JP2021003979A - Vehicle control apparatus, vehicle, and control method - Google Patents

Abstract

To provide a technology which is advantageous in improvement on fuel consumption performance.SOLUTION: A vehicle control device for performing travel control of a vehicle includes: control means for controlling an idle coasting of the vehicle; and determination means for determining whether movement of the vehicle in a vehicle width direction during the idle coasting is caused by fluctuation during straight traveling or by cornering. The control means maintains the idle coasting when it is determined by the determination means that the movement of the vehicles is caused by fluctuation during straight traveling, and the control means terminates the idle coasting when it is determined by the determination means that the movement of the vehicles is caused by the cornering.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control technique.

As one of the technologies for improving the fuel efficiency of a vehicle, there is known a technology called idle coasting in which the clutch is disengaged when the accelerator is off and the vehicle coasts in an idling state without operating the engine brake (for example, Patent Document 1). reference).

Japanese Unexamined Patent Publication No. 2016-164446

When cornering, it is preferable to end idle coasting in order to stabilize the behavior of the vehicle. However, if the idle coasting is terminated when the movement of the vehicle in the width direction is caused not by cornering but by the wobbling of the vehicle while traveling straight, it is disadvantageous in terms of improving fuel efficiency. Can be.

Therefore, it is an object of the present invention to provide an advantageous technique in terms of improving fuel efficiency.

According to the present invention
A vehicle control device that controls the running of a vehicle.
A control means for controlling the idle coasting of the vehicle and
Judgment means for determining whether the movement of the vehicle in the vehicle width direction during idle coasting is due to wobbling or cornering during straight running.
With
The control means maintains the idle coasting when the determination means determines that the movement of the vehicle is due to wobbling during straight-ahead travel, and the control means determines that the movement of the vehicle is due to cornering. Provided is a vehicle control device characterized in that the idle coasting is terminated.

According to the present invention, it is possible to provide an advantageous technique in terms of improving fuel efficiency.

Block diagram showing the internal configuration of a vehicle equipped with a vehicle control device Diagram showing the control flow of the vehicle A diagram for explaining a method for determining whether or not the lateral movement of the vehicle is due to wobbling. Diagram for explaining how to obtain the traveling locus The figure for demonstrating the control of a vehicle when the lateral movement of a vehicle is by cornering.

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. It should be noted that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are essential to the invention. Two or more of the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configuration will be given the same reference number, and duplicate description will be omitted.

FIG. 1 is a block diagram (schematic diagram) showing an internal configuration of a vehicle 10 equipped with a vehicle control device according to an embodiment of the present invention. The vehicle 10 shown in FIG. 1 includes an engine 1, a clutch 2, a transmission 3, a hydraulic circuit 4, a differential mechanism 5, left and right drive shafts 6L and 6R, and left and right drive wheels 7L and 7R. It includes an ECU (Electronic Control Unit) 8.

As the engine 1, for example, in addition to an internal combustion engine, an electric motor or a hybrid engine in which these are combined is used, and the driving force from the engine 1 is a clutch 2, a transmission 3, a differential mechanism 5, and left and right drives. It is transmitted to the left and right drive wheels 7L and 7R via the shafts 6L and 6R.

The clutch 2 connects and disconnects the transmission path of the driving force from the engine 1 to the driving wheels 7L and 7R according to the oil pressure of the hydraulic oil supplied from the hydraulic circuit 4. Further, the transmission 3 adjusts the gear ratio according to the oil pressure of the hydraulic oil supplied from the hydraulic circuit 4. In the case of the present embodiment, the transmission 3 is a continuously variable transmission (CVT) whose gear ratio can be steplessly adjusted according to the oil pressure of the hydraulic oil supplied from the hydraulic circuit 4.

Under the control of the ECU 8, the hydraulic circuit 4 supplies a predetermined oil pressure of the hydraulic oil to the clutch 2 and the transmission 3 via the hydraulic oil. Although not shown in FIG. 1, the specific configuration of the hydraulic circuit 4 is, for example, a hydraulic pump that sucks hydraulic oil from an oil solenoid and pumps it downstream, and adjusts the pressure to a predetermined pressure based on a signal from the ECU 8. It may be composed of a regulator valve, a linear solenoid valve that supplies hydraulic pressure according to a signal from the ECU 8, an on / off solenoid valve that switches the supply destination of hydraulic oil from the linear solenoid valve, and the like.

The differential mechanism 5 distributes the driving force transmitted from the transmission 3 to the left and right drive wheels 7L and 7R. The drive shafts 6L and 6R transmit each driving force distributed by the differential mechanism 5 to the left and right drive wheels 7L and 7R, respectively. Further, the drive wheels 7L and 7R convert the driving force transmitted by the left and right drive shafts 6L and 6R into the propulsive force of the vehicle 10.

The ECU 8 (vehicle control device) controls the engine 1 and the hydraulic circuit 4 based on the outputs from various sensors provided in the vehicle 10. Examples of various sensors include a wheel speed difference sensor 9a that detects the speed difference (speed difference) between the left and right drive wheels 7L and 7R, a lateral G sensor 9b (acceleration sensor) that detects a force in the vehicle width direction, and a vehicle. A gyro sensor 9c that detects the rotational movement of 10, a GPS sensor 9d that detects the current position of the vehicle 10, a handle steering angle sensor 9e that detects the steering angle of the handle, and an accelerator pedal opening sensor that detects the opening of the accelerator pedal ( AP opening sensor) 9f and the like can be mentioned. The wheel speed difference sensor 9a includes, for example, a sensor that detects the rotation speed of the left non-driving wheel (for example, the left rear wheel) and a sensor that detects the rotation speed of the right non-driving wheel (for example, the right rear wheel). , The difference in wheel speed can be detected by obtaining the difference in the number of revolutions obtained by those sensors.

In the case of the present embodiment, the ECU 8 determines whether the control unit 8a for controlling idle coasting and the movement of the vehicle 10 in the vehicle width direction are due to the staggering running of the vehicle or the cornering during straight running. It may include part 8b. The idle coasting is a control in which the vehicle 10 is coasted in an idling state without disengaging the clutch 2 and operating the engine brake, and the control unit 8a coasts the vehicle 10 according to the judgment result of the judgment unit 8b. Controls ON / OFF.

For example, at the time of cornering, it is preferable to end idle coasting in order to stabilize the behavior of the vehicle 10. However, if the idle coasting is stopped when the movement of the vehicle 10 in the vehicle width direction is caused not by cornering but by the wobbling (staggering running) of the vehicle 10 during straight running, the fuel efficiency performance is improved. It can be disadvantageous in terms of improvement. Therefore, the control unit 8a maintains the idle coasting when the determination unit 8b determines that the movement of the vehicle 10 in the vehicle width direction during the idle coasting is due to the wobbling of the vehicle 10. On the other hand, the control unit 8a ends the idle coasting when the determination unit 8b determines that the movement of the vehicle 10 in the vehicle width direction during the idle coasting is due to cornering.

Next, the control flow of the vehicle 10 according to the present embodiment will be described with reference to FIG. FIG. 2 is a diagram showing a control flow of the vehicle 10, and each step of the control flow can be performed by the ECU 8.

In S11, the ECU 8 (control unit 8a) determines whether or not the accelerator has been turned off (that is, whether or not the accelerator pedal has been depressed) based on the detection result of the AP opening sensor 9f. To do. If the accelerator is not turned off, S11 is repeated. On the other hand, when the accelerator is turned off, the process proceeds to S12, and the ECU 8 (control unit 8a) disengages the clutch 2 and starts idle coasting.

In S13, the ECU 8 (control unit 8a) moves the vehicle 10 in the vehicle width direction (hereinafter, “lateral movement”” based on the detection results of various sensors such as the wheel speed difference sensor 9a and the lateral G sensor 9b. It is determined whether or not (sometimes called) is detected. If the lateral movement of the vehicle 10 is detected, the process proceeds to S14, and if the lateral movement of the vehicle 10 is not detected, the process proceeds to S16.

In S14, the ECU 8 (determination unit 8b) determines whether the lateral movement of the vehicle 10 is due to the wobbling of the vehicle 10 or the cornering during straight running. For example, as shown in FIG. 3, the ECU 8 acquires and acquires the traveling locus 11 of the vehicle 10 from a predetermined time before a preset time based on the detection result of the wheel speed difference sensor 9a or the lateral G sensor 9b. The travel reference line 12 of the vehicle 10 is calculated based on the travel locus 11. Specifically, the ECU 8 can calculate the travel reference line by averaging the lateral movement amount (lateral displacement amount) 13 in the travel locus 11 of the vehicle 10 from a predetermined time before. Then, the ECU 8 determines the behavior of the vehicle 10 trying to return to the traveling reference line (that is, the behavior of the vehicle 10 trying to approach the planned traveling route) based on the detection results of the GPS sensor 9d, the steering wheel steering angle sensor 9e, and the like. If it is detected, it is determined that the lateral movement of the vehicle 10 is due to the wobbling of the vehicle 10, and the process proceeds to S15. On the other hand, when the behavior of the vehicle 10 trying to return to the traveling reference line is not detected, it is determined that the lateral movement of the vehicle 10 is due to cornering, and the process proceeds to S18.

Here, an example of a method of obtaining the traveling locus 11 based on the detection result of the wheel speed difference sensor 9a will be described. Hereinafter, as shown in FIG. 4, "V _R" the vehicle speed of the right rear wheel, "V _L" the speed of the left rear wheel, "V _AVE" the average speed of the left and right rear wheels, the tread "# _TREAD , The turning radius is defined as "R _TURN ", and the acceleration in the vehicle width direction is defined as "G _Y ". Velocity V of the vehicle 10, the radius "r", when the angular velocity is "omega", V = because represented by r × omega, right rear wheel speed V _R is the formula (1), the left rear wheel speed V _L Is expressed by equation (2), and the average vehicle speed V _AVE of the left and right rear wheels is expressed by equation (3).
_{V R = (R TURN + #} TREAD / 2) × ω ··· (1)
_VL = (R _TURN- # _TREAD / 2) × ω ・ ・ ・ (2)
V _AVE = R _TURN x ω ・ ・ ・ (3)

The difference between the right rear wheel speed _{V R} and the left rear wheel speed _{V L} (i.e., the left and right wheel speed difference SV) is expressed from the equation (1) to (2) in equation (4). Then, the formulas (5) to (6) can be obtained from the formulas (3) to (4). That is, the ECU 8 obtains the turning radius R _TURN from the detection result (wheel speed difference SV) by the wheel speed difference sensor 9a using the equation (6), and _obtains the traveling locus 11 of the vehicle 10 from the obtained turning radius R _TURN. Can be sought.
SV = V _R −V _L = # _TREAD × ω ・ ・ ・ (4)
SV = # _TREAD × V _AVE / R _TURN・ ・ ・ (5)
R _TURN = # _TREAD × V _AVE / SV ・ ・ ・ (6)

It is also possible to obtain the traveling locus based on the detection result of the lateral G sensor 9b. For example, the acceleration G _Y in the vehicle width direction in the vehicle 10 is expressed by G _Y = V ² / r, where G _Y = V ² / r, where the velocity is "V" and the radius is "r". Therefore, the equation (7) is obtained. When (7) is expanded, the equation (8) is obtained. That, ECU 8 is running locus of using Equation (8), the lateral G sensor 9b in the detection result calculated turning radius R _TURN from (acceleration _{G Y} of the vehicle width direction), the vehicle 10 from the turning radius R _TURN obtained 11 can be obtained.
G _Y = V _AVE ² / R _TURN ... (7)
R _TURN = V _AVE ² / G _Y ... (8)

Returning to the flowchart of FIG. 2, S15 to S17 are steps to proceed when it is determined in S14 that the lateral movement of the vehicle 10 is due to the wobbling of the vehicle 10. In S15, the ECU 8 (control unit 8a) maintains the idle coasting without ending. That is, the ECU 8 maintains the state in which the clutch 2 is disengaged. As a result, the fuel efficiency can be improved as compared with the conventional technique in which the idle coasting is terminated each time the lateral movement of the vehicle 10 is detected. Further, in S16, the ECU 8 (control unit 8a) determines whether or not the accelerator is turned on (that is, whether or not the accelerator pedal is depressed) based on the detection result of the AP opening sensor 9f. to decide. If the accelerator is not turned on, the process returns to S13. On the other hand, when the accelerator is turned on, the process proceeds to S17, the hydraulic circuit 4 is controlled, the clutch 2 is engaged, and idle coasting is completed.

S18 to S22 are steps to proceed when it is determined in S14 that the lateral movement of the vehicle 10 is due to cornering. At the time of cornering, it is preferable to end the idle coasting control in order to reduce the change in the behavior of the vehicle 10. Also, the vehicle 10 can usually accelerate after cornering. Therefore, in the present embodiment, when it is determined that the lateral movement of the vehicle 10 is due to cornering, as shown in FIG. 5, the idle coasting is terminated and the clutch 2 is disengaged before the accelerator pedal is depressed. Prepare for engagement (preparation for clutch engagement). Then, when the accelerator pedal is depressed, the clutch 2 is engaged. By ending the idle coasting at the time of cornering in this way, it is possible to reduce the change in the behavior of the vehicle 10 at the time of cornering. Further, by preparing for clutch engagement, it is possible to reduce the response delay of the driving force when the accelerator pedal is depressed.

In S18, the ECU 8 (control unit 8a) determines whether or not the lateral movement amount of the vehicle 10 has reached the threshold value based on the detection results of the GPS sensor 9d, the steering angle sensor 9e, and the like. The threshold value can be set in advance to a value larger than the lateral movement amount due to the wobbling of the vehicle 10, based on, for example, the result of a test run. If the lateral movement amount of the vehicle 10 has not reached the threshold value, S18 is repeated, and if the lateral movement amount of the vehicle 10 reaches the threshold value, the process proceeds to S19.

In S19, the ECU 8 (control unit 8a) ends idle coasting. Further, in S20, the ECU 8 (control unit 8a) prepares for engaging the clutch (preparation for engaging the clutch). Clutch engagement preparation is prior to increasing the response speed of clutch engagement when the accelerator pedal is depressed, such as blipping to increase the number of revolutions of the engine 1 or applying pressurization to the clutch 2. Control over preparation.

In S21, the ECU 8 (control unit 8a) determines whether or not the accelerator is turned on (that is, whether or not the accelerator pedal is depressed) based on the detection result of the AP opening sensor 9f. .. If the accelerator is not turned on, S21 is repeated. On the other hand, when the accelerator is turned on, the process proceeds to S22, and the ECU 8 (control unit 8a) controls the hydraulic circuit 4 so as to engage the clutch 2.

As described above, in the present embodiment, it is determined whether the lateral movement of the vehicle 10 is due to staggering or cornering, and the idle coasting control is changed according to the determination result. Specifically, when the lateral movement of the vehicle 10 is due to the wobbling of the vehicle 10, idle coasting is maintained. As a result, fuel efficiency can be improved. On the other hand, when the lateral movement of the vehicle 10 is due to cornering, the idle coasting is terminated and the clutch is prepared for engagement. As a result, it is possible to increase the response speed of clutch engagement when the accelerator pedal is depressed and reduce the response delay of the driving force during acceleration after cornering.

<Other embodiments>
In the above embodiment, the transmission 3 is described by exemplifying a stepless transmission (CVT), but the present invention is not limited to this, and an automatic transmission (AT; Automatic Transmission) or a dual clutch transmission (DCT) is used. Other transmissions such as may be used. Even in this case, the control of the vehicle 10 (idle coasting control) according to the present invention can be applied.

<Summary of Embodiment>
1. 1. The vehicle control device of the above embodiment
A vehicle control device that controls the running of a vehicle (for example, 10).
A control means (for example, 8a) for controlling idle coasting of the vehicle and
Judgment means (for example, 8b) for determining whether the movement of the vehicle in the vehicle width direction during idle coasting is due to wobbling or cornering during straight running.
With
The control means maintains the idle coasting when the determination means determines that the movement of the vehicle is due to wobbling during straight-ahead travel, and the control means determines that the movement of the vehicle is due to cornering. Ends the idle coasting.
According to this embodiment, when the lateral movement of the vehicle is due to the wobbling of the vehicle, the idle coasting control can be maintained, so that the end of the idle coasting due to the wobbling of the vehicle can be avoided and the fuel efficiency can be improved. Is possible.

2. 2. In the above embodiment
When the determination means determines that the movement of the vehicle is due to cornering, the control means prepares for engaging the clutch before the accelerator pedal is depressed, and responds to the depression of the accelerator pedal. The clutch is engaged.
According to this embodiment, since the clutch engagement preparation is performed before the accelerator pedal is depressed, the response speed of the clutch engagement when the accelerator pedal is depressed is increased, and the response delay of the driving force in acceleration after cornering is reduced. It becomes possible to do.

3. 3. In the above embodiment
The preparation includes at least one of blipping and pressurization of the clutch.
According to this embodiment, it is possible to increase the response speed of clutch engagement when the accelerator pedal is depressed.

4. In the above embodiment
The determination means makes the determination based on the traveling locus of the vehicle from a predetermined time before.
According to this embodiment, it is possible to appropriately determine whether or not the lateral movement of the vehicle is due to the wobbling of the vehicle.

5. In the above embodiment
The determination means obtains a travel reference line from the travel locus, and when the behavior of the vehicle trying to return to the travel reference line is detected, determines that the movement of the vehicle is due to wobbling.
According to this embodiment, it is possible to appropriately determine whether or not the lateral movement of the vehicle is due to the wobbling of the vehicle.

6. In the above embodiment
The determination means obtains the travel reference line by averaging the amount of movement in the vehicle width direction in the travel locus.
According to this embodiment, it is possible to appropriately set a traveling reference line used for determining whether or not the lateral movement of the vehicle is due to the wobbling of the vehicle.

The present invention is not limited to the above embodiments, and various modifications and modifications can be made without departing from the spirit and scope of the present invention.

1: Engine, 2: Clutch, 3: Transmission, 4: Hydraulic circuit, 5: Differential mechanism, 6L, 6R: Drive shaft, 7L, 7R: Drive wheel, 8: ECU, 9a-9f: Sensor, 10: vehicle

Claims (8)

A vehicle control device that controls the running of a vehicle.
A control means for controlling the idle coasting of the vehicle and
Judgment means for determining whether the movement of the vehicle in the vehicle width direction during idle coasting is due to wobbling or cornering during straight running.
With
The control means maintains the idle coasting when the determination means determines that the movement of the vehicle is due to wobbling during straight-ahead travel, and the control means determines that the movement of the vehicle is due to cornering. A vehicle control device characterized in that the idle coasting is terminated. When the determination means determines that the movement of the vehicle is due to cornering, the control means prepares for engaging the clutch before the accelerator pedal is depressed, and responds to the depression of the accelerator pedal. The vehicle control device according to claim 1, wherein the clutch is engaged. The vehicle control device according to claim 2, wherein the preparation includes at least one of blipping and pressurization of the clutch. The vehicle control device according to any one of claims 1 to 3, wherein the determination means makes the determination based on the traveling locus of the vehicle from a predetermined time before. The determination means is characterized in that a travel reference line is obtained from the travel locus, and when the behavior of the vehicle trying to return to the travel reference line is detected, it is determined that the movement of the vehicle is due to wobbling. The vehicle control device according to claim 4. The vehicle control device according to claim 5, wherein the determination means obtains the travel reference line by averaging the amount of movement in the vehicle width direction in the travel locus. A vehicle comprising the vehicle control device according to any one of claims 1 to 6. It is a control method that controls the running of the vehicle.
A determination step of determining whether the movement of the vehicle in the vehicle width direction during idle coasting of the vehicle is due to wobbling or cornering during straight running, and
When the movement of the vehicle is determined by the determination process due to the wobbling during straight running, the first control process for maintaining the idle coasting and the first control process.
A second control step for ending the idle coasting when the movement of the vehicle is determined in the determination step according to cornering, and
A control method characterized by including.

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