JP4924214B2 - VEHICLE CONTROL DEVICE, VEHICLE CONTROL SYSTEM, AND TRAVEL SUPPORT DEVICE - Google Patents

Description

  The present invention relates to a vehicle control device that operates an actuator including an internal combustion engine to control a running state of the vehicle. The present invention also relates to a travel support device that supports travel of a vehicle in which an output shaft of an internal combustion engine is connected to drive wheels via a stepped transmission.

The amount of fuel consumed by the internal combustion engine when driving the vehicle depends on the driving method by the user. For this reason, as seen, for example, in Patent Document 1 below, a method for evaluating a user's driving method from the viewpoint of reducing fuel consumption and notifying the user is proposed. Here, in view of the fact that the kinetic energy of the vehicle is wasted as heat energy due to the brake operation by the user, useless acceleration is the cause of the increase in fuel consumption.
JP 2006-90177 A

  By the way, effective measures for reducing fuel consumption are not limited to suppressing useless acceleration. For example, during so-called coasting running in which the vehicle is decelerated while the accelerator pedal is released without operating the brake, the user has nothing to do, but the fuel consumption depends on the operating mode of the on-vehicle actuator during this period. The amount can vary. Furthermore, even when the generation of a braking force is required by a brake operation by the user, the operation amount of each actuator for generating the required braking force is not uniquely determined. In this case, the fuel consumption can be changed by setting the operation amount of the actuator.

  In addition, not only when the vehicle is decelerating, but generally, the amount of fuel consumption depends on the setting of the operation amount due to the fact that the operation amount of the actuator for realizing the demand for the vehicle traveling speed or its change is not uniquely determined. These facts that are increasing are generally common.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is for a vehicle that operates an actuator so as to reduce fuel consumption when realizing a request relating to a traveling speed or a change in the vehicle. A control device and a control system are provided. Another object of the present invention is to provide a driving support device that supports driving that leads to a reduction in fuel consumption.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

Invention of claim 1, wherein, to control the running state of the vehicle, the vehicle control device for operating an actuator including an internal combustion engine, means for obtaining the required value of the running speed of the vehicle, the request of the running speed Acquisition means for acquiring a request for acceleration / deceleration of the vehicle as a change in value, and, when a request for acceleration or deceleration of the vehicle occurs, fuel consumption by the internal combustion engine when the vehicle travels according to the request A minimum operation amount calculating means for calculating an operation amount of the actuator for minimizing the amount, and an operating means for operating the actuator based on the operation amount for minimizing the amount, wherein the minimum operation amount calculating means comprises: A setting means for setting the acceleration or deceleration of the vehicle in a plurality of ways, and the actuator for realizing this for each acceleration or deceleration set by the setting means. A fuel consumption amount when Ru changing the running speed to the final speed after the change of the required value while setting the operation amount of eta, the required value for the shortage with respect to the reference travel distance of the travel distance for the Fuel consumption calculation means for calculating the sum of the fuel consumption when traveling at either the travel speed before the change of the vehicle or the final travel speed, and the calculated fuel consumption is minimized The operation amount of the actuator is calculated.

  In the above invention, since the actuator is operated based on the operation amount calculated by the minimum operation amount calculating means, it is possible to set the operation amount that minimizes the fuel consumption when the vehicle is driven according to the deceleration request / acceleration request. it can.

By the way, when evaluating the amount of fuel consumption, it is desirable to standardize the fuel consumption when traveling the same distance. In this respect, in the above-described invention, in order to calculate the operation amount for minimizing the fuel consumption amount when traveling the reference mileage, the fuel consumption amount is evaluated based on an appropriate standard and minimized. The operation amount can be calculated.

Moreover, in the said invention, the operation amount of the actuator which minimizes fuel consumption can be calculated more appropriately by setting acceleration / deceleration variously.

By the way, when traveling the reference travel distance while accelerating or decelerating the vehicle to the final travel speed, the constant speed travel is performed before or after acceleration or deceleration. In view of this point, in the above invention, the actual fuel consumption required for traveling the reference travel distance can be calculated with high accuracy.

According to a second aspect of the present invention, in the first aspect of the invention, the setting means sets the acceleration or the deceleration for each unit change amount of the traveling speed of the vehicle, and calculates the fuel consumption amount. The means determines the fuel consumption when changing the travel speed of the vehicle by a unit change amount according to the set acceleration or deceleration, and the shortage of the travel distance with respect to the unit travel distance before the change of the required value. The fuel consumption amount is calculated as a total amount until the vehicle traveling speed shifts to the final traveling speed with respect to the sum of the traveling speed of the vehicle and the fuel consumption amount when traveling at the final traveling speed. It is characterized by that.

  In the above invention, since it is possible to set different accelerations for each unit change amount of the traveling speed when accelerating or decelerating to the final traveling speed, the operation amount for minimizing the fuel consumption is more appropriately set. Can be calculated.

  The “unit travel distance” is preferably set to a value obtained by multiplying the ratio of the unit change amount to the change amount from the travel speed before acceleration or deceleration to the final travel speed by the reference travel distance.

The invention according to claim 3 is the invention according to claim 1 or 2 , wherein the vehicle connects an output shaft of the internal combustion engine to drive wheels of the vehicle via a transmission, and the fuel consumption amount. The calculation means includes a rotation speed calculation means for calculating the rotation speed of the internal combustion engine when variously setting the gear stage of the transmission, and the internal combustion engine requested from the set acceleration and the set gear stage. A fuel consumption rate calculating means for calculating a fuel consumption rate based on the torque and the calculated rotation speed, and calculating a fuel consumption amount when traveling the reference travel distance, wherein the minimum operation amount The calculation means calculates the operation amount of the actuator based on the rotation speed calculated by the rotation speed calculation means and the required torque of the internal combustion engine.

  The rotational speed of the internal combustion engine can vary depending on the set gear stage. Therefore, the rotation speed can be calculated based on the set gear stage. The torque required for the internal combustion engine is determined by the set gear stage and the required acceleration. Based on the rotational speed and torque, it is possible to calculate the operation amount of the actuator that can realize this and the fuel consumption amount at that time. In the above invention, by paying attention to this point, the operation amount of the actuator for minimizing the fuel consumption can be calculated.

A fourth aspect of the invention includes the vehicle control device according to any one of the first to third aspects, and an actuator operated based on an operation amount calculated by the minimum operation amount calculating means. To do.

  A vehicle control device according to a first embodiment of the present invention will be described below with reference to the drawings.

  FIG. 1 shows an overall configuration of a vehicle control system according to the present embodiment.

  Here, an automatic transmission 14 is connected to the crankshaft 12 of the engine 10 as a gasoline internal combustion engine. The automatic transmission 14 includes a torque converter and a planetary gear type automatic transmission. In the planetary gear type automatic transmission, one of a plurality of power transmission paths formed by the planetary gear PG is selected depending on the engagement state of a clutch C or a brake (not shown) as a friction element, thereby transmitting power. The gear ratio according to the route is realized. The rotational force of the crankshaft 12 of the engine 10 is transmitted to the drive wheels 16 after being shifted by the automatic transmission 14.

  A braking force can be applied to the driving wheel 16 and the driven wheel 18 by a hydraulically driven brake actuator 20. The brake actuator 20 adjusts the braking force by adjusting the pressure of the hydraulic oil supplied to the wheel cylinder 24 for each wheel (each drive wheel 16 and each driven wheel 18). Further, the brake actuator 20 has a function of adjusting the braking force to be generated in the wheel cylinder 24 of each wheel in accordance with the pressure in the master cylinder 22 in which the hydraulic oil pressure is adjusted by the operation of the brake pedal 21. . That is, in this embodiment, the hydraulic oil in the wheel cylinder 24 is not mechanically controlled by the operation of the brake pedal 21, but the pressure of the hydraulic oil in the wheel cylinder 24 is electronically controlled based on the operation of the brake pedal 21. A so-called brake-by-wire system for control is employed.

  The driving wheel 16 and the driven wheel 18 are further provided with a wheel speed sensor 26 for detecting the rotational speed.

  The control device 30 controls the traveling state of the vehicle as a control target. Specifically, the control device 30 detects the operation amounts of the wheel speed sensor 26, the user interface 32, and the brake pedal 21, including detection values of various sensors that detect the operation state of the engine 10 and the operation state of the automatic transmission 14. The output signal of the brake sensor 34 is taken in, and the vehicle travel control is performed in response thereto. Here, the user interface 32 includes an automatic travel instruction switch in which the user issues a request for automatic travel of the vehicle, an accelerator operation member instructed by the user to request torque increase for the engine 10, and the like.

  When a request for automatic traveling is input from the user via the user interface 32, the control device 30 electronically controls the traveling speed of the vehicle. For example, the vehicle is run so as to keep the distance between the vehicle ahead and the vehicle ahead, or the vehicle is stopped when it is confirmed that the traveling direction signal is red at the intersection.

  However, when such a vehicle travels, the amount of operation of the in-vehicle actuators (engine 10, automatic transmission 14, brake actuator 20) for controlling the vehicle speed, acceleration / deceleration is not uniquely determined. For this reason, it is considered that the fuel consumption of the engine 10 varies depending on the setting of the operation amount. In particular, when the vehicle is decelerated, the inventors have found that the fuel consumption can vary greatly depending on the setting of the operation amount.

  Therefore, in the present embodiment, when a request for reducing the traveling speed (vehicle speed) of the vehicle to the final vehicle speed occurs, the operation amount of the actuator that minimizes the fuel consumption is calculated. This will be described below.

  FIG. 2 shows a processing procedure of deceleration control according to the present embodiment. This process is repeatedly executed at a predetermined cycle, for example.

  In this series of processing, first, in step S10, the vehicle speed at the end of deceleration and the allowable deceleration end limit position are acquired. Here, two values required by the automatic traveling control of the vehicle, that is, the vehicle speed at the end of deceleration and the maximum value of the distance traveled when decelerating to the same vehicle speed are acquired. In subsequent steps S12 to S30, processing for calculating the fuel consumption required when the vehicle speed is decelerated by the unit speed “1 km / h” to the vehicle speed at the end of deceleration is performed. That is, first, in step S12, the vehicle speed Vi is set. Here, the initial value is the vehicle speed before starting deceleration, that is, the current vehicle speed. From the next time onward, a vehicle speed that is decelerated by “1 km / h” from the current vehicle speed, such as “Vi-1” and “Vi-2”, is set.

  In subsequent step S14, deceleration αn is set. Here, among the decelerations from the maximum deceleration assumed to be realizable without using the braking force of the brake actuator 20 to the minimum deceleration, the deceleration αn is set stepwise from the minimum deceleration. Go. Here, the minimum deceleration may be set to be equal to or greater than the minimum deceleration at which the user can sense the deceleration of the vehicle.

  In the following step S16, the gear position of the automatic transmission 14 that minimizes the fuel consumption when the vehicle speed is reduced by the unit speed “1 km / h” at the deceleration αn set in step S14 is calculated. The fuel consumption amount Ain at this time is stored. Here, first, the rotational speed and torque of the engine 10 at each gear stage are calculated by the processing shown in FIG. That is, the rotation speed calculation unit B2 calculates the rotation speed of the engine 10 based on the vehicle speed Vi and the gear stage. Specifically, the rotational speed may be calculated based on a multiplication value of the speed ratio determined from the gear stage and the vehicle speed Vi.

  On the other hand, the torque calculation unit B4 calculates the torque (shaft torque) generated by the engine 10 with the vehicle speed Vi, the deceleration αn, and the gear stage as inputs. Here, in consideration that the sum of the value obtained by multiplying the running resistance F by the radius r of the driving wheel 16 and the value obtained by multiplying the vehicle weight M by the deceleration αn and the radius r is the required axle torque. This is divided by the gear ratio and the differential gear ratio (difference ratio). The running resistance F is a function of the vehicle speed Vi, and for example, a physical model proportional to the square of the vehicle speed Vi can be used.

  Subsequently, based on the rotation speed and torque calculated in the above-described mode, a gear stage that minimizes fuel consumption is calculated using the map shown in FIG. This map is a plot of the minimum value of fuel consumption when realizing the rotational speed and torque. According to the process shown in FIG. 3, since the rotation speed and torque are calculated for each gear stage, the minimum value of the fuel consumption amount for each gear stage can be calculated based on this. . For this reason, it is possible to calculate the gear stage that minimizes the fuel consumption and the fuel consumption Ain at that time.

  In step S18 of FIG. 2, the travel distance Bin of the vehicle when the vehicle speed decreases by the unit speed “1 km / h” at the deceleration αn is calculated. This can be calculated by the following equation.

Bin = (Vi / αn) − {1 / (2 · αn)}
In subsequent step S20, a travel distance Cin as a difference between the unit travel distance L and the travel distance Bin is calculated. This process is performed as part of the process for standardizing the fuel consumption so as to evaluate the fuel consumption based on the fuel consumption when traveling the same travel distance. Here, the unit travel distance L is set to be equal to or greater than the travel distance when the vehicle speed is decreased by the unit speed “1 km / h” at the minimum deceleration αn of the deceleration αn set in step S14. ing. FIG. 5 illustrates the relationship between the distances Bin and Cin and the unit travel distance L.

  In step S22 of FIG. 2 above, when traveling the travel distance, it is selected whether the vehicle traveled by the vehicle speed before the start of deceleration or the vehicle speed at the end of deceleration has less fuel consumption. A fuel consumption rate Din which is a fuel consumption amount per unit distance is calculated. Here, as shown in FIG. 6, map data defining the relationship between the vehicle speed V and the fuel consumption rate is used. This data can be created as a relationship between each vehicle speed and an average fuel consumption rate by sequentially calculating the fuel consumption during vehicle travel.

  In the following step S24, the fuel consumption amount Ein when traveling the unit travel distance L at the deceleration αn is calculated. This is calculated by adding the product of the travel distance Cin calculated in step S20 and the fuel consumption rate Din calculated in step S22 to the fuel consumption amount Ain calculated in step S16. Can do.

  In a succeeding step S26, it is determined whether or not the deceleration αn is the maximum realizable deceleration described above. If a negative determination is made in step S26, the deceleration αn is increased in step S14, and then the processes of steps S16 to S24 are performed. On the other hand, if an affirmative determination is made in step S26, the deceleration αn that minimizes the fuel consumption amount E and the travel distance Bin at that time are selected in step S28. That is, the deceleration αn that minimizes the fuel consumption for traveling the unit travel distance L while decreasing the vehicle speed Vi set in step S12 by the unit speed “1 km / h”, and the travel distance Bin at that time Select.

  In subsequent step S30, it is determined whether or not a value that is decreased by the unit speed “1 km / h” from the vehicle speed Vi set in step S12 is equal to or less than the deceleration end vehicle speed acquired in step S10. In this process, it is determined whether or not the setting of the deceleration αn that minimizes the fuel consumption at each stage when the vehicle speed is decreased stepwise by the unit speed “1 km / h” is completed. If a negative determination is made in step S30, the vehicle speed Vi reduced by the unit speed “1 km / h” is newly set in step S12, and the processes in steps S14 to S28 are performed. On the other hand, when an affirmative determination is made in step S30, a distance Btotal required for deceleration is calculated in step S32. This is the sum of the travel distance Bi when the vehicle speed is decreased by the unit speed at the deceleration αn selected at each stage when the vehicle speed is decreased by the unit speed.

  In subsequent step S33, the validity of the series of deceleration αn and travel distance Bi selected in step S28 is examined. This is to determine whether or not the position traveled by the distance Btotal from the current position does not exceed the deceleration end limit position. If the deceleration end limit position is not exceeded, it is determined that the series of deceleration αn and travel distance Bi selected in step S28 are valid, and the process proceeds to step S34. On the other hand, when it is determined that the deceleration end limit position is exceeded, among the various combinations of the deceleration αn and the travel distance Bin calculated so far, the deceleration can be completed by the deceleration end limit position. , And the one that minimizes the fuel consumption is selected as the final deceleration αn and the travel distance Bi. Thereby, the distance Btotal calculated in step S32 is updated. Then, after the final deceleration αn, the travel distance Bi, and the distance Btotal are updated, the process proceeds to step S34.

  In the subsequent step S34, a deceleration start position is set. Here, if it is determined in step S22 that the fuel consumption is smaller when traveling at the vehicle speed before deceleration, the distance Btotal is subtracted from the deceleration end limit position acquired in step S10. The position traveled by the value is set as the deceleration start position. On the other hand, if it is determined in step S22 that the fuel consumption is smaller when traveling at the vehicle speed after deceleration, the current position is set as the deceleration start position.

  In the subsequent step S36, deceleration control is performed at the deceleration αn set from the deceleration start position. Here, the operation amount of each actuator is calculated from the deceleration αn, the gear stage, the torque calculated from the rotational speed selected at each stage when the vehicle speed is decreased by the unit speed, and the rotational speed. Specifically, as shown in FIG. 7, the throttle calculation unit B6 for calculating the throttle opening, the VCT calculation unit B8 for calculating the valve timing (VCT) operation amount, and the swirl control valve ( SCV calculation unit B10 that calculates the operation amount of SCV), TCV calculation unit B12 that calculates the operation amount of the tumble control valve (TCV), and the like, and each operation amount is calculated. The operation amounts calculated by the throttle calculation unit B6, the VCT calculation unit B8, the SCV calculation unit B10, and the TCV calculation unit B12 are values for realizing the input rotation speed and torque with the minimum fuel consumption. Is set to In other words, these calculation units calculate the operation amount at each point of the map shown in FIG.

  When the process of step S36 is completed, this series of processes is temporarily terminated.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) When a vehicle deceleration request is generated, an operation amount of an actuator for minimizing fuel consumption by the engine 10 when the vehicle travels according to the request is calculated, and each actuator is operated based on this. Thereby, the operation amount that minimizes the fuel consumption when the vehicle is driven according to the deceleration request can be set.

  (2) An operation amount for minimizing fuel consumption when traveling the reference travel distance “(vehicle speed before deceleration−vehicle speed after deceleration) × L” while changing the travel speed to the vehicle speed at which deceleration ends is calculated. Thereby, it is possible to calculate the operation amount that minimizes the fuel consumption amount while evaluating the amount of the fuel consumption amount according to an appropriate standard.

  (3) When setting the vehicle deceleration in a plurality of ways, the operation amount of the actuator that achieves this and minimizes the fuel consumption when traveling the unit travel distance was calculated. Thereby, the operation amount of the actuator that minimizes the fuel consumption can be calculated more appropriately.

  (4) A map that determines the relationship between the rotational speed and torque of the engine 10 and the fuel consumption is provided, and the gear stage that minimizes the fuel consumption when realizing the set deceleration αn is set. As a result, the calculation load can be reduced as compared with the case of calculating the operation amount that minimizes the fuel consumption amount while changing the operation amounts of the plurality of actuators.

(Second Embodiment)
Hereinafter, the second embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  FIG. 8 shows the procedure of deceleration processing according to the present embodiment. This process is repeatedly executed by the control device 30 at a predetermined cycle, for example. In FIG. 8, the same steps as those shown in FIG. 2 are given the same step numbers for the sake of convenience.

  FIG. 8 shows processing when a request for reducing the vehicle speed to a predetermined speed is issued when the user requests cruise control through the user interface 32. Therefore, if an affirmative determination is made in step S26, in step S28a, the deceleration αn that minimizes the fuel consumption Ein is calculated, and the control to make the deceleration αn is immediately started. This control is performed until the vehicle speed decreases by the unit speed “1 km / h”. In step S30a, if it is determined that the current vehicle speed after the unit speed is decreased by “1 km / h” is higher than the deceleration end vehicle speed set in step S10, the process returns to step S12 and a new The current vehicle speed is set in step S14 to S24. On the other hand, if it is determined in step S30a that the current vehicle speed is equal to or lower than the deceleration end vehicle speed, this series of processes is temporarily terminated.

  Also according to the present embodiment described above, an effect according to the first embodiment can be obtained.

(Third embodiment)
Hereinafter, the third embodiment will be described with reference to the drawings with a focus on differences from the first embodiment.

  In this embodiment, when the user depresses the brake pedal, the user's deceleration request is estimated, and the actuator is operated so that the fuel consumption of the engine 10 is minimized while satisfying the estimated deceleration. FIG. 9 shows a procedure of deceleration processing according to the present embodiment. This process is repeatedly executed by the control device 30 at a predetermined cycle, for example.

  In this series of processing, first, in step S40, it is determined whether or not the brake pedal 21 is depressed based on the detected value of the brake sensor 34. This process determines whether or not there is a braking force generation request from the user. If it is determined that the brake pedal 21 is depressed, in step S42, the operation speed of the brake pedal 21 is equal to or less than the predetermined value ε and the operation amount of the brake pedal 21 is equal to or less than the predetermined value γ. Determine whether or not. This process determines whether or not the above-described control based on the estimation of the deceleration requested by the user may be performed. That is, when the brake operation speed is high or the brake operation amount is large, the reason why the vehicle is required to have a braking force is considered to be to ensure the safety of the vehicle. In this case, the above control is performed. Absent.

  If an affirmative determination is made in step S42, it is determined that the brake operation by the user is not for the purpose of ensuring vehicle safety or the like, and the process proceeds to step S44. In step S44, an estimated value of deceleration requested by the user (estimated deceleration) is calculated. Here, it is noted that the required deceleration generally tends to depend on the vehicle speed at that time. That is, as shown in FIG. 10, a map that defines the relationship between the vehicle speed and the deceleration is prepared, and the estimated deceleration is calculated from the current vehicle speed based on the map. Note that this map can be created by detecting the vehicle speed and deceleration at that time each time a vehicle deceleration request is issued by the user.

  Subsequently, in step S46 of FIG. 9, a gear stage capable of fuel cut is calculated. Here, the fuel cut control of the engine 10 is executed based on the fact that the condition that the rotational speed of the engine 10 is equal to or higher than a predetermined value is satisfied in addition to the condition that the accelerator operating member is not operated. On the other hand, the rotational speed of the engine 10 increases as it is shifted to a lower gear. For this reason, the gear position on the low speed side that enables fuel cut is calculated. In the subsequent step S48, it is determined whether or not the deceleration due to the engine brake torque at the time of fuel cut is smaller than the estimated deceleration. This process determines whether the estimated deceleration can be realized by applying the braking force of the brake actuator 20 to the fuel cut alone or to the fuel cut.

  Here, the deceleration due to the engine brake is calculated by the process shown in FIG. The pumping loss calculation unit B20 calculates the pumping loss of the engine 10 based on the rotational speed of the engine 10 and the intake pressure. The indicated torque calculation unit B22 calculates the indicated torque of the engine 10 at the time of fuel cut based on the rotation speed of the engine 10 and the intake air amount. The friction loss calculation unit B24 calculates the friction torque of the engine 10 based on the rotational speed of the engine 10 and the indicated torque. The emblem torque calculation unit B26 calculates the torque due to the engine brake based on the pumping loss and the friction. The axle torque calculator B28 calculates the axle torque by multiplying the torque by the engine brake by the gear ratio of the automatic transmission 14 and the differential ratio. The braking force calculation unit B30 calculates the braking force by the engine brake by dividing the axle torque by the radius r of the drive wheel 16. The total braking force calculation unit B32 calculates a resultant force of the braking force due to the engine brake and the traveling resistance of the vehicle by adding the traveling resistance F of the vehicle to the braking force due to the engine brake. The emblem deceleration calculation unit B34 calculates the deceleration due to engine braking or the like by dividing the output of the total braking force calculation unit B32 by the vehicle weight M.

  When an affirmative determination is made in step S48 of FIG. 9, it is determined that the estimated deceleration can be realized while performing the fuel cut control, and the process proceeds to step S50. In step S50, a required brake torque for the brake actuator 20 for obtaining the estimated deceleration is calculated. This process is for compensating the insufficient torque by the brake actuator 20 when the estimated deceleration cannot be realized only by the engine brake.

  Specifically, this process is the process shown in FIG. That is, the insufficient deceleration calculation unit B40 calculates the difference between the estimated deceleration and the deceleration realized by engine braking (the calculated value of the emblem deceleration calculation unit B34). The insufficient braking force calculation unit B42 calculates the insufficient braking force by multiplying the deceleration calculated by the insufficient deceleration calculation unit B40 by the vehicle weight M. The brake torque calculation unit B44 calculates the required brake torque by multiplying the output of the insufficient braking force calculation unit B42 by the radius r of the drive wheel 16.

  In step S52 of FIG. 9, the automatic transmission 14 and the brake actuator 20 are operated based on the gear stage calculated in step S46 and the required brake torque calculated in step S50.

  On the other hand, when a negative determination is made in step S48, if the fuel cut is performed, the vehicle decelerates at a deceleration greater than the estimated deceleration. Therefore, the fuel cut control cannot be performed and the process proceeds to step S54. . In step S54, in order to realize the estimated deceleration, the gear stage that minimizes the fuel consumption and the operation amounts of other actuators are calculated. Here, the gear stage calculation method can be performed in the manner of step S16 of FIG. Further, the operation amount of other actuators can be performed by the processing shown in FIG. In the subsequent step S56, the various actuators and the automatic transmission 14 are operated using the operation amounts and gear positions of the various actuators of the engine 10 calculated in the step S54.

  When a negative determination is made in steps S40 and S42 or when the processes in steps S52 and S56 are completed, the series of processes is temporarily ended.

  According to the embodiment described in detail above, the following effects can be obtained.

  (5) The estimated value (estimated deceleration) of the deceleration requested by the user is calculated, and the operation amount that minimizes the fuel consumption of the engine 10 is calculated among the operation amounts of the actuator that realizes this. Thereby, the fuel consumption at the time of a user's brake request | requirement can be reduced suitably.

  (6) When it is determined that there is a gear stage that can execute the fuel injection stop control of the engine 10 while realizing the estimated deceleration, the gear stage is set as the operation amount of the automatic transmission 14. Thereby, fuel consumption can be reduced suitably.

(Fourth embodiment)
Hereinafter, the fourth embodiment will be described with reference to the drawings with a focus on differences from the third embodiment.

  In the present embodiment, in a manual transmission vehicle, when the user performs a brake operation, the estimated deceleration is calculated in the same manner as described above, and the gear stage that minimizes the fuel consumption is calculated in order to realize the estimated deceleration. To notify the user. The vehicle control system according to the present embodiment is different from that shown in FIG. 1 in the automatic transmission 14 and the like, but the illustration of the control system is omitted here for convenience.

  FIG. 12 shows a driving assistance processing procedure according to the present embodiment. This process is repeatedly executed by the control device 30 at a predetermined cycle, for example. In FIG. 12, the same steps as those shown in FIG. 9 are given the same step numbers for the sake of convenience.

  In the series of processes, when the processes of steps S50 and S54 are completed, the user reduces the fuel consumption by notifying the user of the gear stage calculated in steps S50 and S54 in step S58. Assist with driving.

  According to the embodiment described above, the following effects can be obtained.

  (7) The estimated value (estimated deceleration) of the deceleration requested by the user was calculated, and the gear stage that minimizes the fuel consumption was calculated and notified to the user. Thereby, the user can assist in driving to reduce fuel consumption.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  In the first embodiment, it is not assumed that the fuel cut control of the engine 10 is performed when the deceleration αn is realized, but this may be assumed. Further, it may be assumed that the braking force by the brake actuator 20 is used. However, in the case of a vehicle that is generated by means for converting the kinetic energy of the vehicle into heat energy without generating the braking force of the vehicle by a generator as in the above embodiment, the same is applied from the viewpoint of reducing fuel consumption. It is desirable not to use the braking force of the means, that is, the braking force of the brake actuator 20 as much as possible.

  In each of the above embodiments, the maps shown in FIG. 4 and FIG. 7 are created in advance based on experiments and mounted on the control device 30. However, the present invention is not limited to this. For example, in the running state of the vehicle, A function for learning the operation amount of the actuator that minimizes the fuel consumption amount and the fuel consumption amount at that time may be mounted on the control device 30 for each rotation speed and torque.

  In each of the above embodiments, when calculating the torque of the engine 10 from the selected deceleration αn, the torque required to realize the deceleration αn is “M × αn × r + (air resistance) × r " However, when the road surface on which the vehicle is traveling has a gradient, the traveling direction component of the vehicle in gravity is not zero. For this reason, the required torque may be set to “Mαn × r + (air resistance) × r + Mgsin θ × r” using the angle θ of the gradient.

  In each of the above embodiments, after setting the deceleration αn first, the gear stage that minimizes the fuel consumption is set in order to realize the deceleration αn, but this is not restrictive. For example, torque calculation means for inputting the operation amount of each actuator of the engine 10 and outputting the torque of the engine 10 is provided, and the deceleration is obtained based on the torque calculated when the operation amount of each actuator is variously changed. The fuel consumption amount may be calculated based on the operation amount of the fuel injection valve as the actuator.

  In each of the above-described embodiments, the map (FIG. 4) that defines the relationship between the rotation speed and torque and the minimum value of the fuel consumption that realizes the rotation speed is used. For example, a map that defines the relationship between the rotational speed and torque and the amount of fuel consumption determined according to the optimum amount of operation of the actuator that realizes this based on requirements such as exhaust characteristics may be used. Even in this case, for example, in the first embodiment, by setting the deceleration αn variously, the operation amount of the actuator for minimizing the fuel consumption amount among the set deceleration αn is set. Can be calculated.

  In each of the above embodiments, a stepped automatic transmission is used, but a continuously variable transmission (CVT) capable of continuously changing a gear ratio may be used. Even in this case, it is effective to calculate the minimum fuel consumption amount by calculating the fuel consumption amount for realizing the set deceleration αn for each gear ratio.

  In the above embodiments, in order to normalize the fuel consumption when the vehicle speed changes by “1 km / h” at the deceleration αn to the fuel consumption per distance L as a reference, before deceleration or after deceleration Although the fuel consumption was calculated when the vehicle traveled the travel distance Cin at the vehicle speed, the present invention is not limited to this. For example, a map that defines the relationship between the deceleration and the fuel consumption correction value may be prepared, and the fuel consumption correction value may be calculated based on the set deceleration αn. In this case, the fuel consumption per reference distance can be easily calculated by correcting the fuel consumption when the vehicle speed changes by 1 km / h at the deceleration αn with the fuel consumption correction value.

  In each of the above embodiments, control is performed to minimize fuel consumption when the vehicle is decelerated, but it may be during acceleration. Further, it may be during constant speed running. Especially for manual transmission vehicles, it is effective to give advice on the gear stage that minimizes fuel consumption in the same manner as in the fourth embodiment, even when the vehicle is driven at a constant speed. is there.

  In addition, the internal combustion engine is not limited to a gasoline engine, and may be a diesel engine, for example.

The figure which shows the whole structure of the control system for vehicles concerning 1st Embodiment. The flowchart which shows the process sequence of the deceleration control concerning the embodiment. The block diagram which shows the process which calculates an engine torque from the deceleration set in the same embodiment. The figure which defines the relationship between the rotational speed and torque concerning the embodiment, and fuel consumption. 4 is a time chart showing a method for evaluating a fuel consumption when decelerating by a unit speed at a set deceleration in the embodiment. The figure which shows the relationship information which defines the relationship between the vehicle speed and fuel consumption concerning the embodiment. The block diagram which shows the process which calculates the operation amount of each actuator of an internal combustion engine from the engine speed and torque concerning the embodiment. The flowchart which shows the process sequence of the deceleration control concerning 2nd Embodiment. The flowchart which shows the process sequence of the deceleration control concerning 3rd Embodiment. The figure which shows the information used for the estimation of the deceleration concerning the embodiment. The block diagram regarding the estimation process of the deceleration which can be implement | achieved by the engine brake at the time of fuel cut in the same embodiment. The flowchart which shows the process sequence of the deceleration control concerning 4th Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Engine, 14 ... Automatic transmission, 16 ... Drive wheel, 18 ... Driven wheel, 20 ... Brake actuator, 30 ... Control apparatus.

Claims (4)

In a vehicle control device for operating an actuator including an internal combustion engine to control a running state of a vehicle,
Means for obtaining a required value of the running speed of the vehicle;
An acquisition means for acquiring an acceleration request / deceleration request of the vehicle as a change in a required value of the traveling speed ;
When an acceleration request or a deceleration request for the vehicle occurs, a minimum operation amount calculation means for calculating an operation amount of the actuator for minimizing fuel consumption by the internal combustion engine when the vehicle travels according to the request When,
Operating means for operating the actuator based on an operation amount for minimization,
The minimum operation amount calculation means sets a setting means for setting the acceleration or deceleration of the vehicle in a plurality of ways, and sets an operation amount of the actuator for realizing this for each acceleration or deceleration set by the setting means. running speed before the change of the the final travel speed fuel consumption amount when the running speed Ru varied from the following changes required value, the required value for the shortage with respect to the reference travel distance of the travel distance for this while Or a fuel consumption amount calculating means for calculating a sum of the fuel consumption amount when traveling at one of the final traveling speeds, and an operation amount of the actuator when the calculated fuel consumption amount is minimized. The vehicle control device characterized by calculating The setting means sets the acceleration or the deceleration for each unit change amount of the traveling speed of the vehicle,
The fuel consumption amount calculation means calculates the fuel consumption amount when changing the traveling speed of the vehicle by a unit change amount according to the set acceleration or deceleration, and the shortage of the traveling distance at this time with respect to the unit traveling distance. The fuel as a total amount until the vehicle traveling speed shifts to the final traveling speed with respect to the sum of the traveling speed before the change of the required value or the fuel consumption when traveling at the final traveling speed the vehicle control apparatus according to claim 1, wherein the calculating the consumption. The vehicle connects an output shaft of the internal combustion engine to a drive wheel of the vehicle via a transmission.
The fuel consumption calculation means is requested from a rotation speed calculation means for calculating a rotation speed of the internal combustion engine when various gear stages of the transmission are set, and the set acceleration and the set gear stage. A fuel consumption rate calculating means for calculating a fuel consumption rate based on the torque of the internal combustion engine and the calculated rotational speed, and calculating a fuel consumption amount when traveling the reference travel distance;
The minimum operation amount calculating unit according to claim 1 wherein said based on the rotation speed to calculate the rotation speed calculation means and the torque of the required internal combustion engine, and calculates the operation amount of said actuator Or the control apparatus for vehicles of 2 . The vehicle control device according to any one of claims 1 to 3 ,
A vehicle control system comprising: an actuator operated based on an operation amount calculated by the minimum operation amount calculating means.

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