of ± 50rpm to 100rpm, or may be in the range or more. For example, the rotation speed of the forward clutch 221 on the drive wheel side may be in the range of 3 to 10% of the upper and lower rotation speeds.

Further, 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 in the case where the recovery condition is established, a recovery request is sent from the drive ECU32 to the shift ECU 31. Then, the shift ECU31 that has received the recovery request may request the drive ECU32 to recover the required rotation speed of the drive source 10. For example, the process of S302 may be executed by the drive ECU32, and when the operation by the driver is predicted, a recovery preparation request may be sent from the drive ECU32 to the shift ECU 31. Then, the shift ECU31 that has received the recovery preparation request may request the rotation speed of the drive source 10 required for the recovery preparation to the drive ECU 32.

In the above-described processing example, a configuration (hereinafter, prediction method a) of predicting based on the acceleration information of the vehicle 1 is described as a configuration of predicting the operation by the driver, but another configuration 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 the information on 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 curvature radius of a curve, and the like. Then, if the gradient information indicates an upward gradient equal to or greater than a predetermined value in the forward direction of the traveling road of the vehicle 1, the shift ECU31 predicts that the driver will perform an accelerator operation. Here, the upward gradient equal to or larger than the predetermined value may be a gradient smaller than a gradient at which the recovery condition of the inertia running control is established, without maintaining the vehicle speed in the allowable range. That is, although the steep gradient is not a degree to which the inertia running control is finished regardless of the presence or absence of the operation by the driver, the return preparation is performed when the upward gradient is predicted to be a degree to which the driver performs the accelerator operation by the decrease in the vehicle speed, and the responsiveness can be improved. For example, if the gradient information of the vehicle 1 indicates a downward gradient equal to or greater than a predetermined value ahead in the traveling direction of the traveling road, the shift ECU31 predicts that the driver will operate the brake. Further, for example, the shift ECU31 predicts that the driver will perform the accelerator operation when the radius of curvature of the curve is equal to or smaller than a predetermined value. In this way, in the prediction method B, by acquiring the route information of the traveling road and the like, the operation of the driver can be predicted and the recovery preparation can be performed before the vehicle 1 actually approaches an uphill or the like.

In the above-described processing example, an example (hereinafter, sometimes referred to as "return preparation a") in which the difference in the actual rotational speed between the drive wheel side and the drive source side of the forward clutch 221 is maintained so as to fall within a predetermined range has been described as a configuration for the return preparation from the inertia running control, but another configuration may be employed. For example, as a preparation for recovery of the drive source 10, the transmission 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, may be referred to as a preparation for recovery B.). By increasing the idle rotation speed of the drive source 10, the difference between the actual rotation speed and the converted rotation speed of the drive source 10 at the time of return 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 by the driver. Further, the rising rotation speed may be set as appropriate. For example, the shift ECU31 may request the drive ECU32 to increase the idle rotation speed of the drive source 10 by 100 to 500 rpm.

Fig. 4 is a timing chart schematically showing an example of states of the respective configurations and the like in the case of executing the flowchart of fig. 3. Fig. 4 shows an example of a case where deceleration (negative acceleration) occurs in the vehicle 1 near an uphill slope during execution of the inertia running control. Fig. 4 shows a case where the shift ECU31 predicts the operation of the driver by the prediction method a and performs the return preparation a as the return preparation.

In the example of fig. 4, when the acceleration becomes equal to or less than the threshold (the deceleration is equal to or more than the threshold) when the vehicle 1 approaches an uphill 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 return preparation. Then, the drive ECU32 maintains the rotation speed difference between the actual rotation speed NE and the converted rotation speed NC 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 the 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, engagement of the forward clutch 221 can be started without waiting for an increase in the actual rotation speed NE of the engine.

In the example of fig. 4, the driver's acceleration operation is predicted and the process proceeds to the return preparation, but the process may also proceed to the return preparation in a manner that other operations such as a brake operation are predicted. For example, the drive ECU32 may predict that the driver will perform the brake operation for a downhill or the like when the (positive) acceleration acquired by the acceleration sensor 45 is equal to or greater than a threshold value.

In the example of fig. 4, the case where the accelerator operation is predicted by ascending a slope is described. However, it is also possible to predict the acceleration operation of the driver and the like caused by the decrease in the speed of the vehicle 1 due to an increase in road surface resistance caused by a bad road, an increase in air resistance caused by a strong wind, and the like, based on the acceleration information. In this case, too, the vehicle 1 may be provided with a gyro sensor, and the acceleration operation of the driver and the like due to a decrease in speed caused by an increase in running resistance due to the turning of the vehicle 1 can be predicted. In this way, when the driver's unexpected deceleration occurs, the responsiveness at the time of the return of the inertia running is also improved by preparing the 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 acquired based on the detection result of the driven pulley rotation sensor or the like, and the acceleration may be obtained from the 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. Fig. 5 shows an example of a case where an uphill slope is approached during execution of the inertia running control. Fig. 5 shows a case where the shift ECU31 predicts the operation of the driver by the prediction method B and performs the recovery preparation B as the recovery preparation.

In the example of fig. 5, the shift ECU31 predicts the operation of the driver (operation at S303) before the vehicle 1 approaches an uphill slope, and increases the idle rotation speed (actual rotation speed NE) of the drive source 10 as a preparation for recovery. This can reduce the return time to the normal running when the accelerator operation by the driver is performed. In addition, in the prediction method B, since the operation by the driver can be predicted before the vehicle 1 approaches an uphill, the idle rotation speed becomes a state that has risen at a point in time when the vehicle 1 enters an uphill. Therefore, even when the driver recognizes an upward slope in front and performs an accelerator operation before approaching the upward slope, the responsiveness of recovery from the inertia running can be improved.

In addition, when the recovery preparation B is performed as the recovery preparation, the difference between the actual rotation speed NE and the converted rotation speed NC at the time point when the recovery is started is larger than that when the recovery preparation a is performed in the recovery preparation. Therefore, in the recovery preparation B, the recovery time is more required 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, since the difference in rotation speed between the actual rotation speed NE and the converted rotation speed NC is reduced as compared with the case where the return preparation B is not performed, the responsiveness to the operation by the driver at the time of the inertia running return can be improved.

In the example of fig. 5, the case where the vehicle 1 is traveling on an uphill slope has been described, but the shift ECU31 may predict the operation of the driver on a downhill slope, a curve, or the like. Further, the shift ECU31 may predict the driver's operation by acquiring information such as the traffic light situation in front of the traveling road, the position and speed of the traveling vehicle around, and the like as information on the traveling environment from the navigation ECU 33.

Further, the prediction method a and the prediction method B, and the recovery preparation a and the recovery preparation B may be appropriately combined or changed. For example, the return preparation B may be performed in a case where the operation by 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, the return preparation a may be performed when the operation by the driver is predicted by the prediction method B, 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 predict the operation of the driver by combining 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, by combining the prediction method a and the prediction method B.

As described above, according to the present embodiment, it is possible to further improve the responsiveness at the time of return from the inertia running mode by predicting the operation of the driver which is a trigger for ending the inertia running control and making a preparation for return to the normal running mode.

< other embodiment >

Fig. 6 is a flowchart showing an example of processing of the shift ECU31 according to another embodiment. For example, by the processor of the shift ECU31 executing a program stored in a storage device. The present embodiment differs from the above-described embodiment in that the operation of the driver is predicted during the inertia running control, but the present embodiment predicts the operation of the driver in addition to the inertia running control, and suppresses the shift to the inertia running control when there is a possibility of an operation. The present flowchart is executed, for example, during running of the vehicle 1. Note that the same structure as that of the above embodiment may not be described.

In S601, the shift ECU31 predicts the operation of the driver, proceeds to S602 if the operation is predicted to be present, and ends the flowchart if the operation is predicted to be absent.

In S602, the shift ECU31 determines whether the 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 the shift to the inertia running control. That is, when the operation by the driver is predicted, the shift from the normal travel to the inertia travel control is not performed. This prevents the vehicle 1 from returning to the normal running mode immediately after the driver's operation although the vehicle shifts to the inertia running control. That is, unnecessary transitions between the inertia running mode and the normal running mode can be suppressed. The processes of S604, S605, and S606 are the same as those of S301, S302, and S304, respectively.

In another embodiment, the control described above may be applied to a vehicle in which the driving of the drive source 10 is stopped during the inertia running. For example, when the operation of the driver is predicted to be a trigger for the return from the inertia running mode, the shift ECU31 may request the drive ECU32 to start the drive source 10 as a return preparation for the drive source 10. For example, the transmission ECU31 may request the drive ECU32 to start the drive source 10 as a preparation for recovery of the drive source 10, and may also request control of the output rotation speed of the drive source 10 as in the preparation for recovery a and the preparation for recovery B.

Further, in another embodiment, the mode of the recovery preparation may be selected based on the result of prediction of the operation by the driver. For example, the recovery preparation a may be performed when priority is given to responsiveness, and the recovery preparation B may be performed when priority is given to reduction of fuel consumption. Examples of cases where priority is given to responsiveness include a case where there is a steep downward slope in the front, a case where the vehicle traveling in the front needs to decelerate suddenly due to sudden braking, and the like. The shift ECU31 may select the return preparation a when it is determined from information from various sensors and the navigation ECU33 that priority is required for responsiveness, and may select the return preparation B otherwise. This can achieve both improvement in responsiveness and reduction in fuel consumption.

< summary of the 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 embodiment,

which is capable of executing an inertia running control for cutting off the power transmission from a drive source (e.g. 10) to a drive wheel (e.g. 27),

the control device is provided with:

a recovery unit (e.g., 31, S302) that performs recovery when a recovery condition from the inertia running control is satisfied;

a prediction means (e.g., 31, S303) for predicting an operation of the driver that causes the establishment of the recovery condition; and

a recovery preparation unit (e.g., 31, S304) that performs a recovery preparation of the drive source when the operation by the driver is predicted by the prediction unit.

According to this embodiment, since the preparation for recovery of the drive source is performed when the operation by the driver is predicted, the responsiveness at the time of recovery 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 on the running environment is gradient information of a running road on which the vehicle runs,

the prediction unit predicts an operation by the driver when the gradient information indicates an upward gradient greater than or equal to a predetermined value ahead in 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 the return from the inertia running.

4. In the above-described embodiment, the recovery condition includes that the gradient information indicates a gradient that is greater than or equal to a second upward gradient that is greater than the first upward gradient.

According to this embodiment, the responsiveness at the time of return can be improved by preparing for return in the case of an upward gradient of such a degree that the inertia traveling control is not ended regardless of the presence or absence of the operation by 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 return preparation unit changes the rotation speed of the drive source when the operation by the driver is predicted by the prediction unit.

According to this embodiment, when the operation by the driver is predicted, the rotation speed of the drive source is changed as a preparation for recovery, so that the increase in the rotation 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 can be further improved.

7. In the above-described embodiments of the present invention,

when the operation by the driver is predicted by the prediction means, the return preparation means maintains the actual rotational speed of the drive source within a predetermined range, and the rotational speed difference between the actual rotational speed and the converted rotational speed obtained by converting the rotational speed of the drive wheel to the rotational speed of the drive source is within the predetermined range.

According to this embodiment, in preparation for return from inertia running, the actual rotational speed of the drive source is maintained so that the rotational speed difference from the converted rotational speed falls within a predetermined range, and therefore the time for reducing the rotational speed difference at the time of return can be reduced. Therefore, the responsiveness at the time of return from the inertia running mode can be further improved.

8. In the above-described embodiments of the present invention,

the recovery preparation unit increases the actual rotation speed of the drive source when the operation by the driver is predicted by the prediction unit.

According to this embodiment, the actual rotation speed of the drive source is increased in preparation for return from the inertia running mode, and therefore the responsiveness at the time of return 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 suppression unit (e.g., 31, S603) that suppresses a shift of the vehicle to the inertia running control,

the suppression unit suppresses transition of the vehicle to the inertia running control when an operation by the driver is predicted in a case where the inertia running control is not executed by the vehicle.

According to this embodiment, unnecessary transitions in 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 when the vehicle executes 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 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 present invention.

Claims

1. A control device for a vehicle capable of executing an inertia running control for cutting off power transmission from a drive source to drive wheels,

the control device is provided with:

2. The control device according to claim 1, characterized in that the prediction unit predicts the operation of the driver based on information about a running environment of the vehicle.

3. The control device according to claim 2,

the prediction unit predicts the operation of the driver when the gradient information indicates a gradient greater than or equal to a first upward gradient ahead of a traveling direction of the vehicle.

4. The control apparatus according to claim 3, characterized in that the recovery condition includes that the gradient information indicates a gradient above a second upward gradient that is greater than the first upward gradient.

5. The control device according to claim 1, characterized in that the prediction unit predicts the operation of the driver based on acceleration information of the vehicle.

6. The control device according to any one of claims 1 to 5, characterized in that the return preparation unit changes the rotation speed of the drive source in a case where the operation by the driver is predicted by the prediction unit.

7. The control device according to claim 6, wherein when the operation by the driver is predicted by the prediction means, the return preparation means maintains the actual rotation speed of the drive source within a predetermined range as a rotation speed difference from a converted rotation speed in a case where the rotation speed of the drive wheel is converted into the rotation speed of the drive source.

8. The control device according to claim 6, characterized in that the return preparation unit increases the actual rotation speed of the drive source when the operation by the driver is predicted by the prediction unit.

9. The control device according to any one of claims 1 to 5,

the control device further has a suppression unit that suppresses a shift of the vehicle to the inertia running control,

10. The control device according to any one of claims 1 to 5,

the vehicle is provided with a continuously variable transmission,

the disconnection of the power from the drive source to the drive wheels when the vehicle executes the inertia running control is performed by a forward clutch of a forward-reverse switching mechanism of the continuously variable transmission.