JP2016153681A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel consumption and restrict occurrence of deceleration giving discomfort to a driver.SOLUTION: This invention relates to a vehicle control device for releasing a clutch when a vehicle is caused to perform an inertia travel, a travel resistance RL_R and an inertia deceleration DEC_F are calculated (a step S11) when an accelerator pedal is ON during high-speed traveling of a vehicle (a step S2:No), when a value in which the present deceleration DEC_R is multiplied by a design value G_dec is smaller than an inertia deceleration DEC_F (a step S12: Yes), the clutch is released (a step S13) and an engine is stopped (a step S14).SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, a control device that stops an engine and inertially drives a vehicle to improve fuel efficiency when it is detected that a foot is released from an accelerator pedal by a driver's operation while the vehicle is running is widely known. Further, in the case of a vehicle having a clutch capable of disconnecting the engine from the power transmission system, it is known that the clutch is released by a control device when the vehicle is coasting.

  For example, Patent Document 1 discloses a control device that performs control to release a clutch and disconnect an engine from a power transmission system when it is determined that the vehicle is in a coasting state. In the control device, when determining whether or not the vehicle is coasting, the actual accelerator opening based on the operation amount of the accelerator pedal and the value calculated based on the vehicle speed and the transmission gear stage are obtained. Comparing.

JP 2011-163535 A

  However, in the control device described in Patent Document 1, the calculated value based on the vehicle speed and the shift speed is compared with the actual accelerator opening, and the clutch is released during traveling. An unexpected change in deceleration occurs, giving the driver a feeling of strangeness.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device that can improve fuel efficiency and suppress the occurrence of deceleration that gives the driver a sense of incongruity.

  The present invention is directed to a vehicle in which a clutch is provided in a power transmission path between an engine and drive wheels, and is configured to be able to open the clutch when the vehicle is coasting. In the control device, the running resistance of the vehicle is calculated while the vehicle is running, the current deceleration of the vehicle is calculated using at least the running resistance, and a predetermined design value is added to the current deceleration. When the vehicle is decelerating during normal running while the clutch is engaged and the output torque of the engine is transmitted to the drive wheels, the vehicle is temporarily based on the running resistance. The inertia deceleration generated in the vehicle when the vehicle is coasted with the clutch disengaged is calculated, and the vehicle is decelerating during the normal traveling, and the current deceleration and the design value When the integrated value of is smaller than the inertia deceleration, by opening the clutch, characterized in that for coasting of the vehicle.

  In the vehicle control device according to the present invention, the inertia deceleration generated in the vehicle can be predicted based on the running resistance when the vehicle is shifted to the free-run state during normal running. If the integrated value is smaller than the inertia deceleration, it is determined that the deceleration change that gives the driver a sense of incongruity can be suppressed, and the free-run control is started even when the accelerator pedal is depressed by the driver. .

  According to the present invention, the vehicle can be controlled to the free-run state when it is determined that the amount of change in deceleration is small even when the driver enters the free-run state during normal driving while stepping on the accelerator pedal. it can. Thereby, in this invention, free-run control can be started earlier than the conventional structure. Therefore, according to the present invention, the fuel consumption can be improved and the occurrence of a change in deceleration that gives the driver a sense of incongruity can be suppressed.

FIG. 1 is a flowchart showing a processing flow of free-run control performed by the vehicle control apparatus of the present embodiment. FIG. 2 is a schematic diagram schematically showing the vehicle control device and the vehicle according to the present embodiment. FIG. 3 is a time chart showing a temporal change in the vehicle state when the vehicle shifts from the normal running state to the free-run state.

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

[1. Vehicle power transmission system]
FIG. 2 is a schematic diagram schematically showing the vehicle control device and the vehicle according to the present embodiment. The vehicle Ve includes an engine (ENG) 1 that is a power source, a manual transmission 2, a differential gear 3, an axle 4, and drive wheels 5 as a power transmission system.

  Further, the vehicle Ve is provided with a clutch C between the engine 1 and the manual transmission 2 in a power transmission path from the engine 1 to the drive wheels 5.

  The engine 1 is a well-known internal combustion engine such as a gasoline engine or a diesel engine. The manual transmission 2 is a well-known manual transmission that can set a plurality of shift stages having different gear ratios. For example, when it is detected that a shift lever (not shown) is operated by the driver, the shift stage of the manual transmission 2 is switched to the shift stage corresponding to the shift position.

  The clutch C is hydraulically configured to be selectively engaged or disengaged. The frictional engagement element of the clutch C is operated by the hydraulic actuator. One friction engagement element of the clutch C is connected to the crankshaft 1 a of the engine 1, and the other friction engagement element is connected to the input shaft 2 a of the manual transmission 2. In the vehicle Ve, the engine 1 can be disconnected from the power transmission system by releasing the clutch C, and the clutch C is engaged to connect the input shaft 2a and the crankshaft 1a so that torque can be transmitted. 1 can be connected to the power transmission system. While the clutch C is engaged, the power (output torque) output from the engine 1 is transmitted to the left and right drive wheels 5 connected to the axle 4 via the manual transmission 2 and the differential gear 3. In this description, a state where the vehicle is traveling while the clutch C is engaged and the output torque of the engine 1 is transmitted to the drive wheels 5 is referred to as a normal traveling state. The clutch C is not limited to a hydraulic type, and may be an electromagnetic type or the like.

  The vehicle Ve includes a generator motor (MG) 6 that is a starting device of the engine 1. The generator motor 6 is connected to the engine 1 via a transmission mechanism 7 so that power can be transmitted. The transmission mechanism 7 is an endless transmission between a pulley that rotates integrally with the rotor shaft of the generator motor 6 (pulley on the driving side when the engine is started) and a pulley that rotates integrally with the crankshaft 1a (pulley on the driven side when the engine is started). A pulley mechanism around which a belt is wound is configured. That is, since the generator motor 6 and the engine 1 are connected without the clutch C interposed therebetween, the generator motor 6 and the engine 1 are connected so that power can be transmitted even when the clutch C is released.

  The generator motor 6 is electrically connected to a battery 8 that is a secondary battery so that power can be exchanged. In short, the generator motor 6 functions as a motor driven by the electric power supplied from the battery 8, or functions as a generator that generates power by rotating the rotor shaft when an external force is applied.

  When the generator motor 6 functions as a starter motor, the electric power of the battery 8 is consumed while the engine 1 is stopped and the generator motor 6 is driven, so that the power output from the generator motor 6 is transmitted via the transmission mechanism 7 to the engine. 1 to rotate the crankshaft 1a. In addition, when the generator motor 6 functions as a generator, the power output from the engine 1 acts on the rotor shaft via the transmission mechanism 7 to rotate the rotor shaft to generate power (drive power generation), When the clutch C is engaged, an external force from the drive wheel 5 side acts on the rotor shaft via the power transmission path and the transmission mechanism 7 to rotate the rotor shaft to generate power (regenerative power generation), that is, energy regeneration. Includes cases. The electric power generated by the generator motor 6 is charged in the battery 8. In this way, the SOC (State Of Charge) indicating the charging capacity of the battery 8 changes.

  Moreover, the battery 8 and the generator motor 6 are electrically connected via an inverter or the like (not shown), and the inverter is controlled by a vehicle control device 10 described later. Electric power is transferred between the battery 8 and the generator motor 6 under the control of the inverter. That is, the vehicle control device 10 is connected to the inverter so as to be able to perform electrical communication, and is configured to be able to detect the SOC of the battery 8. Note that an electric device (not shown) or another generator motor (not shown) may be electrically connected to the inverter.

[2. Vehicle control apparatus]
The vehicle control device 10 of the present embodiment includes an electronic control device (hereinafter referred to as “main ECU”) 11 that controls the entire vehicle Ve, an electronic control device (hereinafter referred to as “engine ECU”) 12 that controls the engine 1, and a brake. And an electronic control unit (hereinafter referred to as “brake ECU”) 13 for controlling the operation. Each of the ECUs 11, 12, and 13 is mainly composed of a microcomputer, and is configured to execute a calculation according to a predetermined program based on input data and data stored in advance.

  The main ECU 11 is connected to the engine ECU 12 and the brake ECU 13 so as to be capable of electrical communication. In the vehicle control device 10, the ECUs 11, 12, and 13 can cooperate to control the vehicle Ve. That is, signals are input to the main ECU 11 from various sensors mounted on the vehicle Ve, and various signals are input from the engine ECU 12 and the brake ECU 13. And main ECU11 outputs the command signal for controlling the vehicle equipment (including other ECU12,13) used as a control object while performing various arithmetic processing based on the input signal.

  The main ECU 11 includes a control device called a so-called motor ECU and a control device called a battery ECU. Therefore, the generator motor 6 and the battery 8 are controlled by the main ECU 11.

  In the vehicle control device 10, the main ECU 11 is configured to be able to acquire detected values such as the SOC of the battery 8 and the battery voltage. For example, when the main ECU 11 determines that the SOC has decreased and the battery 8 needs to be charged, the main ECU 11 performs control for causing the generator motor 6 to function as a generator, and the power generated by the generator motor 6 is the battery 8. The inverter and the like are controlled so as to be charged. Further, when starting the engine 1 based on an input signal from the engine ECU 12, the main ECU 11 uses the power of the battery 8 to control the generator motor 6 as a starter motor.

  The engine ECU 12 controls the amount of fuel supplied to the engine 1, the amount of intake air, ignition timing, and the like. For example, the engine ECU 12 performs fuel cut control (hereinafter referred to as “F / C control”) to stop fuel supply (fuel injection) to the engine 1 when a predetermined engine stop condition (free run permission condition) is satisfied while the vehicle Ve is traveling. ").

  Further, the engine ECU 12 receives detection signals from an accelerator opening sensor 31 that detects an operation amount of the accelerator pedal 21 by a driver and a clutch stroke sensor 32 that detects an operation amount of the clutch pedal 22 by a drive. That is, the engine ECU 12 includes a control device called a clutch ECU.

  For example, while the vehicle Ve is traveling at a high vehicle speed, the engine ECU 12 detects that the driver has released his / her foot from the accelerator pedal 21 (hereinafter referred to as “accelerator pedal OFF”) based on a signal from the accelerator opening sensor 31. When the driver detects that the driver has released his / her foot from the clutch pedal 22 based on the signal from the clutch stroke sensor 32 (hereinafter referred to as “clutch pedal OFF”), the F / C control is performed and the clutch C is released. Thus, control (hereinafter referred to as “free-run control”) that causes the vehicle Ve to coast (free-run) can be performed. That is, the case where the free-run permission condition is satisfied includes a case where the vehicle Ve satisfies all of the accelerator pedal OFF and the clutch pedal OFF while traveling at a high vehicle speed (hereinafter referred to as “first permission condition is satisfied”).

  Furthermore, the vehicle control device 10 includes a case where a free-run permission condition is satisfied even when the vehicle is in the normal driving state with the accelerator pedal being on (when a “second permission condition” described later is satisfied). That is, the vehicle control device 10 can perform free-run control according to a system request even when the driver is stepping on the accelerator pedal 21.

  A system request is to perform control that is not the driver's intention. Therefore, when free-run control is performed in response to a system request, an unexpected change in acceleration is generated in the vehicle Ve by the driver, so that the driver who requests the output from the engine 1 by stepping on the accelerator pedal 21 is uncomfortable. It is necessary to suppress.

  Therefore, the vehicle control device 10 includes a running resistance calculating unit that calculates the running resistance RL_R of the vehicle Ve, a deceleration calculating unit that calculates a deceleration of the vehicle Ve using at least the running resistance RL_R, and free run permission conditions. A determination unit that determines whether or not the second permission condition is satisfied; and a free-run start unit that starts the free-run control when the free-run permission condition (second permission condition) is satisfied. .

  The traveling resistance calculation means can calculate the current traveling resistance RL_R of the vehicle Ve by a known calculation method. The running resistance RL_R includes air resistance, rolling resistance, gradient resistance, and acceleration resistance. Therefore, the travel resistance calculation means can calculate the travel resistance RL_R by a known calculation method based on the vehicle weight, the current vehicle speed, the gradient of the travel path, the wind direction, the wind speed, and the like.

  The deceleration calculation means uses the current deceleration during normal travel (hereinafter referred to as “current deceleration”) DEC_R as the deceleration of the vehicle Ve, and the deceleration when the vehicle enters a free-run state (hereinafter referred to as “inertia deceleration”). DEC_F).

  The current deceleration DEC_R means that the traveling resistance RL_R is larger than the driving force during forward traveling (during normal traveling) using the output torque of the engine 1 as the driving force in order to satisfy the required driving force based on the accelerator pedal ON. This is the acceleration (acceleration <0) when the vehicle Ve is decelerating. The inertia deceleration DEC_F is an acceleration (acceleration <0) when the vehicle Ve is coasting by releasing the clutch C and performing F / C control, that is, performing free-run control. That is.

  The deceleration calculation means calculates the current deceleration DEC_R using the running resistance RL_R. The calculation method of the current deceleration DEC_R may use at least the running resistance RL_R, and includes, for example, a method of calculating the current deceleration DEC_R based on the running resistance RL_R, the required driving force, and the vehicle weight. The required driving force can be calculated by a known calculation method according to the vehicle state, for example, based on the accelerator opening and the current vehicle speed. The required driving force may be calculated by the deceleration calculating means. Further, the deceleration calculation means can calculate the inertia deceleration DEC_F based on the current vehicle speed, the gear stage (shift stage) of the manual transmission 2 and the running resistance RL_R. The inertia deceleration DEC_F may be calculated using at least the running resistance RL_R.

  In short, the deceleration calculation means can calculate the inertia deceleration DEC_F as the deceleration generated in the vehicle Ve when the vehicle travels to the free-run state during normal traveling. In other words, in the vehicle control device 10, the inertia deceleration DEC_F is calculated by the deceleration calculation means during normal traveling, so that the inertia deceleration DEC_F can be acquired as a predicted value. That is, the deceleration calculation means is also means for predicting the inertia deceleration DEC_F during normal traveling.

  The deceleration calculation means is configured to integrate a predetermined design value G_dec with the current deceleration DEC_R. The design value G_dec is a predetermined value larger than 1. Since the design value G_dec is a value larger than 1, the integrated value (<0) of the current deceleration DEC_R (<0) and the design value G_dec (> 1) is always smaller than the current deceleration DEC_R ( <0). Since the deceleration is a negative acceleration, a smaller value representing the deceleration means a value that causes the vehicle Ve to have a larger deceleration action. In addition, the design value G_dec can be set to an arbitrary value depending on whether or not the driver feels uncomfortable with the change in deceleration when the vehicle travels from the normal running state to the free running state.

  The determination unit compares the integrated value of the current deceleration DEC_R and the design value G_dec with the inertia deceleration DEC_F to determine whether or not the second permission condition is satisfied, and the integrated value is reduced by inertia. It is determined whether or not the value is smaller than the speed DEC_F. When the integrated value is smaller than the inertia deceleration DEC_F, the determination unit determines that the second permission condition is satisfied. In other words, when the second permission condition is satisfied, the vehicle Ve is at a high vehicle speed, and while the vehicle is decelerating, the integrated value of the accelerator pedal ON, the current deceleration DEC_R, and the design value G_dec is smaller than the inertia deceleration DEC_F. It is a case where all the things are satisfied. As described above, when the design value G_dec is larger than 1, the vehicle control device 10 compares the integrated value (DEC_R × G_dec) with the current deceleration DEC_R and the inertia deceleration DEC_F. Thus, it is possible to determine whether the amount of change in deceleration when shifting to the free-run state is large or small.

  In short, the vehicle control apparatus 10 determines whether or not the deceleration change generated in the vehicle Ve by shifting from the normal running state to the free-run state is a change amount that can suppress a sense of discomfort to the driver. It is comprised so that it may be judged by whether it is the vehicle state which is materialized. Note that the determination unit may be configured to determine whether one of the first permission condition and the second permission condition is satisfied as the free-run permission condition.

  The free-run starting means shifts from the normal running state to the free-run state when the second permission condition is satisfied because the integrated value (DEC_R × G_dec) is smaller than the inertia deceleration DEC_F. Implement free-run start control. Specifically, the clutch C is released, and the fuel supply (fuel injection) to the engine 1 is stopped (F / C control is performed).

  When the vehicle Ve is controlled to the free-run state in this way, fuel consumption can be improved because the engine 1 does not consume fuel, and the engine 1 is not driven by the drive wheels 5 when the clutch C is disengaged. Loss can be suppressed. By releasing the clutch C and disconnecting the engine 1 from the power transmission system, the mileage of the vehicle Ve in the free-run state can be extended, so that the fuel consumption can be further improved.

  Further, when a predetermined free-run release condition is satisfied in the free-run state, the engine ECU 12 performs control for restarting the engine 1 (hereinafter referred to as “ENG restart control”). For example, while the vehicle Ve is free running, the engine ECU 12 detects that the driver has depressed the accelerator pedal 21 (hereinafter referred to as “accelerator pedal ON”) based on a signal from the accelerator opening sensor 31 or a clutch stroke sensor. When it is detected that the driver depresses the clutch pedal 22 (hereinafter referred to as “clutch pedal ON”) based on a signal from 32 (when a free-run release condition by a driver request is satisfied), the ENG restart control is performed. Further, by engaging the clutch C, the inertial traveling of the vehicle Ve is ended.

  In short, when the engine ECU 12 functions as a clutch ECU, for example, when the clutch C is hydraulic, clutch control according to a driver request (control when clutch pedal ON is detected) depends on the depression amount of the clutch pedal 22. The hydraulic pressure command value is output to the hydraulic actuator so that a resultant force is obtained.

  Further, the engine ECU 12 includes a vehicle speed sensor (not shown) for detecting the vehicle speed, a sensor for detecting the rotation speed of the crankshaft 1 a (hereinafter referred to as “engine rotation speed”), and an input shaft 2 a of the manual transmission 2. A signal from a sensor for detecting the rotational speed (hereinafter referred to as “input rotational speed”), a sensor for detecting the current gear position of the manual transmission 2, and a signal from the neutral switch 34 for detecting that the manual transmission 2 is neutral. Is entered. The engine ECU 12 can acquire the vehicle speed, the engine speed, the input speed, the current gear stage (shift stage), and the neutral state identification information. The vehicle control device 10 is configured to perform control to synchronize the rotational speeds of the engaging elements when the clutch C is engaged. That is, the vehicle control device 10 can perform control to synchronize the engine speed before engaging the clutch C by controlling the engine speed with the generator motor 6.

  The engine ECU 12 may include a control device (not shown) called a transmission ECU. In this case, a detection signal from a shift sensor that detects a shift position of a shift lever (not shown) and a shift lever operation by a driver is input to the engine ECU 12. For example, when the engine ECU 12 functions as a transmission ECU, it is possible to set various states such as a forward shift stage, reverse drive, or neutral according to a driver request, and control (shift control) for switching the shift stage.

  The brake ECU 13 controls the operation of the brake mounted on the vehicle Ve. For example, a hydraulic brake can be controlled. The brake ECU 13 receives a signal from a brake stroke sensor 33 that detects an operation amount of the brake pedal 23 by the driver.

[2-1. Free-run control]
FIG. 1 is a flowchart showing a processing flow when the vehicle control device 10 performs free-run control and cancels free-run control. The vehicle control device 10 repeatedly executes the control routine shown in FIG.

  The vehicle control device 10 determines whether or not the vehicle speed is equal to or higher than a predetermined value (step S1). If a negative determination is made in step S1 because the vehicle speed is lower than the predetermined value, this control routine is terminated. On the other hand, if the vehicle speed is greater than or equal to the predetermined value and an affirmative determination is made in step S1, it is determined whether or not the accelerator pedal is OFF (step S2). If it is determined negative in step S2 because the accelerator pedal is ON, the process proceeds to step S11. Details of the processing flow after step S11 will be described later.

  If the determination in step S2 is affirmative due to the accelerator pedal being OFF, it is determined whether or not the clutch pedal is OFF (step S3). If a negative determination is made in step S3 because the clutch pedal is ON, this control routine is terminated.

  If the determination in step S3 is affirmative because the clutch pedal is OFF, the first permission condition described above is satisfied, so the clutch C is released (step S4) and the fuel to the engine 1 is released. Supply (fuel injection) is stopped (step S5). When the vehicle control device 10 performs steps S4 and S5, the vehicle Ve is controlled to a free-run state.

  During the free-run control, it is determined whether or not the vehicle speed has changed to become lower than a predetermined value (step S6). If the vehicle speed is lower than the predetermined value and an affirmative determination is made in step S6, the engine 1 is restarted (step S9) and the clutch C is engaged (step S10). When the vehicle control device 10 performs steps S9 and S10, free-run release control is performed.

  When a negative determination is made in step S6 because the vehicle speed is equal to or higher than a predetermined value, it is determined whether or not the accelerator pedal is ON (step S7). If the determination at step S7 is affirmative due to the accelerator pedal being on, the process proceeds to step S9 and free run release control is performed. If a negative determination is made in step S7 because the accelerator pedal is OFF, it is determined whether or not the clutch pedal is ON (step S8). If the determination in step S8 is affirmative due to the clutch pedal being ON, the process proceeds to step S9 and free run release control is performed. On the other hand, if a negative determination is made in step S8 because the clutch pedal is OFF, the process proceeds to “A” shown in FIG. 1, and the process returns to step S6.

  Here, the process flow after step S11 mentioned above is demonstrated. When it is determined negative in step S2 because the accelerator pedal is ON, the running resistance RL_R is calculated, and the inertia deceleration (free run deceleration) DEC_F is calculated based on the running resistance RL_R (step S11). The inertia deceleration DEC_F may be calculated using at least the running resistance RL_R.

  Step S11 is executed in a state where free-run control is not performed. That is, the vehicle control apparatus 10 can predict the inertia deceleration DEC_F when the free-run control is performed before the free-run control is performed. The processing means in step S11 is included in the above-described running resistance calculation means and deceleration calculation means. Therefore, in step S11, the current deceleration DEC_R is calculated, and the integrated value of the current deceleration DEC_R and the design value G_dec is calculated.

  The vehicle control device 10 determines whether or not the integrated value (DEC_R × G_dec) is smaller than the inertia deceleration DEC_F (step S12). The processing means in step S12 is included in the determination means described above. If the negative determination is made in step S12 because the integrated value (DEC_R × G_dec) is equal to or greater than the inertia deceleration DEC_F, this control routine is terminated.

  In short, it is determined in step S12 whether or not the second permission condition is satisfied. Therefore, in the process of step S12, it is determined whether or not the vehicle Ve is decelerating and whether or not the amount of change in the deceleration is large enough to make the driver feel uncomfortable. Therefore, if the vehicle Ve is not decelerating, a negative determination is made in step S12. In other words, the vehicle Ve is always decelerating when a positive determination is made in step S12. More specifically, if the vehicle is in a decelerating vehicle state even if the accelerator is on, the determination in step S12 is affirmative (that the condition is satisfied).

  If the integrated value (DEC_R × G_dec) is a value smaller than the inertia deceleration DEC_F and the determination in step S12 is affirmative, the second permission condition described above is satisfied, and the clutch C Is released (step S13), and the fuel supply (fuel injection) to the engine 1 is stopped (F / C control is performed) to stop the engine 1 (step S14). The processing means of steps S13 and S14 are included in the above-described free run starting means. When the engine 1 is stopped in step S14, the process proceeds to “A” shown in FIG. 1, and the process returns to step S6.

  Thus, when the integrated value (DEC_R × G_dec) is a value smaller than the inertia deceleration DEC_F (step S12: Yes), the amount of change in deceleration is not changed even when the normal running state is shifted to the free-run state. Since the driver can suppress the driver from feeling uncomfortable, the vehicle control device 10 starts the free-run control. On the other hand, when the integrated value (DEC_R × G_dec) is equal to or greater than the inertia deceleration DEC_F (step S12: No), the amount of change in the deceleration is large and the driver feels strange when shifting from the normal running state to the free-run state. The vehicle control device 10 continues the control for causing the vehicle Ve to normally travel without starting the free-run control. Therefore, the fuel consumption can be improved and the occurrence of a change in deceleration that gives the driver a sense of incongruity can be suppressed.

[2-2. Time chart]
FIG. 3 is a time chart showing a temporal change in the vehicle state when the free-run control is performed when the vehicle Ve traveling forward is decelerated by the output torque of the engine 1.

Before the time t ₁ shown in FIG. 3, the vehicle state is an acceleration in conjunction with a normal running. Specifically, since the vehicle Ve is in a normal running state, the accelerator pedal 21 is depressed so that the accelerator opening is kept constant by the driver operation with the clutch C engaged. Therefore, fuel is injected into the engine 1 so that the engine output is in accordance with the required driving force of the accelerator ON, and the vehicle Ve is traveling forward while increasing the vehicle speed at a constant acceleration.

The driver decreases the amount of depression of the accelerator pedal 21 and the required driving force starts to decrease (time t ₁ ). In the vehicle state after time t ₁ , the required driving force decreases as the accelerator opening decreases, and the driving force generated in the drive wheels 5 decreases as the required driving force decreases, and the acceleration decreases. descend.

When the driving force generated at the driving wheel 5 in response to the required driving force becomes smaller than the running resistance RL_R, the acceleration becomes negative regardless of the accelerator ON, and the vehicle Ve starts to decelerate. When the accelerator is on and the vehicle is decelerating, free-run control is started when a free-run permission condition (second permission condition) is satisfied (time t ₂ ). Thus, at time t ₂ time, the vehicle controller 10 opens the clutch C, and starts the stopped F / C control the fuel injection into the engine 1. Thus, the deceleration of the vehicle Ve at time _{t 2} time, the inertia deceleration DEC_F.

Further, in the example shown in FIG. 3, the time t ₂ later, a large accelerator ON state than the accelerator opening is 0, the accelerator pedal 21 so that the accelerator opening is constant in the vicinity of 0 is stepped on by the driver ing. However, since free-run control (clutch disengagement control, F / C control) has been started, power for satisfying the required driving force is not output from the engine 1, and no driving force is generated in the drive wheels 5. The vehicle Ve is decelerated by the running resistance RL_R when the driving force is zero. Even if there is an engine output, the engine torque is not transmitted to the drive wheels 5 because the clutch C is released and the engine 1 is disconnected from the drive wheels 5 during the free-run control.

Time t ₂ after, the vehicle control device 10 continues to free-run control, the driver performs a pedal operation to reduce further the amount of depression of the accelerator pedal 21 (time t _3), then the driver releases the foot from the accelerator pedal 21 (Time t ₄ ). In the conventional configuration, as shown by the alternate long and short dash line in FIG. 3, the free run control is started at time t _{4 when the} foot is released from the accelerator pedal 21 during traveling.

Then, when the driver resumes stepping on the accelerator pedal 21 (resumption of the accelerator ON state), the return control from the free-run state to the normal running state is performed (time t ₅ ). That is, at time t ₅ the time to engage the clutch C, and to restart the engine 1. Thereby, the output from the engine 1 is restarted so as to satisfy the required driving force. In other words, during the period from time t ₂ to time t ₅ when the free-run control is continued, the deceleration changes according to the traveling environment in a vehicle state in which the driving force resulting from the engine output is zero.

  As described above, according to the vehicle control device of the present embodiment, the inertia deceleration generated in the vehicle when the vehicle is shifted to the free-run state during normal traveling is predicted based on the traveling resistance, and the current reduction is performed. If the integrated value of the speed and the predetermined design value is smaller than the inertia deceleration, the change in deceleration that gives the driver a sense of discomfort can be suppressed, so free-run control is started even when the accelerator pedal is depressed by the driver. it can. That is, since the free-run control can be started earlier than the conventional configuration, the vehicle can be controlled in the free-run state longer than the conventional configuration. Therefore, the fuel consumption can be improved and the occurrence of a change in deceleration that gives the driver a sense of incongruity can be suppressed.

DESCRIPTION OF SYMBOLS 1 Engine 2 Manual transmission 6 Generator motor 8 Battery 10 Vehicle control apparatus C Clutch

Claims (1)

In a vehicle control device configured to be able to open a clutch when a vehicle is provided with a clutch in a power transmission path between an engine and a drive wheel and the vehicle is coasting,
Calculate the running resistance of the vehicle while the vehicle is running,
Calculating a current deceleration of the vehicle using at least the running resistance;
Accumulating a predetermined design value to the current deceleration,
When the vehicle is decelerating during normal running while the clutch is engaged and the output torque of the engine is transmitted to the drive wheels, the clutch is temporarily based on the running resistance. To calculate the inertia deceleration generated in the vehicle when the vehicle is coasted with
When the vehicle is decelerating during the normal travel, and when the integrated value of the current deceleration and the design value is smaller than the inertia deceleration, the clutch is released, A vehicle control apparatus for causing the vehicle to coast by inertia.

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