JP5464140B2 - Vehicle control system and vehicle control apparatus - Google Patents

Description

  The present invention relates to a vehicle control system and a vehicle control device.

  As a conventional vehicle control system or vehicle control device, for example, in Patent Document 1, when the accelerator pedal is depressed, the throttle opening is adjusted according to the accelerator opening, while the accelerator pedal is released. Discloses an engine brake control device for a vehicle that adjusts the engine brake force acting on the vehicle by adjusting the throttle opening regardless of the accelerator opening.

JP-A-11-107784

  By the way, in the engine brake control device for a vehicle described in Patent Document 1 as described above, for example, a shock may occur when an accelerator pedal in a released state is depressed again. There is room for further improvement.

  This invention is made | formed in view of said situation, Comprising: It aims at providing the vehicle control system and vehicle control apparatus which can suppress a shock appropriately.

  In order to achieve the above object, a vehicle control system according to the present invention provides an internal combustion engine that generates power to be applied to driving wheels of a vehicle, a rotating member on the internal combustion engine side, and a rotating member on the driving wheel side. An engagement device that can be switched between a state in which transmission is engaged and a state in which the engagement is released, and an engine brake state in which an acceleration request operation is released and fuel supply to the combustion chamber of the internal combustion engine is cut When the acceleration request operation is performed, the engagement is performed when the opening degree of the intake passage to the combustion chamber corresponding to the operation amount of the acceleration request operation is smaller than the opening degree in the engine brake state. And a vehicle control device that controls the internal combustion engine to maintain the opening at or above the opening in the engine brake state. To do.

  The vehicle control system further includes a transmission that shifts power transmitted from the internal combustion engine to the drive wheels, and the vehicle control device is configured such that an input rotational speed to the transmission depends on a vehicle speed of the vehicle. The opening degree can be maintained until it becomes equal to the synchronous rotation speed after the shift that changes.

  In the vehicle control system, the internal combustion engine is a turbocharger in which the supercharger raises the pressure of the intake air in the intake passage to perform supercharging, and the vehicle control device operates the supercharger. The opening degree can be maintained up to.

  In the vehicle control system, the vehicle control device controls the internal combustion engine to start supplying the fuel simultaneously with the release of the engagement of the engagement device or after the release of the engagement. Can be.

  Moreover, in the said vehicle control system, the said vehicle control apparatus shall change the period which hold | maintains the said opening degree based on the engine speed of the said internal combustion engine.

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes an internal combustion engine that generates power to be applied to drive wheels of a vehicle, a rotation member on the internal combustion engine side, and a rotation member on the drive wheel side. A control device for a vehicle that controls an engagement device that can be switched between a state in which power can be transmitted and a state in which the engagement is released, and an acceleration request operation is released to the combustion chamber of the internal combustion engine When the acceleration request operation is performed in the engine brake state where the fuel supply is cut off, the opening degree of the intake passage to the combustion chamber according to the operation amount of the acceleration request operation is the engine brake state. When the opening is smaller than the opening, the engagement is released, and the opening is held at or above the opening in the engine brake state.

  The vehicle control system and the vehicle control device according to the present invention have an effect that shock can be appropriately suppressed.

FIG. 1 is a schematic configuration diagram of a vehicle to which the vehicle control system according to the embodiment is applied. FIG. 2 is a schematic partial cross-sectional view of the engine. FIG. 3 is a time chart for explaining an example of control by the ECU according to the comparative example. FIG. 4 is a time chart for explaining an example of control by the ECU according to the embodiment. FIG. 5 is a flowchart for explaining an example of return flag ON / OFF determination control by the ECU according to the embodiment. FIG. 6 is a flowchart for explaining an example of clutch release / throttle holding control by the ECU according to the embodiment. FIG. 7 is a diagram showing an example of a delay time map. FIG. 8 is a time chart for explaining an example of control by the ECU according to the comparative example. FIG. 9 is a time chart for explaining an example of control by the ECU according to the modification.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
1 is a schematic configuration diagram of a vehicle to which a vehicle control system according to an embodiment is applied, FIG. 2 is a schematic partial sectional view of an engine, and FIG. 3 is a time chart for explaining an example of control by an ECU according to a comparative example. FIG. 4 is a time chart for explaining an example of control by the ECU according to the embodiment, FIG. 5 is a flowchart for explaining an example of return flag ON / OFF determination control by the ECU according to the embodiment, and FIG. FIG. 7 is a diagram illustrating an example of a delay time map, and FIG. 8 is a time chart illustrating an example of control by the ECU according to the comparative example. FIG. 9 is a time chart for explaining an example of control by the ECU according to the modification.

  As shown in FIG. 1, the vehicle control system 1 of the present embodiment is applied to a vehicle 2, and an engine 4 as an internal combustion engine that generates power for driving the drive wheels 3, and the power generated by the engine 4. A vehicle 2 including a power transmission device 5 that forms a power transmission system for transmitting to the drive wheels 3, a brake device 6 as a braking device for the vehicle 2, a state detection device 7 that detects the state of the vehicle 2, and a vehicle control system 1. ECU8 as a vehicle control apparatus which controls each part of these. In addition, although the vehicle control apparatus demonstrated below is demonstrated as what is comprised by ECU8 which controls each part of the vehicle 2, it is not restricted to this, Even if the vehicle control apparatus and ECU8 are comprised separately. Good.

  The engine 4 is a driving source (prime mover) for driving the vehicle 2. The engine 4 generates power that acts on the drive wheels 3 of the vehicle 2 as the fuel burns. As shown in FIG. 2, the engine 4 is supplied from the fuel injection valve 46 and air that is taken into the combustion chamber 45 through the intake passage 44 such as the intake pipe 41, the surge tank 42, and the intake port 43. It is a heat engine that converts the energy of the fuel into mechanical work and outputs it when the fuel burns in the combustion chamber 45. The engine 4 adjusts the throttle opening corresponding to the opening of the intake passage 44 (here, the intake pipe 41) by opening and closing the throttle valve 47 provided in the intake passage 44, and is taken into the combustion chamber 45. The amount of intake air to be adjusted can be adjusted. In the engine 4, the operation of each part such as the fuel injection valve 46 and the throttle valve 47 is controlled by the ECU 8. The engine 4 shown in FIG. 2 is illustrated as a so-called port injection type that injects fuel into the intake port 43 that forms the intake passage 44, but is a so-called direct injection type that directly injects fuel into the combustion chamber 45. There may be.

  As shown in FIG. 1, the power transmission device 5 is connected to a transmission 11 including a torque converter 9 that is a fluid transmission device with a lock-up clutch, and a clutch 10 that is an engagement device. Differential gear 12, a drive shaft 13 that connects the differential gear 12 and the drive wheel 3, and the like. Each part of the torque converter 9, the transmission 11, and the like is controlled by the ECU 8 via the TM hydraulic control device 14.

  When the lock-up clutch is OFF (lock-up OFF), the torque converter 9 amplifies the torque by the fluid transmission unit and transmits the power from the engine 4 to the transmission 11. When the lockup clutch is ON (lockup ON), the torque converter 9 transmits the power from the engine 4 to the transmission 11 with the same torque through the lockup clutch. Various clutches can be used as the clutch 10, the engagement state where the rotation member 10 a on the engine 4 side and the rotation member 10 b on the drive wheel 3 side are engaged so as to be able to transmit power, and the release where this engagement is released It is possible to switch to the state. The clutch 10 can disconnect the engine 4 and the drive wheel 3 by being in a released state, and can cut off power transmission between the engine 4 and the drive wheel 3. The transmission 11 changes the rotational power (rotational output) transmitted from the engine 4 to the drive wheels 3 at a predetermined gear ratio and transmits the rotational power to the differential gear 12. The differential gear 12 transmits the transmitted power to each drive wheel 3 via each drive shaft 13.

  Here, the engaging device is described as being the clutch 10, but is not limited thereto, and may be various clutches for realizing each gear stage in the main body of the transmission 11. Alternatively, it may be a lock-up clutch of the torque converter 9. The transmission 11 includes, for example, a manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multimode manual transmission (MMT), a sequential manual transmission (SMT), dual Various configurations such as a clutch transmission (DCT) can be used.

  The power generated by the engine 4 is input to the clutch 10 of the transmission 11 via the torque converter 9, and is shifted at a predetermined gear ratio by the transmission 11, and the driving wheel is driven via the differential gear 12 and the drive shaft 13. 3 is transmitted. As a result, the driving force [N] is generated on the contact surface with the road surface of the driving wheel 3, and the vehicle 2 can travel by this.

  The brake device 6 applies a braking force to the wheels including the drive wheels 3. As a result, the vehicle 2 can be braked by the braking force [N] generated on the contact surface with the road surface of the drive wheel 3. Each part of the brake device 6 is controlled by the ECU 8 via the brake hydraulic pressure control device 15.

  The state detection device 7 is electrically connected to the ECU 8 and can exchange information such as a detection signal, a drive signal, and a control command with each other. The state detection device 7 includes, for example, an accelerator opening sensor 71 that detects an accelerator opening corresponding to an accelerator pedal operation amount (accelerator operation amount) by a driver, a throttle opening sensor 72 that detects a throttle opening, and an engine 4. An engine speed sensor 73 that detects the engine speed that is the rotational speed of the crankshaft, an input shaft speed sensor 74 that detects the input shaft speed of the transmission 11, and a vehicle speed that detects the vehicle speed that is the traveling speed of the vehicle 2. Various sensors, detection devices, and the like provided in each part of the vehicle 2 such as the sensor 75 are included. The input shaft speed detected by the input shaft speed sensor 74 corresponds to the turbine speed of the torque converter 9.

  The ECU 8 controls driving of each part of the vehicle 2 and is an electronic circuit mainly composed of a well-known microcomputer including a CPU, a ROM, a RAM, and an interface. The ECU 8 receives an electrical signal corresponding to the detection result from the state detection device 7, and controls the engine 4, the brake device 6, the torque converter 9, the transmission 11 and the like according to the input detection result, for example, It controls the speed change operation of the transmission 11 and the engagement / release operation of the clutch 10. For example, the ECU 8 can detect ON / OFF of an accelerator operation that is an acceleration requesting operation for the vehicle 2 by the driver based on a detection result by the accelerator opening sensor 71.

  For example, during normal travel of the vehicle 2, the ECU 8 controls the throttle valve 47 of the engine 4 based on the accelerator opening, the vehicle speed, etc., adjusts the throttle opening, and reduces the intake air amount to the engine 4. The fuel injection amount is controlled in accordance with the change, and the output of the engine 4 is controlled by adjusting the amount of the air-fuel mixture filled in the combustion chamber 45. Further, the ECU 8 controls the TM hydraulic control device 14 based on the accelerator opening, the vehicle speed, and the like, and performs engagement / release control of the clutch 10 and shift control of the transmission 11.

  The ECU 8 controls the fuel injection valve 46 under predetermined conditions while the vehicle 2 is running, and performs fuel cut control that cuts off the fuel supply to the combustion chamber 45 of the engine 4. To do. For example, when the accelerator opening detected by the accelerator opening sensor 71 is equal to or less than a predetermined value, the ECU 8 executes fuel cut control. Thereby, the vehicle control system 1 can suppress unnecessary fuel consumption and improve fuel consumption.

  Further, the ECU 8 controls the throttle valve 47 to cut the fuel supply regardless of the accelerator opening degree during the fuel cut, that is, when the fuel supply to the combustion chamber 45 is cut. Compared with the case where it is not, the throttle opening degree corresponded to the opening degree of the intake passage 44 to the combustion chamber 45 may be enlarged, for example, control to make it fully open may be performed. As a result, the vehicle control system 1 reduces the pumping loss by opening the throttle valve 47 while the vehicle 2 is decelerating fuel cut, thereby generating an appropriate engine brake (engine brake) or downshifting the transmission 11. Torque shock associated with the operation can be reduced.

  The ECU 8 according to the present embodiment controls the clutch 10 under the predetermined condition when the acceleration requesting operation is performed in the predetermined engine brake state, and sets the engine 4 to the released state. The throttle valve 47 is controlled so that the throttle opening corresponding to the opening of the intake passage 44 to the combustion chamber 45 is maintained above the opening in the predetermined engine brake state, for example, in a released state. The shock that occurs when an accelerator pedal is depressed again is properly suppressed.

  Here, the predetermined engine brake state means that the acceleration request operation is canceled, the fuel supply to the combustion chamber 45 of the engine 4 is cut, and the engine brake using the rotational resistance of the engine 4 acts on the vehicle 2. Typically, the throttle opening is controlled to a relatively large opening, for example, fully open, and the pumping loss is reduced. Further, the acceleration request operation corresponds to, for example, an accelerator operation as described above. The state where the acceleration request operation is released is a state where the accelerator pedal is released by the driver and the accelerator operation is turned off, for example, a state where the accelerator opening detected by the accelerator opening sensor 71 is smaller than a predetermined opening. . On the other hand, the state where the acceleration requesting operation is performed is a state where the accelerator pedal is depressed by the driver and the accelerator operation is turned ON, for example, the accelerator opening detected by the accelerator opening sensor 71 is equal to or greater than a predetermined opening. It is a certain state. Further, the predetermined condition is that the throttle opening corresponding to the operation amount of the acceleration request operation, here, the opening of the intake passage 44 to the combustion chamber 45 according to the accelerator opening is the predetermined engine brake state. It is a case where it becomes smaller than the opening degree in.

  That is, when the accelerator operation is turned off and the fuel is cut and the accelerator operation is turned on and reacceleration is performed, the ECU 8 determines that the throttle opening corresponding to the accelerator opening is the engine brake state before the accelerator operation is turned on. When it is determined that the throttle opening is smaller than the accelerator opening, the clutch 10 is controlled to be in the disengaged state, and the throttle opening is held at or above the opening in the engine brake state as throttle holding control. The ECU 8 controls the fuel injection valve 46 of the engine 4 to start supplying fuel at the same time when the clutch 10 is released or after the clutch 10 is released, and returns from the fuel cut state. .

  The ECU 8 typically shifts the turbine revolution speed of the torque converter 9 (input shaft revolution speed to the transmission 11) corresponding to the input revolution speed to the transmission 11 according to the vehicle speed of the vehicle 2. The throttle opening is held at or above the opening in the engine brake state until it becomes equal to the subsequent synchronous rotational speed (synchronous rotational speed). Here, the synchronous rotational speed corresponds to the rotational speed corresponding to the target input shaft rotational speed after the shift, and is set in advance according to the gear stage, the vehicle speed, and the like by, for example, actual vehicle evaluation and stored in the storage unit of the ECU 8. Is done. After the turbine rotational speed becomes equal to the synchronous rotational speed, the ECU 8 shifts from throttle holding control to normal throttle control, and controls the throttle opening based on the accelerator opening and the like.

  Next, an example of control by the ECU according to the comparative example will be described with reference to the time chart of FIG. 3, and an example of control by the ECU 8 according to the present embodiment will be described with reference to the time chart of FIG. In FIG. 3, the horizontal axis represents the time axis, and the vertical axis represents the accelerator opening, throttle opening, FC flag, engine torque, and drive shaft torque (torque acting on the drive shaft). In FIG. 4, the horizontal axis represents the time axis, the vertical axis represents the accelerator opening, the throttle opening, the FC flag, the engine torque, the turbine speed, the release clutch hydraulic pressure instruction value during the downshift, and the engagement clutch hydraulic pressure instruction during the downshift. Value and drive shaft torque. Here, the release clutch hydraulic pressure instruction value is a hydraulic pressure instruction value transmitted from the ECU 8 to the TM hydraulic pressure control device 14 in order to place the clutch 10 in the released state, and the engagement clutch hydraulic pressure instruction value is in the engaged state of the clutch 10. Therefore, the hydraulic pressure instruction value is transmitted from the ECU 8 to the TM hydraulic control device 14.

  As illustrated in FIG. 3, the ECU according to the comparative example, when the accelerator operation is turned on at time t11 in the engine brake state where the accelerator operation is OFF and the FC flag is ON and the fuel is cut, the throttle valve 47 is turned on. Is controlled to reduce the throttle opening, the FC flag is turned OFF, the fuel injection valve 46 is controlled, and the fuel supply to the combustion chamber 45 is started. In this case, the ECU according to the comparative example can reduce the pumping loss by performing control to relatively increase the throttle opening during the fuel cut, for example, but the intake valve can be opened by opening the throttle valve 47. The pipe pressure becomes atmospheric pressure, and thus the engine 4 has a large amount of air in the space A (see FIG. 2) between the throttle valve 47 and the intake valve in the intake passage 44. Therefore, when the accelerator operation is turned on in this state, the engine 4 is, for example, a case where the throttle opening is relatively small because the ECU controls the throttle opening according to the accelerator opening. Even so, a large amount of air existing in the space A is inhaled into the combustion chamber 45. When the engine 4 resumes the supply of fuel to the combustion chamber 45 in a state where a large amount of air is supplied to the combustion chamber 45, the driving force exceeding the required driving force according to the acceleration request from the driver. As a result, a large engine torque is temporarily generated, and this large torque may be transmitted to the drive shaft 13 to cause a shock (see the enclosed line B in FIG. 3). ).

  On the other hand, as illustrated in FIG. 4, the ECU 8 of the present embodiment turns on the accelerator operation at time t21 in an engine brake state in which the accelerator operation is OFF and the FC flag is ON and the fuel is cut. When the throttle opening by the normal throttle opening control is predicted to be smaller than the accelerator opening in the engine brake state before the accelerator operation is turned on, the release clutch hydraulic pressure instruction value to be transmitted to the TM hydraulic control device 14 is rapidly increased. The clutch 10 is quickly disengaged and the clutch 10 is released. The ECU 8 turns off the FC flag simultaneously with the release of the clutch 10 and controls the fuel injection valve 46 to start supplying fuel to the combustion chamber 45. At this time, the ECU 8 holds the throttle opening at or above the opening in the engine brake state as throttle holding control.

  As a result, in the vehicle control system 1, the fuel supply to the combustion chamber 45 is resumed in a state where a large amount of air is supplied to the combustion chamber 45, and the engine 4 exceeds the required driving force according to the acceleration request from the driver. Even when a large driving torque is generated, the clutch 10 is in a disengaged state, so even if a large engine torque is temporarily generated, this large torque is transmitted to the drive shaft 13. Can be prevented (see the box C in FIG. 4).

  The ECU 8 holds the throttle opening at or above the opening in the engine brake state until the turbine rotation speed becomes equal to the synchronous rotation speed set according to the vehicle speed and the gear position, and at time t22, the turbine After the rotational speed becomes equal to the synchronous rotational speed, the routine shifts from throttle holding control to normal throttle control. Thereafter, the ECU 8 reduces the engine torque generated by the engine 4 at time t23. As a result, the vehicle control system 1 can quickly shift (downshift) using the large engine torque temporarily generated as the fuel supply to the combustion chamber 45 resumes immediately after the accelerator operation is turned on. The rotational speed can be rapidly increased to quickly converge to the synchronized rotational speed after shifting.

  Here, it is preferable that the ECU 8 sets a predetermined delay time (a period from time t22 to time t23 in FIG. 4) in consideration of, for example, a difference in the flow velocity of the intake air due to a difference in the engine speed. The ECU 8 starts the throttle holding control at a timing (time t22) in which the predetermined delay time is expected with respect to the timing (time t23) at which the engine torque is reduced after the turbine rotation speed becomes equal to the synchronous rotation speed. Shift to normal throttle control. For example, the ECU 8 relatively increases the predetermined delay time because the flow rate of the intake air becomes relatively lower as the engine speed is lower, in other words, the timing at which the engine torque is reduced (time t23). On the other hand, the timing (time t22) at which the throttle holding control is shifted to the normal throttle control is made relatively fast. In other words, the ECU 8 changes the period during which the throttle opening is held based on the engine speed (engine speed) of the engine 4. As a result, the ECU 8 can maintain the throttle opening for an appropriate period in anticipation of the difference in the flow velocity of the intake air due to the difference in the engine speed.

  In the vehicle control system 1 configured as described above, when the accelerator operation is turned on and re-acceleration is performed in the engine brake state where the accelerator operation is turned off and the fuel is cut, the throttle opening corresponding to the accelerator opening becomes the accelerator. When it is determined that the accelerator opening is smaller than that in the engine brake state before the operation is turned on, the ECU 8 controls the clutch 10 to be in the released state, so that a large engine torque is temporarily generated immediately after the accelerator operation is turned on. However, this large torque can be prevented from being transmitted to the drive shaft 13, and the occurrence of a shock can be suppressed. At this time, the vehicle control system 1 maintains the state where the ECU 8 keeps the opening degree equal to or larger than the throttle opening degree during engine braking when the accelerator operation is ON, and maintains the state in which a relatively large engine torque is generated. Since it can be raised to the vicinity of the synchronous rotational speed at an early stage and can be quickly shifted (downshifted), the vehicle 2 can be accelerated with high responsiveness to the driver's acceleration request operation. As a result, the vehicle control system 1 according to the present embodiment reduces the pumping loss and reduces the accelerator operation even when the ECU 8 performs control to relatively increase the throttle opening during fuel cut. It is possible to suppress the occurrence of a shock at the time of fuel cut recovery immediately after the ON, and it is possible to suppress a decrease in acceleration response due to a quick shift.

  Next, an example of the return flag ON / OFF determination control by the ECU 8 will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms (the same applies to the following description).

  First, the ECU 8 determines the accelerator opening, throttle opening, fuel (fuel) cut execution, based on the detection results of various sensors such as the accelerator opening sensor 71, the throttle opening sensor 72, and the operation state of each part. Engine torque and the like are read (ST1).

  The ECU 8 determines whether engine brake control is being executed based on the accelerator opening, the throttle opening, etc. read in ST1 (ST2). When it is determined that the engine brake control is being executed (ST2: Yes), the ECU 8 turns on the engine brake control execution flag (ST3), ends the current control cycle, and shifts to the next control cycle.

  If it is determined that the engine brake control is not being executed (ST2: No), the ECU 8 turns off the engine brake control execution flag (ST4), and determines whether or not the engine brake control execution flag was ON in the previous control cycle. Determine (ST5).

  When it is determined that the engine brake control execution flag is ON in the previous control cycle (ST5: Yes), the ECU 8 determines whether the accelerator operation is ON based on the accelerator opening read in ST1. (ST6).

  When the ECU 8 determines that the accelerator operation is ON (ST6: Yes), the throttle opening instruction value in the current control cycle by the normal throttle control is previously determined based on the throttle opening read in ST1. It is determined whether or not the throttle opening is smaller than the control cycle (ST7).

  If the ECU 8 determines that the current throttle opening instruction value is smaller than the previous throttle opening (ST7: Yes), the ECU 8 sets the accelerator ON return flag to ON (ST8), ends the current control cycle, and Transition to the control cycle.

  The ECU 8 determines that the engine brake control execution flag is OFF in the last control cycle in ST5 (ST5: No), and determines that the accelerator operation is OFF in ST6 (ST6: No). Alternatively, when it is determined in ST7 that the current throttle opening instruction value is equal to or greater than the previous throttle opening (ST7: No), the current control cycle is terminated and the process proceeds to the next control cycle.

  Next, an example of clutch release / throttle holding control by the ECU 8 will be described with reference to the flowchart of FIG.

  First, the ECU 8 determines whether or not the accelerator ON return flag is ON (ST21). When the ECU 8 determines that the accelerator ON return flag is OFF (ST21: No), the ECU 8 ends the current control cycle and shifts to the next control cycle.

  When the ECU 8 determines that the accelerator ON return flag is ON (ST21: Yes), the ECU 8 sets the release clutch hydraulic pressure instruction value to be transmitted to the TM hydraulic control device 14 to 0 (ST22), and sets a predetermined engagement clutch hydraulic pressure. The setting is made (ST23), and the clutch 10 is brought into a released state.

  Next, the ECU 8 controls the throttle valve 47 to maintain the throttle opening at the opening during engine brake control (ST24).

  Next, the ECU 8 calculates the engine torque reduction delay time a when the throttle opening is returned to the conventional value in the normal throttle control (ST25). For example, the ECU 8 calculates the delay time a based on the delay time map illustrated in FIG. In the delay time map, the horizontal axis indicates the engine speed, and the vertical axis indicates the delay time a. This delay time map describes the relationship between the delay time a and the engine speed, and the relationship between the delay time a and the engine speed is set in advance based on actual vehicle evaluation and the like, and stored in the ECU 8. Stored in the department. In this delay time map, the delay time a decreases as the engine speed increases. The ECU 8 obtains a delay time “a” corresponding to the current engine speed based on the delay time map. In the present embodiment, the ECU 8 calculates the delay time a using the delay time map illustrated in FIG. 7, but the present embodiment is not limited to this. The ECU 8 may obtain the delay time a based on a mathematical model corresponding to the delay time map.

  Next, the ECU 8 reads the turbine rotation speed based on the detection result of the input shaft rotation speed sensor 74 (ST26). Then, the ECU 8 estimates and calculates the turbine rotation speed b after a second using various methods according to the delay time a calculated in ST25 (ST27).

  Next, the ECU 8 calculates the synchronized rotational speed after the shift according to the current shift speed, vehicle speed, etc. based on the synchronous rotational speed map (not shown), and the turbine rotational speed b calculated in ST27 is the speed after the shift. It is determined whether or not it is equal to the synchronous rotation speed. For example, the ECU 8 determines whether or not the difference between the synchronized rotational speed after the shift and the turbine rotational speed b (synchronous rotational speed after the shift−turbine rotational speed b) is smaller than a predetermined rotational speed c set in advance ( ST28).

  When the ECU 8 determines that the difference between the synchronized rotation speed after the shift and the turbine rotation speed b is equal to or greater than the predetermined rotation speed c (ST28: No), the ECU 8 ends the current control cycle and shifts to the next control cycle. . If the ECU 8 determines that the difference between the synchronized rotation speed after the shift and the turbine rotation speed b is smaller than the predetermined rotation speed c (ST28: Yes), the ECU 8 ends the throttle holding control and shifts to normal throttle control. The opening degree is returned to the conventional value corresponding to the accelerator opening degree (ST29), and it is determined whether or not the shift is completed (ST30).

  When the ECU 8 determines that the shift is not completed (ST30: No), the current control cycle is terminated, and the ECU 8 shifts to the next control cycle and determines that the shift is completed (ST30: Yes). The ON return flag is set to OFF (ST31), the current control cycle is terminated, and the process proceeds to the next control cycle.

  According to the vehicle control system 1 according to the embodiment described above, the engine 4 that generates power to be applied to the drive wheels 3 of the vehicle 2, the rotation member 10a on the engine 4 side, and the rotation member 10b on the drive wheel 3 side are provided. The clutch 10 that can be switched between a state in which power can be transmitted and a state in which the engagement is released, and the accelerator operation (acceleration request operation) are released, and the supply of fuel to the combustion chamber 45 of the engine 4 is cut off. When the accelerator operation is performed in the engine brake (engine brake) state, the throttle opening degree of the intake passage 44 to the combustion chamber 45 corresponding to the accelerator opening amount as the operation amount of the accelerator operation is determined in the engine brake state. When the opening is smaller than the opening, the clutch 10 is controlled to be disengaged, and the engine 4 is controlled to set the throttle opening to the engine brake state. And a ECU8 holding in the opening over at. Therefore, the vehicle control system 1 and the ECU 8 can appropriately suppress the shock even when the accelerator pedal in the released state is depressed again in the engine brake state, for example.

  The vehicle control system and the vehicle control device according to the above-described embodiments of the present invention are not limited to the above-described embodiments, and various modifications can be made within the scope described in the claims.

  In the engine 4 as the internal combustion engine, for example, a supercharger that collects exhaust gas energy of the engine 4 by a turbine and drives a compressor increases the pressure of intake air in the intake passage 44 to perform supercharging. It may be a machine engine. In this case, when the throttle holding control is performed, the ECU 8 is preferably configured to hold the throttle opening at or above the opening in the engine brake state until the supercharger of the engine 4 operates.

  An example of control by the ECU according to the comparative example will be described with reference to the time chart of FIG. 8, and an example of control by the ECU 8 according to the present modification will be described with reference to the time chart of FIG. 8 and 9, the horizontal axis represents the time axis, and the vertical axis represents the accelerator opening, the throttle opening, the FC flag, the engine torque, the drive shaft torque, and the turbo speed that is the turbocharger speed.

  As illustrated in FIG. 8, the ECU according to the comparative example, when the accelerator operation is turned on at time t31 in the engine brake state where the accelerator operation is OFF and the FC flag is ON and the fuel is cut off, Is controlled to reduce the throttle opening, the FC flag is turned OFF, the fuel injection valve 46 is controlled, and the fuel supply to the combustion chamber 45 is started. In this case, in the same manner as described above, the engine 4 temporarily generates a large engine torque immediately after the accelerator operation is turned on, and this large torque is transmitted to the drive shaft 13 to cause a shock. May also occur (see the box D in FIG. 8).

  On the other hand, as illustrated in FIG. 9, when the accelerator operation is turned on at time t <b> 41 in the engine brake state where the accelerator operation is OFF and the FC flag is ON and the fuel is cut, as illustrated in FIG. 9. When the throttle opening adjusted by the normal throttle opening control is predicted to be smaller than the accelerator opening in the engine brake state before the accelerator operation is turned on, the clutch 10 is released and the FC flag is turned OFF. The fuel injection valve 46 is controlled to start the fuel supply to the combustion chamber 45, and it is further determined whether or not the supercharging operation condition is satisfied based on the throttle opening when the accelerator operation is ON. If the ECU 8 determines that the supercharging operation condition is satisfied, the throttle opening degree is set to the above-mentioned until the turbocharger of the engine 4 operates (typically until the turbo speed reaches a predetermined speed). The engine is held above the opening in the engine brake state, and the control is shifted from the throttle holding control to the normal throttle control at time t42 after the operation start time when the turbocharger starts to operate.

  In this case, the vehicle control system 1 can prevent a large engine torque from being temporarily generated immediately after the accelerator operation is turned on and the large torque is transmitted to the drive shaft 13 to generate a shock. It is possible to suppress the torque drop due to the turbo lag in the period before time t43 (see the enclosed line E in FIG. 9), and the acceleration performance can be improved.

  The vehicle described above is a so-called “hybrid vehicle” provided with a motor generator as an electric motor capable of generating electricity in addition to the engine 4 as a driving source for traveling, and the engine 4 under predetermined conditions during traveling. It may be a so-called “free-run S & S (stop and start) vehicle” that can be stopped and restarted.

  As described above, the vehicle control system and the vehicle control device according to the present invention are suitable for application to vehicle control systems and vehicle control devices mounted on various vehicles.

DESCRIPTION OF SYMBOLS 1 Vehicle control system 2 Vehicle 3 Drive wheel 4 Engine (internal combustion engine)
5 Power Transmission Device 7 State Detection Device 8 ECU (Vehicle Control Device)
9 Torque converter 10 Clutch (engagement device)
11 Transmission 44 Intake passage 45 Combustion chamber 46 Fuel injection valve 47 Throttle valve

Claims (6)

An internal combustion engine that generates power to act on the drive wheels of the vehicle;
An engagement device capable of switching between a state in which the internal combustion engine side rotation member and the drive wheel side rotation member are engaged so as to transmit power and a state in which the engagement is released;
When the acceleration request operation is performed in an engine brake state in which the acceleration request operation is canceled and the fuel supply to the combustion chamber of the internal combustion engine is cut off, the combustion chamber corresponding to the operation amount of the acceleration request operation is sent to the combustion chamber When the opening of the intake passage of the engine is smaller than the opening in the engine brake state, the engagement device is controlled to release the engagement, and the internal combustion engine is controlled to control the opening. And a vehicle control device that holds the vehicle at an opening degree or more in the engine brake state,
Vehicle control system. A transmission for shifting the power transmitted from the internal combustion engine to the drive wheel;
The vehicle control device holds the opening until an input rotational speed to the transmission becomes equal to a synchronous rotational speed after a shift that changes according to the vehicle speed of the vehicle.
The vehicle control system according to claim 1. In the internal combustion engine, a supercharger performs supercharging by increasing the pressure of intake air in the intake passage,
The vehicle control device holds the opening until the supercharger operates.
The vehicle control system according to claim 1 or 2. The vehicle control device controls the internal combustion engine to start supplying the fuel simultaneously with the release of the engagement of the engagement device or after the release of the engagement.
The vehicle control system according to any one of claims 1 to 3. The vehicle control device changes a period for holding the opening based on an engine rotation speed of the internal combustion engine.
The vehicle control system according to any one of claims 1 to 4. An internal combustion engine that generates power to be applied to driving wheels of a vehicle, and a state in which the internal combustion engine side rotation member and the drive wheel side rotation member are engaged so as to be able to transmit power, and the engagement is released. A vehicle control device that controls an engagement device that is switchable,
When the acceleration request operation is performed in an engine brake state in which the acceleration request operation is canceled and the fuel supply to the combustion chamber of the internal combustion engine is cut off, the combustion chamber corresponding to the operation amount of the acceleration request operation is sent to the combustion chamber When the opening of the intake passage is smaller than the opening in the engine brake state, the engagement is released, and the opening is maintained at or above the opening in the engine brake state. Features
Vehicle control device.

Images