JP2016034766A - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
JP2016034766A
JP2016034766A JP2014157290A JP2014157290A JP2016034766A JP 2016034766 A JP2016034766 A JP 2016034766A JP 2014157290 A JP2014157290 A JP 2014157290A JP 2014157290 A JP2014157290 A JP 2014157290A JP 2016034766 A JP2016034766 A JP 2016034766A
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JP
Japan
Prior art keywords
deceleration
vehicle
driving force
vehicle control
fastening state
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JP2014157290A
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Japanese (ja)
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JP6353730B2 (en
Inventor
雄希 奥田
Yuki Okuda
雄希 奥田
直之 田代
Naoyuki Tashiro
直之 田代
堀 俊雄
Toshio Hori
俊雄 堀
Original Assignee
日立オートモティブシステムズ株式会社
Hitachi Automotive Systems Ltd
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Priority to JP2014157290A priority Critical patent/JP6353730B2/en
Publication of JP2016034766A publication Critical patent/JP2016034766A/en
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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17Using electrical or electronic regulation means to control braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/182Selecting between different operative modes, e.g. comfort and performance modes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D29/00Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H63/00Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50Signals to an engine or motor
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of providing a coasting travel control for suppressing the degradation of drivability.SOLUTION: A vehicle control device comprises: a driving force source driving a vehicle; driving force transmission means capable of transmitting power of the driving force source to driving wheels and cutting off the transmission of the power to the driving wheels; and demanded deceleration detection means detecting a driver's demanded deceleration, the driver's demanded deceleration being detected at a plurality of timing and the driving force transmission means cutting off the transmission of the power to the driving wheels on the basis of a magnitude relation of the demanded deceleration.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a control device for a vehicle that performs inertial traveling while disconnecting power transmission between a driving force source and wheels during traveling of the vehicle.

  For the purpose of improving the fuel consumption of an automobile, Patent Document 1 discloses a vehicle control apparatus that performs inertial running by automatically stopping the engine by disconnecting power transmission from the engine to wheels during traveling. This control device automatically stops the engine by disconnecting the power transmission from the engine to the wheels when the brake operation amount becomes equal to or greater than the engine stop determination threshold during vehicle traveling, and the brake operation amount is less than the restart determination threshold. If this happens, restart the engine. As a result, coasting can be performed based on the driver's intention by the brake operation to suppress a decrease in vehicle speed and fuel consumption during traveling, thereby improving fuel efficiency.

JP 2013-119776

  If coasting is performed while the vehicle is traveling, it takes time until the power transmission between the engine and the axle is re-engaged, or until the engine is restarted. Here, since the control device of Patent Document 1 performs inertial travel start determination based on whether or not the brake operation amount is once within a predetermined range, there is a high possibility that the driver's acceleration request is generated immediately after the inertial travel start. Even in this case, there is a risk of coasting. Therefore, there is a problem that the drivability of the vehicle is deteriorated, for example, the driver cannot respond to the acceleration request generated immediately after the start of inertial running. In addition, since the control device of Patent Document 1 performs inertial travel stop determination based on whether or not the brake operation amount is once outside a predetermined range, a period in which fuel consumption can be suppressed by continuing inertial travel such as during a pumping brake. Nevertheless, there was a problem of stopping inertial running.

  As described above, once the amount of brake operation enters the predetermined range, it is difficult to predict the change in the subsequent required deceleration, and there is a problem that it is not possible to accurately determine inertial running. .

  The present invention has been made in view of such problems, and its purpose is to accurately determine whether or not to perform inertial running while disconnecting power transmission between the driving force source and the wheel during vehicle running. It is to improve fuel efficiency without impairing the drivability of the vehicle.

  In view of the above-described problems, the vehicle control device of the present invention is a driving force transmission that switches between a driving force source that drives a vehicle and a fastening state and a non-fastening state of a path that transmits power between the driving force source and the wheels. A vehicle control apparatus for controlling a vehicle comprising a mechanism and a requested deceleration detecting unit for detecting a requested deceleration of a driver, wherein the requested deceleration detecting unit at a plurality of timings during a deceleration period of the vehicle The driving force transmission mechanism is controlled on the basis of a plurality of required decelerations detected by the above.

  According to the present invention, the driver's required deceleration change is predicted by determining whether or not to perform inertial traveling based on a plurality of required decelerations detected at a plurality of timings during the deceleration period of the vehicle. Since it is possible to determine whether or not coasting can be performed with high accuracy, the fuel efficiency can be improved without impairing the drivability of the vehicle.

1 is a system diagram showing a configuration of a vehicle control device in an embodiment of the present invention. It is a figure which shows the determination flow of inertial running in embodiment of this invention. It is explanatory drawing of the detection timing of the request | requirement deceleration in 1st embodiment of this invention. It is a figure which shows the request | requirement deceleration change when not providing inertia running in 1st embodiment of this invention, and a detection example. It is a figure which shows an example of the extraction method of the detection timing of the request | requirement deceleration in 1st embodiment of this invention. It is a determination result of whether or not to provide inertial traveling by detection pattern of required deceleration in the first embodiment of the present invention. It is explanatory drawing of the comparison with 1st embodiment of this invention and a comparative example. It is the figure which showed an example of the accelerator stroke in 2nd embodiment of this invention, and the generated torque of an engine. It is a figure which shows an example of the detection result of the request | requirement deceleration in 2nd embodiment of this invention. It is a figure which shows another example of the detection method of the request | requirement deceleration in 2nd embodiment of this invention. It is a figure regarding description of comparison with 2nd embodiment of this invention and a comparative example.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
〔System configuration〕
FIG. 1 is a diagram showing a system configuration showing a configuration of a vehicle control device in an embodiment of the present invention.

  The vehicle 100 has an engine 101 as a driving force source, and a torque converter 102 is provided on the output side of the engine 101. A transmission 103 is connected to the output side of the torque converter 102.

  The engine 101 only needs to be a driving force source that causes the vehicle 100 to travel, and examples thereof include a gasoline engine and a diesel engine. Further, the structure of the engine may be a Wankel rotary engine in addition to the reciprocating engine.

  The engine 101 generates a rotational driving force. The driving force generated by the engine 101 is input to the transmission 103 via the torque converter 102 and transmitted to the wheels 104 at an appropriate gear ratio. An appropriate differential mechanism (not shown) is provided between the transmission 103 and the wheels 104, and the vehicle 100 obtains a traveling driving force when the wheels 104 rotate.

  The vehicle 100 includes a starter 105 that starts the engine 101 and a power generator 106 that supplies electric power to various devices mounted on the vehicle 100. The starting device 105 is a starter motor including, for example, a DC motor, a gear mechanism, and a gear pushing mechanism. The power generation device 106 is an alternator including, for example, an induction generator, a rectifier, and a voltage adjustment mechanism.

  The starter 105 is driven by the electric power supplied from the power source 107, and starts the engine 101 based on the start request. The power source 107 is, for example, a battery, and a lead battery can be preferably used, and various secondary batteries such as lithium ion secondary batteries and capacitors such as capacitors may be used. The power source 107 stores the electric power generated by the power generation device 106 and supplies the electric power to the starter device 105 and vehicle electrical components such as a headlight (not shown) and various controllers.

  Although not illustrated, the power source 107 may include a plurality of batteries, or two power sources may be configured by combining batteries having different characteristics. For example, it is assumed that a capacitor is employed as a power source for driving the starter 105 and power from a secondary battery is supplied to vehicle electrical components. The driving power of the starting device 105 is provided to start the engine 101, and the power of the power generation device 106 can be charged.

The starter 105 and the power generator 106 may each be equipped with devices that achieve individual functions, and a motor generator that integrates these functions into one may be used. Specifically ISG (I ntegrated S tarter G enerator ) connected to the engine 101 by winding mechanism of the belt, ISA (I ntegrated S tarter A lternator) and the like.

  A hydraulic pump 108 is assembled in the engine 101, and operating hydraulic pressure is supplied to the torque converter 102 and the transmission 103. The torque converter 102 amplifies torque and has a clutch mechanism, which is used when traveling at a speed higher than a predetermined vehicle speed (for example, a vehicle speed of about 10 km / h to about 15 km / h can be set as a lockup vehicle speed). Is locked up so that the output shaft of the engine 101 and the input side of the transmission 103 are directly connected, and the relative rotation of these is regulated to reduce the power transmission loss.

  On the other hand, when the clutch mechanism is not locked up, the output shaft of the engine 101 and the input side of the transmission 103 can rotate relative to each other, and the output shaft of the engine 101 rotates even if the rotation of the wheels 104 stops. Therefore, even if the vehicle 100 stops, the rotation can be continued without causing an engine stall.

  The transmission 103 is a continuously variable transmission using a winding transmission mechanism including a belt and a pulley, for example. The transmission 103 includes a starting clutch, primary and secondary pulleys whose groove width is variable by hydraulic control, and a belt wound around them. The primary and secondary pulleys have a substantially conical cone facing each other. By changing the distance between the facing cones, the circumference of the pulley around which the belt is wound is changed to achieve the desired gear ratio. can do.

  The transmission 103 is not limited to the above-described structure, and may be a stepped transmission, or may be configured such that a stepped sub-transmission is used in combination with the above-described continuously variable transmission. .

  In addition to the hydraulic pressure supplied from the hydraulic pump 108, the transmission 103 is also supplied with hydraulic pressure from an electric hydraulic pump 109 that can supply hydraulic pressure regardless of the driving of the engine 101, and the hydraulic pump 108 stops driving. Even when hydraulic pressure cannot be provided, it is possible to compensate for hydraulic oil leakage and maintain the clutch engagement pressure and the pulley gear ratio.

  A configuration in which the hydraulic pump 108 is omitted and all hydraulic pressure is supplied from the electric hydraulic pump 109 is also conceivable. Even in such a case, the present invention can be applied.

  The engine 101 is provided with various controls by a control unit 110. The control unit 110 includes a CPU for executing processing, a primary storage device such as a RAM for storing information being processed, and a secondary storage device such as a ROM for storing programs necessary for processing. An output port for transmitting a control signal to 101 and the like and an input port for receiving a detection signal from the accelerator pedal stroke sensor 112 and the like are provided. The engine 101 is controlled based on the driving operation of the driver, the operating state of the engine 101, and the traveling state of the vehicle 100.

  That is, the control unit 110 includes an operation amount signal for the accelerator pedal 111 output from an accelerator pedal stroke sensor 112 (or an opening sensor) provided for the accelerator pedal 111, and whether or not the brake pedal provided for the brake pedal 113 is operated. A brake on signal from the brake switch 114 for detecting the brake operation amount signal, a brake operation amount signal detected by the master cylinder pressure sensor 116 provided on the brake device 115 generated based on the brake pedal operation amount, and a steering device 117 Rudder angle information from the rudder angle sensor 118, selected shift (or selected gear) information from the shift position sensor 120 provided in the gear shift 119, wheel speed signal based on the wheel speed sensor 121 provided for each wheel (and generated from them) Car speed The average speed of the driven wheel, etc. may be used.), The torque converter status signal from the torque converter 102, the transmission status signal from the transmission 103, and the engine (not shown) Signals such as the coolant temperature supplied to the engine 101, the lubricating oil temperature, the crank angle information of the engine 101, the operating rotational speed information of the engine 101, and the external environment recognition information from the external environment recognition means 122 are input.

  The connection method between the control unit 110 and the various detection means is not limited to this. For example, a dedicated transmission controller (not shown) is connected to the transmission 103, and the control unit 110 is connected via the transmission controller. However, it may be connected indirectly by such a connection method.

  The brake pedal operation amount signal is not limited to the master cylinder pressure sensor 116, and a pedal sensor such as a stroke sensor or an opening sensor that directly detects the pedal operation, such as the accelerator pedal 111, may be used. A pressure sensor for detection may be used, and the present invention is not limited to this as long as the amount of brake operation by the driver can be detected.

  The external environment recognition means 122 is, for example, a radar and has a function of detecting information on a vehicle traveling in front of or behind the own vehicle, or is an imaging device, for example, and optically detects vehicles or obstacles in front of or around the own vehicle. It has a function to detect. In addition, it is an acceleration sensor, for example, and can detect gradient information of the travel path of the vehicle 100.

  The driver operates the vehicle 100 to a desired state by operating the accelerator pedal 111, the brake pedal 113, the steering device 117, and the gear shift 119 described above.

  In the present invention, the driver's required deceleration is extracted from the accelerator operation amount signal or the brake operation amount signal, and based on the magnitude relationship of the detection results of the required deceleration over a plurality of times during the deceleration period of the vehicle, Control of disconnection and engagement of a path for transmitting power between the engine 101 and the wheel 104, such as unlocking of the lockup clutch.

  Further, the engine 101 may be automatically stopped based on the magnitude relationship of the detection results. . In addition to the above, the lockup release of the lockup clutch of the torque converter 102 and the automatic stop of the engine 101 provided by cooperation with the steering angle information, the shift position information, and the external world recognition information are also included.

It should be noted that when the present invention is described in detail, a state in which a path for transmitting power between the engine 101 and the axle is disconnected, such as at least unlocking of the lockup clutch, and the vehicle speed is not zero is called inertial running. Define.
[Inertia running process]
Inertia traveling in the present invention is achieved by releasing the lockup of the lockup clutch provided in the torque converter 102 so that the output shaft of the engine 101 and the input side of the transmission 103 can rotate relative to each other.

  If the lock-up is released, the vehicle 100 can continue traveling with the inertial force generated by traveling even when the engine 101 is stopped. Even if the engine 101 is not stopped, the fuel consumption can be reduced by operating at a low speed while suppressing the rotational speed of the engine 101 to, for example, the idling rotational speed.

  Whether the engine 101 is to be stopped or operated at a low speed by idling or the like in the inertial running state is selected by an appropriate method in carrying out the invention.

  For example, when the required deceleration is detected based on information obtained from the brake pedal 113, the lockup vehicle speed can be used for the automatic stop determination of the engine 101.

  Based on the detection result of the wheel speed sensor 121, the traveling speed of the vehicle 100 is detected, and this is compared with the lockup vehicle speed. When the vehicle 100 is traveling at a speed higher than the lockup vehicle speed, there is a high possibility that the accelerator operation is performed after the brake operation and acceleration is performed, and the engine 101 performs a low-speed operation such as idling during inertial traveling and waits. When the vehicle speed is lower than the lockup vehicle speed, it is considered that the driver is likely to stop the vehicle 100. In such a case, the engine 101 is automatically stopped, and the engine 101 is kept stopped even after the vehicle 100 is stopped, so that it can be operated as an idling stop vehicle.

  If the vehicle speed is higher than the lockup vehicle speed, a fuel cut that stops the fuel supply to the engine 101 with the lockup clutch of the torque converter 102 locked up is performed. Driven through the transmission 103 and the torque converter 102, the engine 101 can continue to rotate without fuel supply.

  If the vehicle speed is about the lock-up speed, it becomes difficult to keep the engine at idling speed without supplying fuel, so it is necessary to continue the rotation by supplying fuel. Such a fuel cut limit vehicle speed may be used for the automatic stop determination of the engine 101.

  In this way, fuel consumption is reduced by fuel cut according to the vehicle speed before coasting is supplied, and the engine 101 is automatically stopped when the vehicle speed falls below such limit during coasting. However, fuel consumption can be reduced by shifting to idling stop continuously after the vehicle stops.

  In the first embodiment, an embodiment in which the master cylinder pressure detected by the master cylinder pressure sensor 116 is detected a plurality of times at different timings as a required deceleration and used will be described in detail. Note that the processing described in the following embodiments may be performed by the control unit 110 or a dedicated transmission controller (not shown) for controlling the transmission 103.

  The brake switch 114 detects that a brake operation has been performed and outputs a brake on signal. During the output period of the brake on signal, it means a deceleration period of the vehicle based on the brake operation. Further, the master cylinder pressure changes with the braking force generated by the brake device 115 based on the driver's brake pedal operation. Therefore, it is possible to use the master cylinder pressure during the brake-on signal output period as the driver's required deceleration. The greater the master cylinder pressure, the greater the driver's required deceleration, and vice versa. Can also be determined to be smaller.

  Specifically, when the brake pedal is depressed, the master cylinder pressure increases. Therefore, the differential value is a positive value. On the other hand, if the brake pedal is returned, the master cylinder pressure decreases. Therefore, the differential value becomes a negative value.

  In this way, it is possible to detect that the brake operation has been performed by checking the sign of the differential value. Further, it can be seen that when the differential value is zero, the master cylinder pressure is constant.

  The determination flow for Example 1 is shown in FIG.

  In the first embodiment, after the control is started (S200), the detection of the brake pedal operation is waited (S201). When the brake operation is detected, the process proceeds to the next step (S202), and master cylinder pressures BP1 and BP2 are acquired. Specifically, the first master cylinder pressure BP1 is acquired at a detection timing T1, which will be described later (S204), and the master cylinder pressure BP2 is acquired at a subsequent timing T2.

  Thereafter, in S208 from S207, it is determined whether or not coasting is possible, and based on the determination result, coasting prohibition processing (S209) or coasting permission (S210) is executed.

A method of detecting the required deceleration using the master cylinder pressure will be described in detail with reference to FIG.
FIG. 3 is a time chart, (a) is the brake switch 114, (b) is the master cylinder pressure detected by the master cylinder pressure sensor 116, (c) is the differential value of (b), and (d) is the vehicle 100. It shows the change in vehicle speed.

  When it is the timing when the driver steps on the brake and then the weak braking is performed to release the brake, the differential value of the master cylinder pressure when the brake is depressed is as shown in FIG. Decrease after increasing. That is, the waveform is convex upward. Conversely, at the timing of transition to weak braking, it increases after decreasing. That is, the waveform is convex downward.

  Here, the timing at which the differential value of the master cylinder pressure is positive and increases and then starts to decrease is the first timing T1, and the timing at which the differential value of the master cylinder pressure is negative and then decreases and then increases is the first timing T1. Second timing.

  In the present embodiment, as an example of the condition for determining whether or not the inertia traveling is possible, the master cylinder pressure BP1 detected at the first timing T1 is compared with the master cylinder pressure BP2 detected at the second timing T2, and BP1> BP2. In the meantime, I tried to run inertia. As a result, coasting is performed at the time of weak braking when the master cylinder pressure is reduced, so that the engine brake lowers due to the release of the lockup based on the decrease in the brake operation amount of the driver, and the drivability deteriorates. Can be suppressed.

  In addition, for example, when a traveling vehicle decelerates and travels at a creep vehicle speed, in a scene where the vehicle travels while suppressing the creep torque generated by the engine with a brake, inertial traveling is provided at an early stage. Consumption can be suppressed.

  Furthermore, the inertial running condition may be limited so that inertial running is performed when BP1> BP2 and BP2 is not zero. When the master cylinder pressure detected at the second timing T2 is zero as shown in FIG. 4B, the brake pedal is completely released, and the weak braking is not performed. Therefore, there is a possibility that a change to the accelerator pedal (re-acceleration request) occurs at time tA as shown in FIG. In such a case, if the lockup of the lockup clutch of the torque converter 102 is released, it is impossible to accelerate following the driver's accelerator pedal operation. It is done.

  Further, as described above, it is possible to identify whether or not the vehicle 100 is capable of coasting by the combination of the master cylinder pressure and the brake switch, and when coasting is possible, it is possible to provide the driver with coasting without a sense of incongruity. . In the above-described weak braking scene, coasting is provided when the driver performs an operation in a direction that decreases the amount of brake operation (that is, as a result of the driver's driving operation), which makes the driver feel uncomfortable. There is no fear and it is possible to provide coasting favorably.

  In addition, after the driver has stepped on the brake, if additional braking is performed to gradually increase the amount of brake operation, it is considered that the driver places importance on the braking force of the vehicle, and inertial driving If this is allowed, an unintended change in the feeling of deceleration occurs. In such a driving scene, it is desirable not to perform inertial running and stop the engine in preparation for securing the negative pressure of the brake booster or operating the ABS or the like. Therefore, when the driver is performing the above-described additional braking, it may be determined not to permit inertial running.

  Next, the required deceleration detection timing based on the master cylinder pressure will be described in detail with reference to FIG. While the driver is operating the brake, the master cylinder pressure also varies, and the greater the driver operates the brake pedal, the greater the variation in the master cylinder pressure.

  It is difficult for the driver to always operate the brake pedal with the same force due to vibration accompanying the traveling of the vehicle 100, and the master cylinder pressure may be pulsating. In such a case, the differential value of the master cylinder pressure also pulsates due to noise caused by pulsation, and it may be assumed that erroneous determination will occur if the timing described with reference to FIGS. 3 and 4 is set.

  Therefore, in order to avoid erroneous detection due to fluctuations in the differential value such as noise, timing detection is performed as shown in FIG. 5B, for example, so that the determination can be made only when the brake pedal 113 is operated at a certain amount or more. A threshold value may be provided. By setting a threshold value for the differential value of the master cylinder pressure detected when the brake is depressed and operated in the return direction, it is detected that a certain brake pedal operation has been performed, and the first and second The timing can be as follows. In addition to the threshold for detecting the timing, a threshold for detecting the depression / returning speed of the brake pedal can be provided.

  Moreover, the brake-on signal by the brake switch 114 can be used for the first timing detection of the required deceleration change over a plurality of times. For example, it is assumed that the determination is newly redone as the first timing from the operation following the break of the brake-on signal.

  Also, a case where a brake-on signal is intermittently output within a short time, such as a so-called pumping brake, is assumed. In such a case, a waiting time may be provided until the determination is restarted after the brake-on signal is interrupted. Such a waiting time is suitably within 3 seconds, and 2 seconds until 0.5 seconds. It is more appropriate to set between the two.

  In addition, as a condition for stopping inertial traveling, for example, when inertial traveling is provided, when the brake-on state is no longer detected by the brake switch 114, or a master cylinder pressure exceeding the master cylinder pressure detected at the first timing is detected. If so, the coasting is terminated. At the end of inertial running, the lockup clutch is engaged, and when the engine 101 is automatically stopped, the engine 101 is restarted.

  If the brake is not turned on, the driver may step on the accelerator pedal for acceleration, and it is necessary to prepare for acceleration. An increase in the master cylinder pressure means an increase in the required deceleration, and it is necessary to engage the clutch to restart the engine and maintain the traction in preparation for securing the negative pressure of the brake booster and the operation of ABS etc. It becomes.

  In addition to the brake on determination by the brake switch 114, the inertial traveling may be continued until the accelerator pedal 111, the steering device 117, and the gear shift 119 are operated regardless of the brake on determination. When the brake switch 114 is turned off, the driver may be able to select whether to end the inertia running or to end the inertia driving after the accelerator pedal 111 is operated.

  In addition, an example of the inertia travelability condition will be described in detail. The inventors have found that it is possible to more favorably determine whether or not the inertial running can be performed by organizing according to combinations of a plurality of master cylinder pressures and their differential values acquired at different timings during a brake-on output period by the brake switch 114. A combination example is shown in FIG.

  The step-up side threshold value in the table of FIG. 6 is an index of the brake pedal depression speed described with reference to FIG. 5, and if it exceeds this, it means that the brake pedal has been depressed quickly. Similarly, the return side threshold value in the table is an index of the return speed of the brake pedal described in FIG. Below this, it means that the brake pedal was returned quickly.

  The index of the speed at which the brake pedal is increased and the speed at which the pedal is returned is not limited to the differential value described with reference to FIG. 5, for example, two master cylinder pressure gradients detected at predetermined time intervals, And the aspect ratio of the master cylinder pressure axis. In order to obtain the differential value, inclination, etc., it is preferable to use the master cylinder pressure detected at least at two timings.

  In the table, a circle mark (O) is marked when corresponding to any of the indicators, and a cross mark (X) is marked when not corresponding. In addition, a circle (◯) is marked when coasting is possible in the pattern, and a cross (×) is marked when coasting cannot be provided.

  No. The 1 pattern does not provide coasting. The change amount (speed) of the operation amount of the brake pedal detected at T1 and T2 exceeds a predetermined value, which indicates that the pedal operation is largely performed. In addition, since the required deceleration at the second timing T2 is zero, it is considered that the brake pedal described above has been completely (and quickly) returned, and there is a high possibility that pedal depression will occur. Inertia should not be offered.

  No. In the second pattern, coasting can be provided. This is a scene where weak braking is performed as described above, and a case where the vehicle speed is gradually decreased following the preceding vehicle or a scene where the vehicle is running while canceling the creep torque just before stopping is assumed.

  No. The 3 pattern does not provide coasting. This is the situation where the driver requires a greater deceleration than the initial deceleration. Therefore, inertial running should not be provided in preparation for operations such as ABS and traction control.

  No. 4 and no. 5 can provide coasting. The traveling speed of the vehicle 100 has been sufficiently reduced. 4 is a scene where the brake pedal is slowly released. No. In No. 5, it is assumed that the brake pedal is slowly returned to make a weak braking, Same as 2.

  No. The 6 pattern does not provide coasting. This is no. A scene similar to 3 is assumed. Therefore, it is not appropriate to provide coasting when the master cylinder pressure relationship is PB1 <PB2. No. 9 and no. Twelve patterns also do not provide inertial running.

  No. The pattern No. 7 is No. 7. Same as 1, does not provide coasting.

No. 8, no. 10 and No. Eleven patterns can provide coasting.
In Example 1, although it classified into 12 patterns, this invention is not limited to this, Even if it subdivided more, the partial classification result may be abbreviate | omitted.

  In the table of FIG. 6, an example is shown in which the inertial propriety is determined based on the combination of the speed at which the brake pedal is stepped on, the speed at which the pedal is returned, and the magnitude relationship between the master cylinder pressures at T1 and T2. It may be determined whether or not the inertial running is possible using only the stepping-up speed and the stepping-back speed. Even if only the speed at which the brake pedal is stepped on or the speed at which the pedal is returned is used, it is possible to determine the possibility of pedal depression or the possibility of weak braking.

  In view of the above, the effects of the present embodiment will be described with reference to comparative examples. FIG. 7 is a time chart showing the inertial running control of the comparative example and Example 1. In the comparative example, as shown in FIG. 7B, the master cylinder pressure is detected, and inertial running is permitted when the master cylinder pressure is within a predetermined value range (between ULBP leading to LLBP).

  As shown in FIG. 7A, the driver performs the pumping brake between the times P1 and P2. In this embodiment, between times P1 and P2, by detecting interruption of the ON signal of the brake switch 114 and performing the determination again, provision of inertial traveling due to erroneous determination is avoided.

  On the other hand, in the comparative example, coasting is permitted once the master cylinder pressure enters the range of the predetermined value even during the pumping brake from the time P1 to the time P2, and unnecessary coasting is provided by erroneous determination. It is also conceivable that the sensuality of is worse.

  Moreover, as shown in FIG.7 (e), in the comparative example, inertial running is stopped when it comes out of the range of a threshold value. On the other hand, in this embodiment, after starting inertial running, the brake switch is turned off or the vehicle stops at a master cylinder pressure equal to or higher than the master cylinder pressure that is the requested deceleration detected at the first timing (the vehicle speed is zero). ) Is not reached, and it is possible to suppress stopping the inertia running immediately after the start of the inertia running.

  As described above, in this embodiment, inertial running is not permitted only when the master cylinder pressure once enters the range of the predetermined value, and inertial running is performed when the master cylinder pressure detected at a plurality of different timings satisfies the predetermined condition. Allow. Therefore, it is possible to extract driving scenes where the driver's intention to decelerate such as weak braking is likely to last for a relatively long time.In other words, it is possible to determine inertial driving in consideration of the time change of the deceleration intention. Inertia running in a short period can be suppressed.

  In the first embodiment, an example in which the master cylinder pressure is mainly detected twice has been shown. However, the idea of the present invention is to detect the driver's required deceleration several times and perform inertial driving according to the magnitude relationship. Therefore, there is no problem even if two or more detections are made.

  For example, when the master cylinder pressure BP3 detected at the third detection timing subsequent to the second detection timing is larger than the master cylinder pressure BP1 detected at the first timing and BP3> BP1, the coasting is stopped. It is possible to provide said control.

  The third timing may be the time point when the master cylinder pressure becomes larger than PB1 in addition to using the differential value of the master cylinder pressure described so far, and the timing detection method may not be the same method for all detection opportunities. .

  The first and second timings are expedient, and the past detection among the multiple detections is the first, and the detection closer to the present is the second. Therefore, for example, detection is performed 10 times in total, the second detection may be the first timing, the seventh detection may be the second timing, and the average value of the first five times is the first timing. A typical operation is also assumed. The above is an example, and the number of measurements and the number of measurements to be employed are not limited to this.

  Further, the master cylinder pressure has been described in detail as an example. However, the present invention is not limited to this as long as the brake operation amount can be detected, and the wheel cylinder pressure and the brake pedal stroke may be used as the brake operation amount detection means. May be read as wheel cylinder pressure or brake pedal stroke. In addition, an appropriate filtering process may be performed on the measurement result such as the master cylinder pressure and used for the determination.

  In Example 1, the comparison result between the differential value of the master cylinder pressure and the threshold value was used as the detection timing of the required deceleration. Each threshold value is set to a fixed value as a fixed value, but this threshold value may be set to the same value in the stepping direction and the returning direction or may be different. It is also possible to set a predetermined value in advance as in the first embodiment, and to make it variable based on the traveling speed of the vehicle 100 based on the wheel speed sensor 121, the gear ratio of the gear shift 103, and engine speed information. May be.

  For example, when the traveling speed of the vehicle 100 based on the wheel speed sensor 121 is used as a reference, when the traveling speed is low, the amount of operation and the operating speed of the brake pedal are smaller than when traveling at high speed. Therefore, it is possible to provide a determination corresponding to the amount of operation of the brake pedal that occurs more frequently when the absolute values of the positive and negative threshold values are set relatively small.

  In addition, the master cylinder pressure is continuously measured, and when the measurement result obtained at each calculation cycle of the controller or the like is the same as or increased from the previous value, the master cylinder pressure is detected as the first timing. The master cylinder pressure may be detected as the second timing until the measured value is the same as the previous value or until it starts increasing until it starts to decrease, or until it becomes 0, at the time when it starts to decrease. This eliminates the need to calculate the differential value, thereby reducing the calculation load on the controller.

  Note that a clock may be installed in the controller or the like, and the first and the subsequent predetermined time may be set as the second timing until a predetermined time elapses after the brake-on signal is detected. In such a case, the predetermined time set as the first and second timings may be the same time or different. The value may vary based on the traveling speed of the vehicle 100 based on the detection result of the wheel speed sensor 121 or the information on the engine speed.

  The second embodiment will be described in detail with respect to an embodiment in which the accelerator pedal operation amount is used for detecting the required deceleration. The accelerator pedal 111 is operated most when accelerating the vehicle 100, but this can be used as a required deceleration by detecting an operation amount for returning the pedal.

  FIG. 8 schematically shows the relationship between the accelerator pedal stroke and the torque generated by the engine 101. There is a region where a negative torque, that is, a feeling of deceleration, is generated by changing the pedal stroke with respect to the engine speed. After the driver depresses the accelerator pedal 111 and accelerates the vehicle 100 to a desired vehicle speed, when the accelerator pedal 111 is returned, the torque generated by the engine 101 becomes equal to or less than the torque for maintaining the vehicle speed so that it acts like an engine brake. Thus, the engine 100 is rotated by the inertial force of the vehicle 100.

  The relationship as shown in FIG. 8 is a map or a function expression in which the relationship between the engine speed of the engine 101 and the generated torque is preliminarily stored in the ROM in the control unit 110 as the characteristics of the engine 101 of the vehicle 100. , As given by the model.

  As shown in FIG. 8, based on the accelerator pedal stroke and the engine speed, the displacement amount of the pedal stroke when the generated torque is positive (acceleration region) and the displacement amount of the pedal stroke when the generated torque is negative (deceleration region) By detecting and comparing these, it was decided to determine whether or not inertial running is possible.

  When the driver controls the vehicle 100 to decrease to a desired vehicle speed, if there is a pedal stroke in the acceleration region in FIG. 8, the pedal stroke is immediately decreased to the deceleration region. The pedal stroke changes greatly or quickly.

  On the other hand, when approaching the desired vehicle speed, the pedal stroke is increased or kept constant in the deceleration region.

  Based on this relationship, as shown in FIG. 9, the pedal stroke is detected a plurality of times at a certain time interval, and the detection result of the pedal stroke for the past 10 steps, for example, is used to calculate the linear density of the detection result in the pedal stroke.

  Taking FIG. 9 as an example, the result of detecting the pedal stroke in the acceleration region, that is, the result of detecting the required acceleration several times during the acceleration period of the vehicle is the point from 7 to 10 in the figure, and the distance of L1 There are four distributions between them, and the density is 4 / L1. On the other hand, the detection result of the pedal stroke in the deceleration region, that is, the result of detecting the required deceleration during the deceleration period of the vehicle a plurality of times is distributed at a distance of L2 at points 1 to 6 in the figure, and the density Is 6 / L2. In the example of the figure, the distribution distance has a relationship of L1> L2 and the number of points is 6> 4. Therefore, the density of the detection results of the pedal stroke in the deceleration region is high, and at least the latest detection point is the deceleration region. Alternatively, coasting is provided when the generated torque is near the zero point and the linear density on the deceleration side is equal to or greater than that on the acceleration side. The zero point of the generated torque is a generated torque of the engine 101 that does not accelerate or decelerate the vehicle 100, and the vicinity of the zero point is in a region where the 10Nm generated torque changes from this torque to 5Nm in absolute value.

  If the pedal stroke enters the acceleration range after inertial travel is provided, inertial travel is stopped for acceleration. On the other hand, if the pedal stroke becomes zero after the inertial travel is provided, the inertial travel is continued. To.

  Although the method for obtaining the line density has been described with reference to FIG. 9, as shown in FIG. 10, coasting can also be performed by changing the acceleration region and the region to be detected as the deceleration region and comparing the number of detection results in that region. It can be used for determination. In the case of FIG. 10, the measurement points 2 and 3 and 10 are excluded from the determination, and the remaining points 1 and 4 to 6 are compared with the number of points 7 to 9. In this case, the number of points in the deceleration side region is large, and coasting is provided.

  In addition, the numbers attached to the points in the figure indicate the more recent measurement results as the numbers are younger. If the point measured as 1 is outside the deceleration region, the density and number of the measurement points is the number of coasting Even if the conditions are met, the provision of inertial running is suppressed. This is because the driver's requested deceleration changes before the judgment timing, and if one detection point is in the acceleration region, it is judged that the deceleration request is lost and the acceleration operation is being performed, and the negative torque is greatly reduced. This is because if it is detected at the point where it occurs, it is determined that deceleration by engine braking is being requested.

  The point for this determination is not limited to one detection point, but the most recent several points may be used, or any number of points less than all the measurement points may be used.

  An arbitrary value can be set for the detection interval of the accelerator stroke. For example, an integer multiple of the control cycle of the control unit 110 may be set. As such an interval, 1000 milliseconds up to 10 milliseconds is appropriate, and 500 milliseconds up to 50 milliseconds is more appropriate and should be set to about 100 milliseconds.

  9 and 10 exemplify detection results of 10 points, the number of detection points is not limited to this, and an arbitrary value can be set. It is preferable to set a number in which all measurement points are distributed over 5000 milliseconds up to 100 milliseconds, and it is more appropriate to use detection results of about 5 to 500 points. If the number of points is smaller than this, there is a problem in the determination accuracy. If more points are set, the calculation resource of the control unit 110 may be affected.

  Also, as shown in FIG. 10, when only the detection points distributed in an area with a pedal stroke are targeted, it is necessary to include a certain number or more of measurement points counting the number of all measurement points. Operations that add restrictions such as conditions are also assumed.

  Although the engine speed is used in the second embodiment, the present invention is not limited to this, and the input shaft speed of the transmission 103 obtained from the wheel speed 121 and the transmission gear ratio may be used. By using the input shaft speed of the transmission 103, it is possible to determine whether the pedal stroke is in the acceleration region or the deceleration region even if the engine 101 is stopped. Because of this, coasting can be terminated.

  In the second embodiment, the range of the acceleration region and the deceleration region with respect to the accelerator stroke is fixed, but this may be variable, for example, the region may be variable based on the vehicle speed. As the vehicle speed increases, it is thought that there will be more scenes that expect engine braking due to accelerator off, so by reducing the deceleration area, the driver can better provide engine braking in situations where engine braking is expected. be able to.

  In the second embodiment, a method of providing inertia running based on the accelerator stroke is shown. The effect of the present application will be described using a comparative example that provides inertial running when the state where the accelerator pedal is not operated continues for about 1 second with reference to FIG. In the comparative example, coasting is provided when the state where the accelerator pedal is not operated continues for about 1 second. Therefore, the engine brake acts in the meantime, and not only the vehicle speed decreases and the fuel consumption deteriorates, but also the inertial driving is provided during the engine braking against the driver's accelerator operation, which may give the passenger an uncomfortable feeling. .

  On the other hand, in the embodiment, by detecting that the accelerator pedal is gently returned before the engine brake is generated and providing inertial driving, there is no sense of incongruity to the occupant and the inertial driving with little decrease in the vehicle speed is performed. Can be provided.

  An embodiment for coordinating the shift position sensor 120 will be described in detail.

  In addition to the configurations shown in the first and second embodiments, for example, in the case of a vehicle equipped with a continuously variable transmission or an automatic stepped transmission, the L2 and L1 are set from the drive range after providing inertial running. If the shift is operated to a range that requires engine braking to be stronger, coasting is stopped and engine braking is generated. Such a scene is assumed to enter a downhill or the like in a coasting state.

  Conversely, when the accelerator pedal, the brake pedal, and the steering device are not operated and the engine brake is switched to a drive range from a range that requires so-called L1 or L2, the driver's required deceleration decreases. Because it is determined that the vehicle has been stopped, the inertial running that has been stopped can be resumed.

  Other configurations are the same as those in the first and second embodiments.

The Example which cooperates the wheel speed sensor 121 is explained in full detail.
The vehicle 100 can be turned not only forward and backward, but also in the direction requested by the driver by the steering device 117. When the vehicle 100 causes a side slip during turning, a side slip prevention control is generated by a side slip prevention device (not shown). At this time, the skid prevention device cooperates with an ABS device and a traction control system (not shown) to maintain the running stability of the vehicle 100. Therefore, it is not appropriate to provide coasting in such a case, and it is necessary to end coasting in preparation for these controls. If the operation amount of the steering device 117 by the rudder angle sensor 118 exceeds a predetermined value, the coasting is terminated. The operation amount is, for example, a steering operation angle detected by the steering angle sensor 118.

  Other configurations are the same as those in the third embodiment.

  The Example which cooperates the steering angle information by the steering angle sensor 118 is explained in full detail.

  It can be detected by the wheel speed sensor 121 that the vehicle 100 is traveling on a low μ road. For example, the speed difference between the left and right wheels 104 and the front and rear wheels 104 can be detected, and when the speed difference is greater than or equal to a predetermined position, it can be detected that the wheels are idling. When traveling on a low μ road, it is expected that the above-mentioned skid prevention device and ABS will operate more frequently. Therefore, if it is detected in advance that the vehicle is traveling on such a low μ road, inertia It is desirable to change the control such as prohibiting traveling.

  Other configurations are the same as those in the fourth embodiment.

  The Example which cooperates external world recognition information is explained in full detail.

  The outside world recognition unit 122 detects a preceding vehicle or an obstacle ahead of the host vehicle. When a preceding vehicle is recognized in front of the host vehicle, it is considered that the host vehicle is traveling following the preceding vehicle. Therefore, coasting is provided based on the relationship between the preceding vehicle and the host vehicle.

  When the host vehicle keeps approaching the preceding vehicle or obstacle, there is a possibility that the driver must avoid them by sudden braking or sudden steering. Providing coasting in such a case is not preferable because it may cause problems in the operation of the ABS, the traction control system, and the like.

  Further, when traveling on a congested road or the like, it may be assumed that the distance from the preceding vehicle approaches and the vehicle is traveling at a low speed by a gentle brake or accelerator operation. If coasting is provided in such a case, there is a possibility that the driver may feel uncomfortable such as repeated engine stop / restart and loss of creep torque due to clutch disengagement, which may increase fuel consumption. No.

  Therefore, if an obstacle or a preceding vehicle is detected within, for example, 20 meters ahead by the outside recognition means 122, provision of inertial running is suppressed. The forward 20m is an example, and may be variable depending on the traveling speed of the vehicle 100. For example, when traveling at a speed of 30 km / h or more, an operation of setting a distance to suppress inertial traveling to 10 m is assumed. .

  In some cases, approach to a preceding vehicle may be permitted in a state where inertial running is already provided. In such a case, the inertial running may be continued until the automatic brake is provided by the existing collision avoidance system or the pre-crash safety system (or until immediately before). By doing so, it is possible to increase inertial driving opportunities and suppress fuel consumption.

  Other configurations are the same as those in the fifth embodiment.

  The collision avoidance system and the pre-crash safety system can be applied with the existing technology as they are, and the description thereof is omitted here.

  An embodiment in which an acceleration sensor is used for the outside recognition means 122 to cooperate with this will be described in detail.

  The gradient of the travel path of the vehicle 100 can be detected by the acceleration sensor. When the vehicle 100 climbs or descends a steep slope of 8% or more, for example, the provision of coasting is suppressed. If coasting is provided when climbing a steep slope, the vehicle speed may decrease rapidly, and fuel consumption may increase due to frequent switching of coasting. Providing inertial running even when going down is not preferable because the chance of applying the engine brake is reduced and the foot brake is frequently used, which may lead to a dangerous state such as vapor lock.

  The method for detecting the gradient by the acceleration sensor is not particularly limited, and a conventionally known method can be used. Other configurations are the same as those in the sixth embodiment.

  The above-described examples show the best embodiment of the present invention, and are not necessarily characterized by including all the described configurations, and are not limited to the configurations of the described embodiments. . It is possible to replace a part of one embodiment with another embodiment, and it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment unless the characteristics are significantly changed.

DESCRIPTION OF SYMBOLS 100 ... Vehicle, 101 ... Engine, 102 ... Torque converter, 103 ... Transmission, 104 ... Wheel, 105 ... Starter motor, 106 ... Alternator, 107 ... Battery 108 ... Hydraulic pump, 109 ... Electric hydraulic pump, 110 ... Control unit, 111 ... Accelerator pedal, 112 ... Accelerator pedal stroke sensor, 113 ... Brake pedal, 114 ... Brake switch, 115 ... Brake device, 116 ... Master cylinder pressure sensor, 117 ... Steering device, 118 ... Steering angle sensor, 119 ... Shift lever, 120 ... Shift position sensor, 121... Wheel speed sensor, 122.

Claims (16)

  1. A driving force source for driving the vehicle;
    A driving force transmission mechanism that switches between a fastening state and a non-fastening state of a path for transmitting power between the driving force source and the wheels;
    A vehicle deceleration control device that controls a vehicle including a requested deceleration detection unit that detects a requested deceleration of a driver;
    The vehicle control apparatus, wherein the driving force transmission mechanism is controlled based on a plurality of requested decelerations detected by the requested deceleration detecting unit at a plurality of timings during a deceleration period of the vehicle.
  2.   2. The vehicle control device according to claim 1, wherein the driving force when a plurality of requested decelerations detected by the requested deceleration detecting unit at a plurality of timings during a deceleration period of the vehicle satisfy a predetermined magnitude relationship. A vehicle control device that switches between a fastening state and a non-fastening state of a transmission mechanism.
  3.   3. The vehicle control device according to claim 2, wherein when the driving force transmission mechanism is in a non-engaged state, a plurality of demand reductions detected by the demand deceleration detection unit at a plurality of timings during a deceleration period of the vehicle. A vehicle control device that automatically stops and restarts the driving force source based on speed.
  4.   4. The vehicle control device according to claim 3, wherein the required deceleration detection unit detects a driver's required deceleration based on at least one of a master cylinder pressure, a wheel cylinder pressure, and a brake pedal stroke, and A first required deceleration detected at a first timing during a deceleration operation period of the vehicle, and a second requested deceleration detected at a second timing after the first timing during the deceleration operation period; , Wherein the driving force transmission mechanism is switched from the engaged state to the non-engaged state when the second required deceleration is smaller than the first required deceleration. .
  5.   5. The vehicle control device according to claim 4, wherein when the second required deceleration is zero, the driving force transmission mechanism is not switched from a fastening state to a non-fastening state. .
  6.   2. The vehicle control device according to claim 1, wherein the required deceleration detector detects a driver's required deceleration based on at least one of a master cylinder pressure, a wheel cylinder pressure, and a brake pedal stroke, and A plurality of timings are set based on a differential value of a detection value by the required deceleration detection unit.
  7.   The vehicle control device according to claim 6, wherein the plurality of timings are set based on a comparison between the differential value and a predetermined threshold value, and the predetermined threshold value is determined based on an operating state of the vehicle or the power source. A vehicle control device characterized by being variable based on the above.
  8.   The vehicle control device according to claim 6, wherein the plurality of timings are set based on a brake operation on signal.
  9.   4. The vehicle control device according to claim 3, wherein the required deceleration detection unit detects a driver's required deceleration based on an operation amount of an accelerator pedal and detects the deceleration at a predetermined interval during a deceleration period of the vehicle. A vehicle control device that switches the driving force transmission mechanism from a fastening state to a non-fastening state based on a distribution of detection results of required deceleration.
  10.   The vehicle control device according to claim 9, wherein the accelerator pedal operation amount is divided into a plurality of operation amounts, the number of detected detections of detection points for each region is obtained, and the number of detection points is determined based on the magnitude relationship of the detection numbers. A vehicle control device that switches a driving force transmission mechanism from a fastening state to a non-fastening state.
  11. The vehicle control device according to claim 10, wherein an accelerator pedal operation amount is divided into a plurality of operation amounts, a line density of detection points for each region is obtained, and the plurality of divided regions are at least an acceleration region. , When the number of detections in the deceleration region or the line density is large, the driving force transmission mechanism is switched from the fastening state to the non-fastening state, and when the latest detection result is in the acceleration region, A control device for a vehicle, wherein the driving force transmission mechanism is not switched from a fastening state to a non-fastening state.
  12.   4. The vehicle control device according to claim 3, wherein the automatic stop of the driving force source is suppressed when the steering angle amount is a predetermined position or more based on a detection result of the steering angle information. apparatus.
  13. The vehicle control device according to claim 3, wherein the vehicle control device suppresses automatic stop of the driving force source based on shift position information.
  14. 4. The vehicle control device according to claim 3, wherein when the wheel speed of a wheel is different from a wheel speed of another wheel by a predetermined position or more based on a detection result of the wheel speed, the driving force source is automatically stopped. A control apparatus for a vehicle, characterized in that it is suppressed.
  15. 4. The vehicle control device according to claim 3, wherein the driving force source is prevented from being automatically stopped based on external environment recognition information of the vehicle. 5.
  16. A driving force source for driving the vehicle;
    A driving force transmission mechanism that switches between a fastening state and a non-fastening state of a path for transmitting power between the driving force source and the wheels;
    A vehicle deceleration control device that controls a vehicle including a requested deceleration detection unit that detects a requested deceleration of a driver;
    Any one of a differential value obtained from at least two required decelerations detected by the required deceleration detection unit at at least two timings during the deceleration period of the vehicle, an inclination, or an aspect ratio between the time axis and the required deceleration axis A vehicle control device that controls the driving force transmission mechanism based on the driving force transmission mechanism.
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