JP2016141288A - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
JP2016141288A
JP2016141288A JP2015019224A JP2015019224A JP2016141288A JP 2016141288 A JP2016141288 A JP 2016141288A JP 2015019224 A JP2015019224 A JP 2015019224A JP 2015019224 A JP2015019224 A JP 2015019224A JP 2016141288 A JP2016141288 A JP 2016141288A
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Japan
Prior art keywords
control
accelerator opening
free
state
zero
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JP2015019224A
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Japanese (ja)
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JP6428324B2 (en
Inventor
朋亮 ▲柳▼田
朋亮 ▲柳▼田
Tomoaki Yanagida
伊藤 良雄
Yoshio Ito
良雄 伊藤
種甲 金
Shuko Kin
種甲 金
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トヨタ自動車株式会社
Toyota Motor Corp
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Priority to JP2015019224A priority Critical patent/JP6428324B2/en
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    • 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
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18072Coasting
    • 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
    • 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
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18072Coasting
    • B60W2030/1809Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • 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
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/06Combustion engines, Gas turbines
    • B60W2510/0676Engine temperature
    • 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
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/10Change speed gearings
    • B60W2510/107Temperature
    • 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
    • B60W2520/00Input parameters relating to overall vehicle dynamics
    • B60W2520/10Longitudinal speed
    • 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
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/10Accelerator pedal position
    • 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
    • B60W2540/00Input parameters relating to occupants
    • B60W2540/12Brake pedal position
    • 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
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/02Clutches
    • B60W2710/021Clutch engagement state
    • 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
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/06Combustion engines, Gas turbines
    • B60W2710/0616Position of fuel or air injector
    • 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
    • Y02T10/60Other road transportation technologies with climate change mitigation effect

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of preventing a driver from feeling the interruption of deceleration.SOLUTION: In a free run control processing, ECU6 prohibits execution of fuel cut control when the duration time of a state where an accelerator opening is zero, is less than a prescribed time t, and conditions other than the fact that the state where the acceleration opening is zero, continues for the prescribed time t, of the free run start conditions, are satisfied. Thereby, shift from the fuel cut control to the free run control is suppressed, so that a driver is prevented from feeling the interruption of deceleration.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device that controls a vehicle including a clutch that connects and disconnects a power transmission path between an engine and drive wheels.

  Patent Document 1 discloses coasting control in which coasting is performed by opening a clutch that connects and disconnects a power transmission path between an engine and driving wheels during vehicle traveling, and fuel cut control that reduces the amount of fuel supplied to the engine. Are described. Here, in the vehicle control device described in Patent Literature 1, the coasting control start condition is when the accelerator opening is zero (when the accelerator is off), and the fuel cut control start condition is when the accelerator is off and the engine speed The number is assumed to be a predetermined value or more.

JP2013-096518A (paragraphs 0026 and 0030)

  In the above vehicle control device, when the coasting control start condition is when the accelerator is off and when the brake is off, the coasting control is started as soon as the driver operates the brake pedal immediately after releasing the accelerator pedal. The coasting control may end and the driver may feel uncomfortable. For this reason, in order to eliminate such a sense of incongruity, it is conceivable that the coasting control start condition is that the predetermined time has elapsed after the accelerator opening is zero. However, in this case, fuel cut control is started almost simultaneously with the accelerator opening being zero, and then coasting control is started when a predetermined time has elapsed after the accelerator opening is zero. . In general, the deceleration generated in the vehicle during coasting control is smaller than the deceleration generated during fuel cut control. As a result, when shifting from fuel cut control to coasting control, there is a possibility that the driver may feel a loss of deceleration.

  This invention is made | formed in view of the said subject, The objective is to provide the vehicle control apparatus which can suppress that a driver | operator feels lack of deceleration.

  A vehicle control device according to the present invention is a vehicle control device that controls a vehicle including a clutch that connects and disconnects a power transmission path between an engine and a drive wheel, and fuel to the engine when the accelerator opening is zero. Fuel cut control to reduce the supply amount and coasting control to release the clutch when a plurality of conditions including a state where the accelerator opening is zero continues for a predetermined time or more are satisfied. And the duration of the state where the accelerator opening is zero is less than the predetermined time, and among the plurality of conditions, a condition other than that the state where the accelerator opening is zero continues for a predetermined time or more. When it is satisfied, the execution of the fuel cut control is prohibited.

  According to the vehicle control device of the present invention, the duration of the state where the accelerator opening is zero is less than the predetermined time, and among the plurality of conditions, the state where the accelerator opening is zero continues for the predetermined time or more. When the conditions other than the above are satisfied, the fuel cut control is prohibited, so the transition from the fuel cut control to the coasting control is suppressed, and the driver feels that the deceleration is missing. Can be suppressed.

FIG. 1 is a schematic diagram showing a configuration of a vehicle control apparatus according to an embodiment of the present invention. FIG. 2 is a flowchart showing the flow of free run control processing according to an embodiment of the present invention. FIG. 3 is a timing chart for explaining a free run control process according to an embodiment of the present invention. FIG. 4 is a timing chart for explaining a conventional free-run control process.

  Hereinafter, a vehicle control apparatus according to an embodiment of the present invention will be described with reference to the drawings.

[Configuration of vehicle control device]
First, with reference to FIG. 1, the structure of the vehicle control apparatus which is one Embodiment of this invention is demonstrated.

  FIG. 1 is a schematic diagram showing a configuration of a vehicle control apparatus according to an embodiment of the present invention. As shown in FIG. 1, a vehicle control device 1 according to an embodiment of the present invention is mounted on a vehicle 100. The vehicle 100 includes an engine 101, a torque converter 102, an automatic transmission 103, a differential gear 104, and drive wheels 105 as main components.

  The engine 101 converts the combustion energy of the fuel into a rotational motion and outputs it to the torque converter 102. The torque converter 102 includes a pump impeller 102a, a turbine runner 102b, and a lockup clutch 102c. The pump impeller 102 a is connected to the engine 101 and rotates integrally with the rotation shaft of the engine 101. The turbine runner 102 b is connected to the input shaft of the automatic transmission 103 and rotates integrally with the input shaft of the automatic transmission 103.

  The lock-up clutch 102 c is a friction engagement type clutch device provided between the rotation shaft of the engine 101 and the input shaft of the automatic transmission 103. The engaged lockup clutch 102 c mechanically connects the engine 101 and the automatic transmission 103. Thereby, the pump impeller 102a and the turbine runner 102b rotate integrally. On the other hand, when the lock-up clutch 102c is in the released state, the pump impeller 102a and the turbine runner 102b transmit torque via the fluid.

  A differential gear 104 is connected to the output shaft side of the automatic transmission 103, and left and right drive wheels 105 are connected to the differential gear 104 via left and right drive shafts. When the engine 101 is driven, the driving force is output from the crankshaft and input to the input shaft of the automatic transmission 103 via the torque converter 102, where a predetermined shift is performed. Thereafter, the driving force is output from the output shaft of the automatic transmission 103 and transmitted to the left and right drive shafts via the differential gear 104. As a result, the left and right drive wheels 105 are driven to rotate.

  The automatic transmission 103 includes a C1 clutch (engine disconnecting clutch) 103a. The C1 clutch 103a is arranged in series with the lockup clutch 102c in the power transmission path between the engine 101 and the drive wheel 105. The C1 clutch 103a includes an engine side engaging element connected to the engine 101 side and a driving wheel side engaging element connected to the driving wheel 105 side.

  The C1 clutch 103a connects the power transmission path between the engine 101 and the drive wheel 105 by engaging the engine side engagement element and the drive wheel side engagement element. On the other hand, the C1 clutch 103a blocks the power transmission path between the engine 101 and the drive wheel 105 by opening the engine side engagement element and the drive wheel side engagement element. In other words, the C1 clutch 103a functions as a switching device that switches the state of the power transmission path between the engine 101 and the drive wheel 105 between a state where power transmission is possible and a state where power transmission is impossible. To do.

  The vehicle control device 1 includes an accelerator opening sensor 2, a brake pedal stroke sensor 3, an oil temperature sensor 4, a vehicle speed sensor 5, and an ECU (Electronic Control Unit) 6.

  The accelerator opening sensor 2 detects the accelerator opening according to the amount of depression of the accelerator pedal by the driver, and outputs an electric signal indicating the detected accelerator opening to the ECU 6.

  The brake pedal stroke sensor 3 detects the stroke amount of the brake pedal according to the depression amount of the brake pedal by the driver, and outputs an electric signal indicating the detected stroke amount to the ECU 6.

  The oil temperature sensor 4 detects the temperature of the hydraulic oil in the engine 101 and the automatic transmission 103 and outputs an electric signal indicating the detected temperature of the hydraulic oil to the ECU 6.

  The vehicle speed sensor 5 detects the speed (vehicle speed) of the vehicle 100 and outputs an electric signal indicating the detected vehicle speed to the ECU 6.

  The ECU 6 is physically an electronic circuit mainly composed of a known microcomputer including a central processing unit (CPU), a random access memory (RAM), a read only memory (ROM), and an input / output interface. The function of the ECU 6 is to load an application program held in the ROM into the RAM and execute it by the CPU, thereby operating the controlled object under the control of the CPU and reading out data in the RAM or ROM. This is realized by writing.

  The ECU 6 controls the engine 101, the torque converter 102, and the automatic transmission 103. Specifically, the ECU 6 detects the operating state of the engine 101 and controls the fuel injection amount and injection timing by the injector, the ignition timing by the spark plug, and the like. The ECU 6 controls the hydraulic mechanism of the automatic transmission 103 based on the detection result of the vehicle speed and the accelerator opening. Thereby, the automatic transmission 103 is shifted.

  The ECU 6 performs free-run control when a predetermined free-run start condition is satisfied while the vehicle 100 is traveling. Free-run control is control in which the vehicle 100 travels with the drive of the engine 101 stopped and the C1 clutch 103a opened. By executing the free-run control, the inertial travel distance of the vehicle 100 can be extended and the fuel consumption can be improved. On the other hand, the ECU 6 drives the engine 101 and engages the C1 clutch 103a when the predetermined free-run return condition is satisfied during the free-run control, thereby changing the state of the vehicle 100 to the free-run control state. To return to the normal control state. In a normal control state, the vehicle 100 can be accelerated by the power of the engine 101.

  The free-run start condition is that the state where the accelerator opening detected by the accelerator opening sensor 2 is zero continues for a predetermined time or more, and the stroke amount of the brake pedal detected by the brake pedal stroke sensor 3 is zero. In addition, a plurality of conditions are included such that the oil temperature detected by the oil temperature sensor 4 satisfies a predetermined condition and the vehicle speed detected by the vehicle speed sensor 5 satisfies a predetermined condition. The free-run return condition is that the accelerator opening detected by the accelerator opening sensor 2 is not less than a predetermined value, the stroke amount of the brake pedal detected by the brake pedal stroke sensor 3 is not less than a predetermined value, etc. It can be illustrated.

  The ECU 6 can execute idle-on fuel cut control (hereinafter abbreviated as fuel cut control) that temporarily reduces the fuel injection amount to the engine 101 while the vehicle 100 is traveling. This can be executed when the opening is zero and the engine speed is greater than or equal to a predetermined value. During the execution of the fuel cut control, the lockup clutch 102c and the C1 clutch 103a are engaged to avoid the engine stall.

  The fuel cut control cannot be performed when the vehicle speed is a predetermined value or less in order to avoid the occurrence of engine stall. When the vehicle speed is reduced to the predetermined value during execution of the fuel cut control, the ECU 6 resumes fuel injection to the engine 101 and returns the vehicle 100 from the fuel cut control. The ECU 6 also engages the lockup clutch 102c when the fuel cut control is performed particularly during deceleration, and opens the lockup clutch 102c when returning from the fuel cut control.

  The ECU 6 controls the hydraulic mechanism of the lockup clutch 102c based on the detection result of the vehicle speed and the accelerator opening. The engagement state of the lockup clutch 102c is controlled by adjusting the hydraulic pressure in the hydraulic mechanism, and the lockup clutch 102c is engaged or released, and further, slip control is performed with a predetermined slip amount. When the lock-up clutch 102c is slip-controlled, the pump impeller 102a and the turbine runner 102b have a rotational speed difference corresponding to the slip amount. Hereinafter, the control for executing the slip control of the lock-up clutch 102c at the time of fuel cut during deceleration of the accelerator off is referred to as “deceleration flex control”.

  The vehicle control device 1 having such a configuration suppresses the shift from the fuel cut control to the free run control by executing the following free run control process, and the driver feels that the deceleration is lost. Suppress. Hereinafter, with reference to FIGS. 2 to 4, the operation of the vehicle control device 1 when executing the free-run control process according to the embodiment of the present invention will be described.

[Free-run control processing]
FIG. 2 is a flowchart showing the flow of free run control processing according to an embodiment of the present invention. FIG. 3 is a timing chart for explaining a free run control process according to an embodiment of the present invention. FIG. 4 is a timing chart for explaining a conventional free-run control process.

  The flowchart shown in FIG. 2 starts at the timing when the vehicle 100 starts traveling, and the free-run control process proceeds to the process of step S1. The free-run control process is repeatedly executed every predetermined control period while the vehicle 100 is traveling.

  In the process of step S1, the ECU 6 determines whether or not a free-run start condition other than that the state where the accelerator opening is zero (idle ON) continues for a predetermined time or longer is satisfied. As a result of the determination, when a free-run start condition other than that the state where the idling is on continues for a predetermined time or longer is satisfied (step S1: Yes), the ECU 6 other than the state where the idling is on continues for a predetermined time or more A free-run start condition satisfaction flag indicating whether or not the free-run start condition is satisfied is set to an on state (see FIG. 3A), and the free-run control process proceeds to the process of step S2. On the other hand, when the free-run start condition other than the state where the idle state is continued for a predetermined time or longer is not satisfied (step S1: No), the ECU 6 ends the free-run control process.

  In step S2, the ECU 6 prohibits execution of the deceleration flex lockup control and the fuel cut control. Specifically, as shown in FIG. 3C, the ECU 6 sets a fuel cut prohibition flag indicating that execution of fuel cut control is prohibited from an off state to an on state. While the fuel cut prohibition flag is on, as shown in FIG. 3E, the fuel cut flag indicating whether or not the fuel cut control is being executed is set to the off state, and execution of the fuel cut control is prohibited. Is done. Thereby, the process of step S2 is completed and the free-run control process proceeds to the process of step S3.

  In the process of step S3, the ECU 6 determines whether or not the accelerator opening is zero (idle ON) based on the output signal from the accelerator opening sensor 2. As a result of the determination, when the accelerator opening is zero (step S3: Yes), the ECU 6 advances the free-run control process to the process of step S4. On the other hand, when the accelerator opening is not zero (step S3: No), the ECU 6 returns the free-run control process to the process of step S1.

  In the process of step S4, the ECU 6 sets an idle-on flag indicating whether or not the accelerator opening is zero (see FIG. 3B). Further, the ECU 6 engages the lockup clutch 102c and sets a lockup (L / U) flag indicating whether or not the lockup clutch 102c is engaged to an ON state (see FIG. 3D). ). If the lock-up clutch 102c is already engaged before the accelerator opening becomes zero, the ECU 6 maintains the engaged state of the lock-up clutch 102c. Thereby, the process of step S4 is completed and the free-run control process proceeds to the process of step S5.

  In the process of step S5, the ECU 6 determines whether or not the state where the accelerator opening is zero continues for a predetermined time t. As a result of the determination, when the state where the accelerator opening is zero continues for a predetermined time t (step S5: Yes), the ECU 6 indicates whether or not the state where the accelerator opening is zero continues for a predetermined time t. The flag is set to the on state (see FIG. 3F), and the free run control process proceeds to the process of step S6. On the other hand, when the predetermined time t has not been continued (step S5: No), the ECU 6 returns the free run control process to the process of step S3.

  In the process of step S6, the ECU 6 switches the state of the power transmission path between the engine 101 and the drive wheels 105 to a state in which power cannot be transmitted by releasing the C1 clutch 103a (see FIG. 3 (h)). ). Thereby, the process of step S6 is completed and the free-run control process proceeds to the process of step S7.

  In the process of step S7, the ECU 6 stops driving the engine 101, whereby the vehicle 100 enters a free-run state. By this process, as shown in FIG. 3G, the rotational speed Ne of the engine 101 and the rotational speed (turbine rotational speed) Nt of the input shaft of the automatic transmission 103 become zero. Thereby, the process of step S7 is completed, and the free-run control process proceeds to the process of step S8.

  In step S8, the ECU 6 determines whether or not a free-run return condition is satisfied. Then, the ECU 6 advances the free run control process to the process of step S9 at the timing when the free run return condition is satisfied (step 8: Yes).

  In the process of step S9, the ECU 6 drives the engine 101 and engages the C1 clutch 103a, thereby returning the state of the vehicle 100 from the free-run control state to the normal control state. Thereby, the process of step S9 is completed and a series of free run control processes are complete | finished.

  In general, when the start condition of the free-run control is that a predetermined time t has elapsed when the accelerator opening is zero, almost simultaneously with the accelerator opening being zero (idle ON) (time t = t2). Fuel cut control is started (see FIG. 4D), and then free run control is started when a predetermined time t has elapsed (time t = t3) when the accelerator opening is zero (FIG. 4 (FIG. 4)). e)). For this reason, when shifting from the fuel cut control to the free-run control, the deceleration may decrease, and the driver may feel the deceleration missing (FIG. 4 (h), time t = t3).

  On the other hand, in the free run control process according to the embodiment of the present invention, the duration of the state where the accelerator opening is zero is less than the predetermined time t, and the accelerator opening is included in the free run start conditions. When the condition other than the state where the value of zero is continued for the predetermined time t is satisfied, the ECU 6 prohibits the execution of the fuel cut control. Thus, the transition from the fuel cut control to the free-run control is suppressed, and the driver can be prevented from feeling that the deceleration is lost due to the decrease in the deceleration (FIG. 3 (i), time t = t3).

  As mentioned above, although the embodiment to which the invention made by the present inventors was applied has been described, the present invention is not limited by the description and the drawings that constitute a part of the disclosure of the present invention according to this embodiment. For example, in the present embodiment, the present invention is applied to free-running control, but the present invention is coasting control other than free-running control such as neutral coasting control in which the C1 clutch 103a is released but the engine 101 is not stopped. It can also be applied to. As described above, other embodiments, examples, operation techniques, and the like made by those skilled in the art based on the present embodiment are all included in the scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Accelerator opening sensor 3 Brake pedal stroke sensor 4 Oil temperature sensor 5 Vehicle speed sensor 6 ECU (Electronic Control Unit)
DESCRIPTION OF SYMBOLS 100 Vehicle 101 Engine 102 Torque converter 102c Lock-up clutch 103 Automatic transmission 103a C1 clutch 104 Differential gear 105 Drive wheel

Claims (1)

  1. A vehicle control device that controls a vehicle including a clutch that connects and disconnects a power transmission path between an engine and a drive wheel,
    When multiple conditions are satisfied, including fuel cut control that reduces the amount of fuel supplied to the engine when the accelerator opening is zero and that the state where the accelerator opening is zero continues for a predetermined time or longer. The coasting control for releasing the clutch can be performed, the duration of the state where the accelerator opening is zero is less than the predetermined time, and the accelerator opening is zero among the plurality of conditions The vehicle control device is characterized by prohibiting the execution of the fuel cut control when a condition other than that for a predetermined time is satisfied.
JP2015019224A 2015-02-03 2015-02-03 Vehicle control device Active JP6428324B2 (en)

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JP2015019224A JP6428324B2 (en) 2015-02-03 2015-02-03 Vehicle control device
CN201510976367.1A CN105835883B (en) 2015-02-03 2015-12-23 Controller of vehicle

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