JP6540345B2 - Vehicle travel control method and vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicle travel control method and a vehicle travel control device.

  According to Patent Document 1, when an automatic stop condition of a predetermined decelerating state in which a required torque becomes small with respect to running resistance during operation of an engine is satisfied, control is performed to automatically stop the engine and a clutch after the automatic stop of the engine An automatic start and stop device is described which has control means for controlling the start clutch to be in the disconnected state when the disconnection condition is satisfied.

JP-A-7-266 932

In freewheeling in which the vehicle travels by interrupting power transmission between the engine and the drive wheels, the speed is reduced due to the traveling resistance represented by the air resistance. Therefore, the travelable distance of the inertia running becomes shorter due to the running resistance, and the fuel consumption reduction effect becomes smaller.
An object of the present invention is to provide a vehicle travel control method and a vehicle travel control device capable of alleviating a decrease in a cruising distance of inertial travel due to travel resistance.

  In the vehicle travel control method according to one aspect of the present invention, the inertia travel is started to interrupt the power transmission between the engine and the drive wheels to drive the vehicle when the predetermined condition is satisfied, and Outside air taken into the vehicle from the opening provided at the front end is restricted by the opening and closing mechanism of the opening.

  According to one aspect of the present invention, it is possible to alleviate the decrease in the travelable distance of coasting due to travel resistance.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram of the vehicle by which the vehicle travel control apparatus which concerns on 1st Embodiment is mounted. BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram of the vehicle by which the vehicle travel control apparatus which concerns on 1st Embodiment is mounted. BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic block diagram of the air conditioning apparatus of the vehicle by which the vehicle travel control apparatus which concerns on 1st Embodiment is mounted, an engine cooling device, and a grill apparatus. 1 is a functional configuration diagram of a vehicle travel control device according to a first embodiment. It is a flow chart explaining an example of processing of a vehicle travel control device concerning a 1st embodiment. It is a functional block diagram of the vehicle travel control apparatus which concerns on the modification of 1st Embodiment. It is a flowchart explaining an example of processing of a vehicle travel control device concerning a 2nd embodiment. It is a flowchart explaining an example of processing of a vehicle travel control device concerning a 3rd embodiment under operation of an air harmony device. It is a function block diagram of the vehicle travel control device concerning a 4th embodiment. It is a flow chart explaining an example of processing of a vehicle travel control device concerning a 4th embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
First Embodiment
(Constitution)
Please refer to FIG. A torque converter 3 is provided on the output side of an engine 2 which is an internal combustion engine of the vehicle 1. A belt-type continuously variable transmission 4 is connected to the output side of the torque converter 3. The rotational drive force output from the engine 2 is input to the continuously variable transmission 4 via the torque converter 3 and is transmitted to the drive wheels 6a and 6b via the differential gear 5 after being shifted at a desired gear ratio. Ru. The engine 2 is provided with a motor 7 for starting the engine and an alternator 8 for generating power.

The motor 7 may be, for example, a starter motor for starting an engine, or may be an SSG (Separated starter generator) motor provided separately from the starter motor. The motor 7 drives the motor 7 using the power supplied from the battery 9 based on the engine start command to perform engine cranking. Further, fuel is injected into the engine, and then the motor 7 is stopped when the engine 2 becomes capable of self-sustaining rotation. The alternator 8 generates electric power by being rotationally driven by the engine 2 and supplies the generated electric power to the battery 9 and the like.
The torque converter 3 performs torque amplification at low vehicle speeds. The torque converter 3 has a lockup clutch 10. The torque converter 3 regulates the relative rotation between the output shaft of the engine 2 and the input shaft of the continuously variable transmission 4 by connecting the lockup clutch 10 when the vehicle speed is equal to or higher than the predetermined speed V1. The predetermined speed V1 may be, for example, about 14 km / h.

The continuously variable transmission 4 includes a forward / backward switching mechanism 11, a primary pulley 12 and a secondary pulley 13, and a belt 14 stretched around the primary pulley 12 and the secondary pulley 13. The groove widths of the primary pulley 12 and the secondary pulley 13 are changed by hydraulic control to achieve a desired gear ratio.
The forward / reverse switching mechanism 11 includes a forward clutch 16 and a reverse brake 17. The forward clutch 16 and the reverse brake 17 are friction coupling elements for transmitting the rotations transmitted from the secondary pulley 13 in the forward direction (forward direction) and the reverse direction (reverse direction), respectively. The forward clutch 16 and the reverse brake 17 are an example of a clutch that transmits the driving force of the engine 2 to the drive wheels 6a and 6b.
Further, in the continuously variable transmission 4, an oil pump 15 driven by the engine 2 is provided. During engine operation, the converter pump pressure of the torque converter 3 and the clutch pressure of the lockup clutch 10 are supplied using the oil pump 15 as a hydraulic pressure source.

  Further, the pulley pressure of the continuously variable transmission 4 and the clutch engagement pressure of the forward clutch 16 and the reverse brake 17 are supplied by using the oil pump 15 as a hydraulic pressure source. Furthermore, the continuously variable transmission 4 is provided with the electric oil pump 18 separately from the oil pump 15, and when the oil pressure supply by the oil pump 15 can not be performed by the engine automatic stop processing described later, the electric oil pump 18 It operates and is configured to be able to supply necessary hydraulic pressure to each actuator. Therefore, even when the engine is stopped, it is possible to compensate for the hydraulic oil leak and maintain the clutch engagement pressure.

The operating state of the engine 2 is controlled by the engine control unit 20. The engine control unit 20 receives an accelerator pedal operation amount signal from an accelerator pedal opening degree sensor 24 that detects an operation amount of the accelerator pedal 23 by the driver. The accelerator pedal 23 is an example of an operating element that the driver operates to instruct the driving force of the vehicle 1.
Further, to the engine control unit 20, a wheel speed signal indicating a wheel speed detected by wheel speed sensors 29a and 29b respectively provided to the driving wheels 6a and 6b is input. In the following description, the wheel speed sensors 29a and 29b may be collectively referred to as "wheel speed sensor 29". The wheel speed sensor 29 may be provided on a wheel other than the drive wheel. Hereinafter, the wheels other than the drive wheels 6a and 6b and the drive wheels may be collectively referred to as "wheel 6".

Further, to the engine control unit 20, a rotation number signal indicating the engine rotation number Re is input from the rotation number sensor 2a that detects the engine rotation number Re of the engine 2.
Further, to the engine control unit 20, signals such as a cooling water temperature of the engine 2, an intake temperature of air supplied to the engine 2, an air flow rate, an absolute pressure in an intake pipe, a crank angle and the like are input. Further, a transmission state signal from a transmission control unit 30 described later is input to the engine control unit 20.
The engine control unit 20 starts the engine 2 and controls the driving force of the engine 2 based on the various signals. The engine control unit 20 calculates an engine torque based on the various signals described above, and determines an engine torque command value based on the calculation result. The engine control unit 20 controls the output torque of the engine 2 by controlling parameters such as an intake air amount, a fuel injection amount, and an ignition timing based on the command value.

Further, the engine control unit 20 receives a brake signal from the brake switch 22 that outputs an ON signal in response to the operation of the brake pedal 21 by the driver. The brake pedal 21 is an example of a second operation element operated by the driver to instruct the braking force of the vehicle 1.
At the tip of the brake pedal 21, a master cylinder 25 and a master back 27 are provided. The master back 27 amplifies the brake operating force using the intake negative pressure of the engine 2. The engine control unit 20 receives a brake pedal operation amount signal from a master cylinder pressure sensor 26 that detects the master cylinder pressure of the master cylinder 25 generated based on the operation amount of the brake pedal 21. Further, a negative pressure signal from a negative pressure sensor 28 which detects a negative pressure in the master back 27 is input to the engine control unit 20.
A brake pedal operation amount is detected using a sensor that detects a brake pedal stroke amount or a brake pedal depression force, a sensor that detects a wheel cylinder pressure, or the like instead of the master cylinder pressure sensor 26, and is input to the engine control unit 20. May be
The engine control unit 20 carries out an automatic stop process of the engine 2 described later based on the various signals.

Please refer to FIG. The vehicle 1 includes direction indicators 31a and 31b, a steering wheel 32, a turn signal switch 33 installed near the steering wheel 32 for operating the direction indicators 31a and 31b, and a vehicle body control unit 34. Reference numerals 6c and 6d denote wheels other than the drive wheels 6a and 6b. Hereinafter, the direction indicators 31a and 31b may be collectively referred to as "direction indicator 31".
The vehicle body control unit 34 detects the operation of the blinker switch 33 by the driver, and operates the direction indicator 31 according to the detected operation. The vehicle body control unit 34 outputs an operation signal of the direction indicator 31 to the engine control unit 20.

Furthermore, the vehicle 1 is provided with a shift selector 35 which selects the position of the shift lever. The transmission control unit 30 receives an engine state signal indicating an engine operating state from the engine control unit 20, and transmits a transmission state signal indicating the state of the continuously variable transmission 4 to the engine control unit 20.
The transmission control unit 30 controls, for example, the gear ratio of the continuously variable transmission 4 according to these signals and the position of the shift lever selected by the shift selector 35.

Please refer to FIG. For example, when the D range is selected, the transmission control unit 30 connects the forward clutch 16 and determines the gear ratio from the gear ratio map based on the accelerator pedal position and the vehicle speed, and each pulley Control the pressure.
In the following description, forward travel for causing the vehicle 1 to travel with the forward clutch 16 connected by selection of the D range and fuel supplied to the engine 2 may be referred to as “D range travel”. is there.

When the vehicle speed is less than the predetermined speed V1, the lockup clutch 10 is released. However, when the vehicle speed is the predetermined speed V1 or more, the lockup clutch is connected to connect the engine 2 and the stepless transmission 4 directly. There is.
The engine control unit 20, the transmission control unit 30, and the vehicle body control unit 34 may be, for example, a computer including a central processing unit (CPU) and CPU peripheral components such as a storage device. Each function of these computers described herein is implemented by each CPU executing a computer program stored in a storage device.

Next, an air conditioner for adjusting the temperature inside the vehicle compartment of the vehicle 1, an engine cooling device for cooling the engine 2, and a grill device for opening and closing the grill opening formed at the front end of the vehicle body will be described. Please refer to FIG. The vehicle 1 includes an air conditioner 40, an engine cooling device 60, and a grill device 70 having a grill shutter 71 for opening and closing the grill opening 72 formed at the front end of the vehicle body.
The air conditioner 40 includes a compressor 41, an indoor heat exchanger 42, a first expansion valve 43, an outdoor heat exchanger (condenser) 44, a switching valve 45 for switching a cooling function and a heating function, a second expansion valve 46, A heat pump cycle in which an evaporator (evaporator) 47 and an accumulator 48 are connected in this order by a refrigerant pipe 49 is provided.

An air conditioning unit case 50 is provided in the vehicle compartment, for example, along the left and right direction of the dash panel, and a fan 51 rotated by a fan motor 52, an evaporator 47, and an indoor heat exchanger 42 are provided in the air conditioning unit case 50. It is done. An intake door 53 for switching between the outdoor air and the indoor air is rotatably provided at the air suction port of the blower 51, and the mode of the inside air introduction and the outside air introduction is switched.
An evaporator 47 is provided downstream of the blower 51 of the air conditioning unit case 50, and all the outside air or inside air introduced by the blower 51 passes through the evaporator 47. However, as described later, when the air conditioning apparatus 40 is used as a heating apparatus, the refrigerant does not circulate in the evaporator 47, and thus the sucked air passes through as it is without heat exchange. In the following description, the refrigerant of the air conditioner 40 is simply referred to as "refrigerant".

  An indoor heat exchanger 42 is provided downstream of the evaporator 47 of the air conditioning unit case 50, and a temperature control door 54 is rotatably provided on the front surface thereof. Further, a bypass 55 is provided on the side of the indoor heat exchanger 42 so that the flowed air bypasses the indoor heat exchanger 42, and the opening degree of the temperature control door 54 is adjusted to adjust the indoor heat exchanger. The ratio between the amount of air passing through 42 and the amount of air passing through the bypass 55 is adjusted, thereby adjusting the temperature of the conditioned air supplied into the vehicle compartment.

  On the other hand, the main parts of the compressor 41, the first expansion valve 43, the outdoor heat exchanger 44, the switching valve 45, the second expansion valve 46, the accumulator 48 and the refrigerant pipe 49 are disposed in the engine room in front of the vehicle. Among these, the outdoor heat exchanger 44 is disposed at the rear of the grille shutter 71 of the grill device 70 described later, and a radiator 63 of the engine cooling device 60 described later is disposed at the rear thereof.

  When the air conditioner 40 is used as a heating device, the switching valve 45 is opened, and the refrigerant from the outdoor heat exchanger 44 is diverted to the evaporator 47 and led to the accumulator 48. The accumulator 48 stores the surplus refrigerant and separates the gas and liquid, and returns only the gas refrigerant to the compressor 41. Therefore, the gas refrigerant compressed by the rotational drive of the compressor 41 to a high temperature and high pressure is sent to the indoor heat exchanger 42 .

  In the indoor heat exchanger 42, heat exchange is performed between the high-temperature and high-pressure gas refrigerant and the air introduced to the indoor heat exchanger 42 by the blower 51, and the conditioned air for conditioning the passenger compartment is generated. At the same time, the gas refrigerant is cooled and liquefied. The liquefied refrigerant is rapidly depressurized by the first expansion valve 43 and becomes a low-pressure atomized refrigerant, and is sent to the outdoor heat exchanger 44. The outdoor heat exchanger 44 exchanges heat with traveling air or the like to vaporize the refrigerant. After that, only the gas refrigerant is returned to the compressor 41 again via the accumulator 48.

  When the air conditioner 40 is used as a cooling device, the switching valve 45 is closed, and the refrigerant from the outdoor heat exchanger 44 is guided to the evaporator 47. Then, the gas refrigerant that is compressed by the rotational drive of the compressor 41 and becomes high temperature and pressure passes through the indoor heat exchanger 42 and the first expansion valve 43 and is sent to the outdoor heat exchanger 44. However, when the temperature control door 54 is closed, the intake air from the blower 51 is guided to the bypass 55, and the temperature is adjusted to a low target temperature.

  In the outdoor heat exchanger 44, heat exchange is performed between the low-pressure misty refrigerant that has passed through the first expansion valve 43 and the air (running air or air drawn by the fan 64) introduced to the outdoor heat exchanger 44. As a result, the atomized refrigerant is cooled and liquefied. The liquefied refrigerant is rapidly depressurized by the second expansion valve 112 and becomes a low-temperature low-pressure atomized refrigerant, and is sent to the evaporator 47. The low-temperature low-pressure atomized refrigerant passing through the evaporator 47 Heat exchange is performed with the introduced air, and the air passing through the evaporator 47 is cooled and dehumidified. The low-temperature low-pressure atomized refrigerant that has passed through the evaporator 47 is partially or entirely vaporized to become a gas refrigerant, and is returned to the accumulator 48.

  On the other hand, the engine cooling device 60 is for cooling the engine 2 used as a traveling drive source of the vehicle, and the water jacket 61 in contact with the heat generating portion of the engine 2 A pump 62 which circulates to the side 61 and a radiator 63 which cools the cooling water are provided with a cooling cycle connected by a cooling water pipe 65. Further, the cooling cycle further includes a fan 64 that promotes heat exchange of the radiator 63. The pump 62 and the fan 64 are each driven by a motor (not shown). In the following description, the cooling water of the engine cooling device 60 is simply referred to as "cooling water".

  In the engine cooling device 60, the engine 2 is cooled by circulating the cooling water cooled by the radiator 63 to the water jacket 61 in contact with the heat generating portion of the engine 2, but heat is exchanged with the heat generated by the engine 2. The heated cooling water is sent to the radiator 63 by the pump 62, and exchanges heat with the traveling air and / or the air passing through the radiator 63 by the fan 64 to cool the cooling water, and the cooled cooling water Is returned to the water jacket 61 of the engine 2 again.

The grill device 70 has a grill shutter 71 provided at the grill opening 72 at the front end of the vehicle body. The grille shutter 71 has a plurality of flat fins extending in the lateral direction of the vehicle body, and the plurality of fins are arranged in the vertical direction of the vehicle body.
Please refer to FIG. The vehicle 1 includes a grille shutter drive unit 73 controlled by the engine control unit 20. The grille shutter drive unit 73 has a motor actuator for opening and closing the grille shutter 71, and adjusts the aperture ratio of the grille shutter 71 to 100% (fully open) to 0% (fully closed). The grille shutter 71 corresponds to an opening / closing mechanism of the grille opening 72 which is an opening provided at the front end of the vehicle 1.
In addition, the vehicle 1 includes a temperature sensor 56 that detects the temperature Th of the coolant, and a pressure sensor 57 that detects the pressure P of the refrigerant, that is, the so-called Pd pressure. The coolant temperature signal from the temperature sensor 56 and the refrigerant pressure signal from the pressure sensor 57 are input to the engine control unit 20.

  In the state where the grille shutter 71 is open, air flows rearward from the grille opening 72 to the rear of the vehicle body by the traveling wind or the suctioned air by the drive of the fan 64 and passes through the outdoor heat exchanger 44 and the radiator 63. Thereby, the refrigerant and the cooling water are cooled. On the other hand, when the grille shutter 71 is closed, this cooling action is reduced. Instead, the air resistance when the vehicle travels is reduced by the amount by which the grille shutter 71 is closed. That is, the running resistance is reduced.

(Engine automatic stop processing)
Next, the automatic stop process of the engine 2 will be described. The automatic stop process is a process of performing automatic stop and restart of the engine 2 when a predetermined condition is satisfied. In the automatic stop process, the grille shutter drive unit 73 opens and closes the grille shutter 71 under the control of the engine control unit 20.
The engine control unit 20, the transmission control unit 30, and the grille shutter drive unit 73 constitute a vehicle travel control device 80 that performs an automatic stop process of the engine 2.

FIG. 4 shows a functional configuration of the vehicle travel control device 80. The vehicle travel control device 80 includes an idle stop control unit 81, an inertia travel control unit 82, an engine control unit 83, and an open / close control unit 84.
The idle stop control unit 81 performs so-called idle stop (also referred to as idle reduction) control to stop engine idling when a predetermined condition is satisfied when the vehicle 1 is stopped. The detailed description of the idle stop control is omitted.
The inertia running control unit 82 stops the fuel supply to the engine 2 if the predetermined inertia running conditions are satisfied even if the vehicle speed is equal to or higher than the speed threshold V2 faster than the predetermined speed V1. The forward clutch 16 for transmitting the driving force to the drive wheels 6a and 6b is disengaged, and the vehicle 1 travels in that state. In the present specification, traveling in a state where the vehicle speed is the speed threshold V2 or more, the fuel supply to the engine 2 is stopped, and the forward clutch 16 is disengaged is referred to as “first inertia running”.
The inertia traveling control unit 82 receives the wheel speed signal from the wheel speed sensor 29, the accelerator pedal operation amount signal from the accelerator pedal opening degree sensor 24, the brake pedal operation amount signal from the master cylinder pressure sensor 26, and the negative pressure sensor 28. A negative pressure signal and a charge state signal of the battery 9 are received. The coasting control unit 82 determines whether the coasting condition is satisfied based on the wheel speed signal, the accelerator pedal operation amount signal, and the charge state signal.

For example, when all the following four conditions (A1) to (A4) are satisfied, the coasting condition is satisfied.
(A1) The vehicle speed is equal to or higher than the speed threshold V2. The speed threshold V2 may be about 30 km / h.
(A2) The vehicle speed is equal to or less than the speed V3. For example, the velocity V3 may be about 80 km / h.
(A3) There is no driver's intention to accelerate. For example, when a predetermined time or more has elapsed since the accelerator operation amount (i.e., the amount of depression of the accelerator) becomes zero, it may be determined that the condition (A3) is satisfied. The predetermined time is a period during which the accelerator pedal 23 set to determine that the driver does not intend to accelerate is not operated, and may be, for example, 2 seconds.
(A4) A predetermined idle stop permission condition is satisfied. The idle stop permission condition may be, for example, that the engine is not being warmed up and the charging rate of the battery 9 is equal to or higher than a predetermined value.

When the inertia running condition is satisfied, the inertia running control unit 82 permits the first inertia running and outputs an engine stop command to the engine control unit 83.
The engine control unit 83 having received the engine stop command stops the fuel injection and stops the fuel supply to the engine 2. Further, the engine control unit 83 outputs an operation inhibition command of the electric oil pump 18 to the continuously variable transmission 4. Since the oil pump 15 is stopped by stopping the engine 2 and the electric oil pump 18 is not operated, the forward clutch 16 of the forward / reverse switching mechanism 11 is released. Thereby, the engine 2 and the drive wheels 6a and 6b are disconnected. Also, the lockup clutch 10 is released. As described above, the traveling state of the vehicle 1 shifts from the D range traveling to the first inertia traveling.

During the first coasting, the coasting control unit 82 determines whether a predetermined termination condition is satisfied based on the wheel speed signal, the accelerator pedal operation amount signal, and the charge state signal. When the termination condition is satisfied, the inertia running control unit 82 prohibits the first inertia running and ends the first inertia running. For example, when any of the following three conditions (B1) to (B3) is satisfied, the end condition is satisfied.
(B1) The vehicle speed is less than the speed threshold V2.
(B2) There is a driver's intention to accelerate. For example, it may be determined that the condition (B2) is satisfied when the accelerator pedal 23 is depressed.
(B3) The idle stop permission condition is not satisfied.

When ending the first inertia running, the inertia running control unit 82 outputs a restart command to the engine control unit 83. The engine control unit 83 that has received the restart command restarts the fuel injection, drives the motor 7, and performs engine cranking. When the engine 2 is started, the oil pump 15 is operated to connect the forward clutch 16 of the forward / reverse switching mechanism 11.
As described above, the engine restart and the reconnection of the forward clutch 16 are completed, and the traveling state of the vehicle 1 shifts from the first inertia running to the D range traveling.
Thus, the fuel consumption of the vehicle 1 can be improved by increasing the opportunity for stopping the engine due to the first inertia running.

  Since the engine 2 is stopped during the first inertia running and there is no heat generation of the engine 2 due to the operation of the engine 2, the rise of the cooling water becomes small or does not rise. Therefore, the cooling action of the engine cooling device 60 may be reduced. Therefore, the open / close control unit 84 reduces the air resistance during the first inertia running by restricting the outside air taken into the vehicle 1 from the grill opening 72 by the grille shutter 71 during the first inertia running. As a result, it is possible to alleviate the reduction of the cruising distance of the coasting due to the travel resistance and extend the cruising distance of the coasting.

  For example, the opening / closing control unit 84 closes the grille opening 72 by the grille shutter 71 when the traveling state of the vehicle 1 is the first inertia running and the temperature Th of the cooling water is lower than the predetermined allowable threshold temperature Tt. For example, the open / close control unit 84 opens the grill shutter 71 when the temperature Th of the cooling water is equal to or higher than the allowable threshold temperature Tt even when the traveling state of the vehicle 1 is the first inertia traveling. The opening and closing control unit 84 may open the grille shutter 71 at the end of the first inertia running. In the following description, closing the grille opening 72 by the grille shutter 71 may be simply referred to as "closing the grille shutter 71".

Also, “close the grill opening 72” or “close the grill shutter 71” means that the grill opening 72 is completely closed so that the opening ratio of the grill opening 72 is 0%; It may mean closing the grill opening 72 incompletely such that the opening ratio of the opening 72 is greater than 0% and less than 100%.
In addition, "to open the grill shutter 71" means that the grill opening 72 is completely opened with an aperture ratio of 100%, and an aperture ratio larger than the aperture ratio when the grill shutter 71 is closed and smaller than 100%. It may mean opening the grille opening 72 incompletely at a rate.

(Operation)
Next, an example of processing of the vehicle travel control device 80 according to the first embodiment will be described. Please refer to FIG.
In step S10, the coasting control unit 82 determines whether coasting condition is satisfied. If the coasting condition is satisfied (step S10: Y), the process proceeds to step S11. When the coasting traveling condition is not satisfied (step S10: N), the inertia traveling control unit 82 returns the process to step S10 without permitting the start of the first inertia traveling.
In step S11, the inertia running control unit 82 outputs the engine stop command to the engine control unit 83 to start the first inertia running.

In step S12, the temperature sensor 56 detects the temperature Th of the cooling water. In step S13, the open / close control unit 84 determines whether the temperature Th of the cooling water is lower than the allowable threshold temperature Tt. If the temperature Th of the cooling water is lower than the allowable threshold temperature Tt (step S13: Y), the process proceeds to step S14. If the temperature Th of the cooling water is equal to or higher than the allowable threshold temperature Tt (step S13: N), the process proceeds to step S15.
In step S14, the open / close control unit 84 closes the grille shutter 71. Thereafter, the process ends. In step S15, the open / close control unit 84 opens the grill shutter 71. Thereafter, the process ends.

(Effect of the first embodiment)
(1) The inertia running control unit 82 starts the first inertia running for causing the vehicle 1 to run by interrupting the power transmission between the engine 2 and the driving wheels 6 a and 6 b when a predetermined inertia running condition is satisfied. . The opening / closing control unit 84 restricts the outside air taken into the vehicle 1 from the grille opening 72 provided at the front end of the vehicle 1 by the grille shutter 71 during the first inertia running. For this reason, the air resistance during the first inertia running is reduced, and it is possible to alleviate the decrease in the runable distance of the inertia running due to the run resistance, and to extend the reachable distance of the inertia running.
(2) The open / close control unit 84 closes the grill opening 72 by the grill shutter 71 during the first inertia running. For this reason, the air resistance during the first inertia running is reduced, and it is possible to alleviate the decrease in the runable distance of the inertia running due to the run resistance, and to extend the reachable distance of the inertia running.

(Modification)
(1) The vehicle travel control device 80 may cause the vehicle 1 to travel with inertia while supplying the fuel to the engine 2 to operate the engine 2 and disconnecting the forward clutch 16. In this specification, traveling in a state in which the forward clutch 16 is disengaged while supplying fuel to the engine 2 is referred to as “second inertia running”. For example, the engine 2 in the second inertia running may be in an idling state.
Please refer to FIG. The same reference numerals are used for the same components as in the first embodiment. The vehicle travel control device 80 sends to the continuously variable transmission 4 a release signal for releasing the forward clutch 16 in the operating state of the engine 2 and a connection signal for connecting the forward clutch 16 disconnected in the operating state of the engine 2. It has a clutch control unit 85 for outputting.

The inertia running control unit 82 may execute the second inertia running instead of the first inertia running when the predetermined second inertia running condition is satisfied even though the inertia running condition is satisfied.
It is not necessary to restart the engine 2 to shift from the second inertia running to the D range driving. For this reason, the delay time required for the transition from the second inertia running to the D range traveling is shorter than the delay time required for the transition from the first inertia running to the D range traveling. Therefore, for example, the inertia running control unit 82 determines that the second inertia running condition is satisfied when detecting a situation in which the inertia running condition is satisfied but inertia driving is likely to be ended and transition to the D range driving is likely to be performed. .

  For example, since the deceleration of the vehicle 1 while coasting is large on the uphill, the vehicle 1 is likely to accelerate again. For this reason, the coasting control unit 82 may determine that the second coasting condition is satisfied when the vehicle 1 travels on the uphill. In addition, while the vehicle is traveling on a curve, the accelerator pedal 23 is easily depressed and the inertial traveling is easily ended. For this reason, when the vehicle 1 is traveling on a curved road, the inertia traveling control unit 82 may determine that the second inertia traveling condition holds for the second inertia traveling.

  Further, as described above, since the delay time required for the transition from the second inertia running to the D range traveling is shorter than the delay time required for the transition from the first inertia running to the D range traveling, the second inertia running is The decrease in responsiveness of the vehicle 1 to the driver's operation is small compared to the first inertia running. Therefore, for example, the coasting control unit 82 is required to have a response higher than the responsiveness of the vehicle 1 to the driver's operation required during the coasting (hereinafter simply referred to as “traveling requiring a response”) It is determined that the second inertia running condition is satisfied when “state” is detected. Thereby, even if inertia running conditions are satisfied, when the driving situation in which responsiveness is required is detected, by performing the second inertia running, the transition time to the D range running is shortened while the transition time to the engine 2 is reduced. The required torque can be reduced to suppress fuel consumption.

An example of a driving situation in which responsiveness is required is lane change or merging. The inertia running control unit 82 may detect a running condition for which responsiveness is required based on the operation signal from the vehicle body control unit 34 when the direction indicator 31 is operated.
The driving situation in which responsiveness is required may be, for example, a situation where steering is performed to avoid danger. For example, when the driver operates a horn, the coasting control unit 82 may detect a traveling condition for which responsiveness is required. In addition, the inertia running control unit 82 may detect a situation where steering is performed to avoid danger according to the detection result of the behavior of the driver. For example, the driver's behavior may be detected as a change in the driver's posture or weight shift that accompanies the recognition of the danger. A change in the driver's posture or weight shift may be detected using, for example, a load sensor. Further, by detecting a pulse change of the driver caused by the recognition of the danger using a pulsimeter provided on a steering wheel or the like, a situation in which the steering is performed to avoid the danger may be detected.

  When executing the second inertia running, the inertia traveling control unit 82 outputs a clutch release instruction to the clutch control unit 85 and outputs an idling instruction to the engine control unit 83. The clutch control unit 85 that has received the clutch release command outputs a release signal to the continuously variable transmission 4. The engine control unit 83 that has received the idling command reduces the engine speed Re to put the engine 2 in an idling state.

Since the engine 2 is idling during the second inertia running and the heat generation of the engine 2 due to the operation of the engine 2 is small, the rise of the cooling water is small. Therefore, the cooling action of the engine cooling device 60 may be reduced. Therefore, the opening / closing control unit 84 restricts the outside air taken into the vehicle 1 from the grill opening 72 by the grille shutter not only during the first inertia running but also during the second inertia running, thereby the first inertia. Reduce air resistance while driving. As a result, it is possible to alleviate the decrease in the travelable distance of the coasting due to travel resistance, and to extend the travelable distance of the coasting.
For example, the open / close control unit 84 closes the grille shutter 71 when the traveling state of the vehicle 1 is the second inertia traveling and the temperature Th of the cooling water is lower than a predetermined allowable threshold temperature Tt. For example, the open / close control unit 84 opens the grill shutter 71 when the temperature Th of the cooling water is equal to or higher than the allowable threshold temperature Tt even when the traveling state of the vehicle 1 is the second inertia traveling. The opening and closing control unit 84 may open the grille shutter 71 at the end of the second inertia running.

(2) The vehicle travel control device 80 can also be applied to a vehicle employing an automatic transmission of a type other than the continuously variable transmission 4. For example, the vehicle travel control device 80 can also be applied to a vehicle adopting a parallel shaft gear type automatic transmission. In addition, the vehicle travel control device 80 can be applied to a vehicle equipped with only an internal combustion engine as a drive source or to a hybrid vehicle.
(3) During the first inertia running, the vehicle travel control device 80 outputs to the stepless transmission 4 a release signal for positively releasing the forward clutch 16 instead of the operation inhibition command of the electric oil pump 18 Good.

Second Embodiment
Next, a second embodiment will be described. As in the modification of the first embodiment, the vehicle travel control device 80 according to the second embodiment executes the first inertia travel when the inertia travel condition is satisfied and the second inertia travel condition is not satisfied, and the inertia travel is performed. When the condition is satisfied and the second inertia running condition is satisfied, the second inertia running is performed. The vehicle travel control device 80 restricts the outside air taken in from the grill opening 72 by the grill shutter 71 if the temperature Th of the cooling water is lower than the allowable threshold temperature during the first inertia running and the second inertia running. For example, the grille shutter 71 is closed. On the contrary, if the temperature Th of the cooling water is equal to or higher than the allowable threshold temperature, the restriction of the outside air taken in from the grill opening 72 by the grill shutter 71 is relaxed. For example, the restriction of taking in outside air is prohibited. However, during the second inertia running, since the engine 2 generates heat due to the fuel being supplied and the engine 2 being operated, it is necessary to cool the engine 2. Therefore, the allowable threshold temperature Tt used during the second inertia running is set lower than the allowable threshold temperature Tt used during the first inertia traveling.

(Constitution)
The functional block diagram of the vehicle travel control device 80 according to the second embodiment is the same as the functional block diagram of the modification of the first embodiment shown in FIG.
During the first inertia running, the opening and closing control unit 84 sets the allowable threshold temperature Tt to a predetermined first temperature threshold Tt1. As a result, during the first inertia running, the opening / closing control unit 84 closes the grille shutter 71 when the temperature Th of the cooling water detected by the temperature sensor 56 is lower than the first temperature threshold Tt1. The grill shutter 71 is opened when the temperature Th of the cooling water is equal to or higher than the first temperature threshold Tt1.
During the first inertia running, the opening / closing control unit 84 sets the allowable threshold temperature Tt to a predetermined second temperature threshold Tt2 lower than the first temperature threshold Tt1. As a result, during the second inertia running, the open / close control unit 84 closes the grille shutter 71 when the temperature Th of the cooling water is lower than the second temperature threshold Tt2 lower than the first temperature threshold Tt1. The grill shutter 71 is opened when the temperature Th of the cooling water is equal to or higher than the second temperature threshold Tt2.

(Operation)
Next, an example of processing of the vehicle travel control device 80 according to the second embodiment will be described. Please refer to FIG. In step S20, the coasting control unit 82 determines whether coasting condition is satisfied. If the coasting condition is satisfied (step S20: Y), the process proceeds to step S21. When the coasting traveling condition is not satisfied (step S20: N), the inertia traveling control unit 82 returns the process to step S20 without permitting the start of the first inertia traveling and the second inertia traveling.
In step S21, the coasting control unit 82 determines whether the second coasting condition is satisfied. If the second inertia running condition is satisfied (step S21: Y), the process proceeds to step S24. If the second inertia running condition is not satisfied (step S21: N), the process proceeds to step S22.

In step S22, the inertia running control unit 82 outputs the engine stop command to the engine control unit 83 to start the first inertia running.
In step S23, the open / close control unit 84 sets the allowable threshold temperature Tt to a predetermined first temperature threshold Tt1. Thereafter, the process proceeds to step S26.
In step S24, the inertia running control unit 82 outputs a clutch release instruction to the clutch control unit 85, and outputs an idling instruction to the engine control unit 83. As a result, the forward clutch 16 is disengaged, the engine 2 is in an idling state, and the second inertia running starts.
In step S25, the open / close control unit 84 sets the allowable threshold temperature Tt to a second temperature threshold Tt2 lower than the first temperature threshold Tt1. Thereafter, the process proceeds to step S26.
The processes of steps S26 to S29 are similar to the processes of steps S12 to S15 described with reference to FIG.

(Effect of the second embodiment)
The cooling water is cooled by the outside air taken in from the grill opening 72. The inertia traveling control unit 82 executes the first inertia traveling when the inertia traveling condition is satisfied and the second inertia traveling condition is not satisfied, and the second inertia when the inertia traveling condition is satisfied and the second inertia traveling condition is satisfied. Run the run. The temperature sensor 56 detects the temperature Th of the cooling water. During the first inertia running, the open / close control unit 84 limits the outside air taken in from the grill opening 72 by the grille shutter 71 when the detected temperature Th of the cooling water is lower than the first temperature threshold Tt1, and the detected temperature of the cooling water When Th is equal to or higher than the first temperature threshold Tt1, the restriction on the outside air intake from the grill opening 72 by the grill shutter 71 is relaxed. During the second inertia running, the open / close control unit 84 restricts the open air taken in from the grill opening 72 by the grill shutter 71 when the detected temperature Th of the cooling water is lower than the second temperature threshold Th2 lower than the first temperature threshold Th1. When the detected temperature Th of the cooling water is equal to or higher than the second temperature threshold Th2, the restriction of the outside air taken in from the grill opening 72 by the grill shutter 71 is relaxed.
For this reason, in the second inertia running mode in which the engine 2 in operation is generating heat, when the temperature Th of the cooling water reaches a relatively low second temperature threshold Tt2, the restriction on the outside air intake from the grill opening 72 is alleviated Cooling the cooling water makes it possible to satisfy the cooling requirement of the engine 2 during the second inertia running. On the other hand, in the first inertia running in which the engine 2 is stopped, the intake of the outside air from the grill opening 72 is restricted to reduce the air resistance until the temperature Th of the cooling water reaches the relatively high first temperature threshold Tt1. By this, it is possible to extend the cruising distance of the coasting. In this way, it is possible to extend the possible range of the inertia running as much as possible while satisfying the cooling requirement of the engine 2.

Third Embodiment
Next, a third embodiment will be described. Since the engine 2 is stopped during the first inertia running and there is no heat generation of the engine 2 due to the operation of the engine 2, the temperature rise of the cooling water becomes small or does not rise. Further, during the second inertia running, the engine 2 is in the idling state, and the heat generation of the engine 2 due to the operation of the engine 2 is small, so the temperature rise of the cooling water is small.
Therefore, even if the outdoor heat exchanger 44 is exposed to the air heat-exchanged by the radiator 63 by limiting the outside air taken in from the grille opening 72, the decrease in the air conditioning capacity of the air conditioner 40 due to the temperature rise of the refrigerant Few.
For this reason, the vehicle travel control device 80 according to the third embodiment restricts the outside air taken in from the grill opening 72 by the grill shutter 71 even if the air conditioner 40 is operated to adjust the air temperature inside the vehicle compartment. .

(Constitution)
The functional block diagram of the vehicle travel control device 80 according to the third embodiment is the same as the functional block diagram of the modification of the first embodiment shown in FIG. For example, the open / close control unit 84 may close the grille shutter 71 even if the air conditioner 40 is operated to adjust the temperature inside the vehicle compartment.
During the second inertia running, the temperature of the radiator 63 is likely to rise because the engine 2 generates heat because the fuel is supplied and the engine 2 is operating. For this reason, by limiting the outside air taken in from the grille opening 72, the outdoor heat exchanger 44 is exposed to the air heat-exchanged by the radiator 63, the temperature of the refrigerant rises, and the air conditioning capacity of the air conditioner 40 is increased. It may decrease.

Therefore, even if the pressure P of the refrigerant detected by the pressure sensor 57 is smaller than the predetermined allowable threshold pressure Tp during the second inertia running, the outside air taken in from the grill opening 72 is restricted by the grill shutter 71. Good. That is, when the pressure P is equal to or higher than the predetermined allowable threshold pressure Tp, the restriction on the outside air from the grill opening 72 by the grill shutter 71 may be relaxed. For example, outside air intake restriction may be prohibited.
During the first inertia running, there is no heat generation of the engine 2 due to the operation of the engine 2. For this reason, even if the outside air taken in from the grille opening 72 is limited, the outdoor heat exchanger 44 is exposed to the air heat-exchanged by the radiator 63, so that there is little possibility that the air conditioning capacity of the air conditioner 40 is reduced. For this reason, during the first inertia running, outside air taken in from the grill opening 72 may be restricted by the grill shutter 71 regardless of the pressure P of the refrigerant.

(Operation)
Next, an example of processing of the vehicle travel control device 80 according to the third embodiment performed while operating the air conditioner to adjust the air temperature in the vehicle compartment will be described. In step S30, the coasting control unit 82 determines whether coasting condition is satisfied. If the coasting traveling condition is satisfied (step S30: Y), the process proceeds to step S31. When the coasting traveling condition is not satisfied (step S30: N), the inertia traveling control unit 82 returns the process to step S30 without permitting the start of the first inertia traveling and the second inertia traveling.

In step S31, the inertia running control unit 82 determines whether the second inertia running condition is satisfied. If the second inertia running condition is satisfied (step S31: Y), the process proceeds to step S37. If the second inertia running condition is not satisfied (step S31: N), the process proceeds to step S32.
In step S32, the inertia running control unit 82 outputs the engine stop command to the engine control unit 83 to start the first inertia running. Thereafter, in step S33, the temperature sensor 56 detects the temperature Th of the cooling water. In step S34, the open / close control unit 84 determines whether the temperature Th of the cooling water is lower than the allowable threshold temperature Tt.

If the cooling water temperature Th is lower than the allowable threshold temperature Tt (step S34: Y), the process proceeds to step S35. If the temperature Th of the cooling water is equal to or higher than the allowable threshold temperature Tt (step S34: N), the process proceeds to step S36.
In step S35, the open / close control unit 84 closes the grille shutter 71. Thereafter, the process ends. In step S36, the open / close control unit 84 opens the grille shutter 71. Thereafter, the process ends.
On the other hand, in step S37, the inertia running control unit 82 outputs a clutch release instruction to the clutch control unit 85, and outputs an idling instruction to the engine control unit 83. As a result, the forward clutch 16 is disengaged, the engine 2 is in an idling state, and the second inertia running starts.

  In step S38, the pressure sensor 57 detects the pressure P of the refrigerant. In step S39, the opening / closing control unit 84 determines whether the pressure P of the refrigerant is lower than the allowable threshold pressure Tp. If the pressure P of the refrigerant is lower than the allowable threshold pressure Tp (step S39: Y), the process proceeds to step S33. If the pressure P of the refrigerant is equal to or higher than the allowable threshold pressure Tp (step S39: N), the process proceeds to step S36.

(Effect of the third embodiment)
In the third embodiment, the vehicle travel control device 80 restricts the outside air taken in from the grill opening 72 by the grill shutter 71 even if the air conditioning device 40 is operated to adjust the air temperature inside the vehicle compartment. During the first inertia running and the second inertia running, the temperature rise of the radiator 63 is small. Therefore, even if the outdoor heat exchanger 44 is exposed to the air heat-exchanged by the radiator 63 by limiting the outside air taken in from the grille opening 72, the decrease in the air conditioning capacity of the air conditioner 40 due to the temperature rise of the refrigerant Few. Therefore, by limiting the external air taken in from the grille opening 72 and reducing the air resistance while satisfying the air conditioning requirement by the air conditioning apparatus 40, it is possible to extend the cruising distance of the coasting.

Fourth Embodiment
Next, a fourth embodiment will be described. Since the engine 2 is stopped during the first inertia running and there is no heat generation of the engine 2 due to the operation of the engine 2, the temperature rise of the cooling water becomes small or does not rise. On the other hand, during the second inertia running, the temperature of the cooling water is likely to rise because the engine 2 generates heat because the fuel is supplied and the engine 2 is operating.
Therefore, when the vehicle travel control device 80 according to the fourth embodiment restricts the outside air taken in from the grille opening 72 by the grille shutter 71, the second opening ratio R2 of the grille opening 72 during the second inertia running Is made larger than the first opening ratio R1 of the grill opening 72 during the first inertia running. Thereby, during the second inertia running, the cooling action of cooling the cooling water by the outside air taken in from the grill opening 72 is increased more than during the first inertia running.

(Constitution)
Please refer to FIG. The same reference numerals are used for the same components as in the modification of the first embodiment. The vehicle travel control device 80 includes an aperture ratio control unit 86 that controls the aperture ratio R of the grille opening 72.
During the first inertia running, the opening ratio control unit 86 sets the first opening ratio R1 of 0% or more as the opening ratio R of the grille opening 72. On the other hand, during the second inertia running, the aperture ratio control unit 86 sets the second aperture ratio R2 larger than the first aperture ratio R1 to 100% or less as the aperture ratio R of the grille opening 72. The opening and closing control unit 84 drives the grille shutter 71 so that the opening ratio R of the grille opening 72 becomes a value set by the opening ratio control unit 86.

(Operation)
Next, an example of processing of the vehicle travel control device 80 according to the fourth embodiment will be described. The process of step S40 is similar to the process of step S20 described with reference to FIG.
In step S41, the coasting control unit 82 determines whether the second coasting condition is satisfied. If the second inertia running condition is satisfied (step S41: Y), the process proceeds to step S44. If the second inertia running condition is not satisfied (step S41: N), the process proceeds to step S42.
The process of step S42 is the same as the process of step S22 described with reference to FIG. Thereafter, the process proceeds to step S43. In step S 43, the aperture ratio control unit 86 sets the first aperture ratio R 1 as the aperture ratio R of the grille opening 72. Thereafter, the process proceeds to step S46.

The process of step S44 is the same as the process of step S24 described with reference to FIG. Thereafter, the process proceeds to step S45. In step S45, the aperture ratio control unit 86 sets the second aperture ratio R2 as the aperture ratio R of the grille opening 72. Thereafter, the process proceeds to step S46.
In step S46, the opening and closing control unit 84 drives the grille shutter 71 so that the opening ratio R of the grille opening 72 becomes the value set by the opening ratio control unit 86.

(Effect of the fourth embodiment)
The cooling water is cooled by the outside air taken in from the grill opening 72. The inertia traveling control unit 82 executes the first inertia traveling when the inertia traveling condition is satisfied and the second inertia traveling condition is not satisfied, and the second inertia when the inertia traveling condition is satisfied and the second inertia traveling condition is satisfied. Run the run. With the grille shutter 71, the aperture ratio control unit 86 and the opening / closing control unit 84 make the aperture ratio R2 of the grille opening 72 during the second inertia running larger than the aperture ratio R1 of the grille opening 72 during the first inertia running To adjust.
Therefore, in the second inertia running mode in which the engine 2 in operation is generating heat, the grill opening 72 is opened with a relatively large second opening ratio R2 to satisfy the cooling requirement of the engine 2 in the second inertia running mode. Becomes possible. On the other hand, in the first inertia running in which the engine 2 is stopped, the opening ratio of the grill opening 72 is set to a relatively small first opening ratio R1 to limit the intake of outside air from the grill opening 72 and thereby the air By reducing the resistance, it is possible to increase the distance that can be coasted. In this way, it is possible to extend the possible range of the inertia running as much as possible while satisfying the cooling requirement of the engine 2.

(Modification)
(1) The modification of the first embodiment may be combined with the fourth embodiment. For example, when the temperature Th of the cooling water is lower than the predetermined allowable threshold temperature Tt during the first inertia running, the opening ratio of the grille opening 72 is set to the predetermined third opening ratio R3 smaller than the first opening ratio R1. When the temperature Th of the cooling water becomes equal to or higher than the predetermined allowable threshold temperature Tt during the first inertia running, the opening ratio of the grill opening 72 may be set to the first opening ratio R1. When the temperature Th of the cooling water is lower than the predetermined allowable threshold temperature Tt during the second inertia running, the opening ratio of the grill opening 72 is set to a predetermined fourth opening ratio R4 smaller than the second opening ratio R2, When the temperature Th of the cooling water becomes equal to or higher than the predetermined allowable threshold temperature Tt during the two inertia running, the opening ratio of the grill opening 72 may be set to the second opening ratio R2. The third aperture ratio R3 may be equal to or different from the fourth aperture ratio R4. For example, the fourth aperture ratio R4 may be larger than the third aperture ratio R3.
Alternatively, for example, when the temperature Th of the cooling water is lower than the predetermined allowable threshold temperature Tt during the first inertia running, the opening ratio of the grille opening 72 is set to the first opening ratio R1, and the temperature of the cooling water during the first inertia running When Th becomes equal to or higher than a predetermined allowable threshold temperature Tt, the aperture ratio of the grille opening 72 may be set to a predetermined fifth aperture ratio R5 larger than the first aperture ratio R1. When the temperature Th of the cooling water is lower than the predetermined allowable threshold temperature Tt during the second inertia running, the opening ratio of the grille opening 72 is made the second opening ratio R2, and the temperature Th of the cooling water is predetermined during the second inertia running The aperture ratio of the grille opening 72 may be set to a predetermined sixth aperture ratio R6 that is larger than the second aperture ratio R2 when the allowable threshold temperature Tt of the upper limit value Tt is reached. The fifth aperture ratio R5 may be equal to or different from the sixth aperture ratio R6. For example, the sixth aperture ratio R6 may be larger than the fifth aperture ratio R5.

(2) The second embodiment and the fourth embodiment may be combined. For example, when the temperature Th of the cooling water is lower than the first temperature threshold Tt1 during the first inertia running, the opening ratio of the grille opening 72 is set to the third opening ratio R3, and the temperature Th of the cooling water during the first inertia running When the temperature becomes equal to or greater than the first temperature threshold Tt1, the aperture ratio of the grille opening 72 may be set to the first aperture ratio R1. When the temperature Th of the cooling water is lower than the second temperature threshold Tt2 during the second inertia running, the opening ratio of the grille opening 72 is set to the fourth opening ratio R4, and the temperature Th of the cooling water during the second inertia running is the second When the temperature threshold value Tt2 or more is reached, the aperture ratio of the grille opening 72 may be set to the second aperture ratio R2.
Alternatively, for example, when the temperature Th of the cooling water is lower than the first temperature threshold Tt1 during the first inertia running, the opening ratio of the grille opening 72 is set to the first opening ratio R1, and the temperature Th of the cooling water during the first inertia running When the first temperature threshold Tt1 or more is reached, the aperture ratio of the grille opening 72 may be set to the fifth aperture ratio R5. When the temperature Th of the cooling water is lower than the second temperature threshold Tt2 during the second inertia running, the opening ratio of the grille opening 72 is set to the second opening ratio R2, and the temperature Th of the cooling water during the second inertia running is the second When the temperature threshold value Tt2 or more is reached, the aperture ratio of the grille opening 72 may be set to the sixth aperture ratio R6.

  (3) The third embodiment and the fourth embodiment may be combined. For example, the air conditioner 40 is operated during the first inertia running to adjust the air temperature in the vehicle compartment, and the opening ratio of the grille opening 72 is adjusted to the third opening ratio when the temperature Th of the cooling water is lower than the allowable threshold temperature Tt. It may be R3. The air conditioning apparatus 40 is operated during the first inertia running to adjust the air temperature in the vehicle compartment, and the opening ratio of the grille opening 72 is set to the first opening when the temperature Th of the cooling water is lower than the allowable threshold temperature Tt. It may be a rate R1. The air conditioner 40 is operated during the second inertia running to adjust the air temperature inside the vehicle compartment, and the grille opening occurs when the coolant temperature Th is lower than the allowable threshold temperature Tt and the refrigerant pressure P is lower than the allowable threshold pressure Tp. The aperture ratio of the portion 72 may be set to the fourth aperture ratio R4. The air conditioner 40 is operated during the second inertia running to adjust the air temperature inside the vehicle compartment, and the temperature Th of the cooling water becomes equal to or higher than the allowable threshold temperature Tt, or the pressure P of the refrigerant becomes larger than the allowable threshold pressure Tp. In this case, the opening ratio of the grille opening 72 may be set to the second opening ratio R2.

  Alternatively, for example, the air conditioner 40 is operated during the first inertia running to adjust the air temperature in the vehicle compartment, and the opening ratio of the grille opening 72 is set to the first opening when the temperature Th of the cooling water is lower than the allowable threshold temperature Tt. It may be a rate R1. The air conditioner 40 is operated during the first inertia running to adjust the air temperature inside the vehicle compartment, and when the temperature Th of the cooling water becomes equal to or higher than the allowable threshold temperature Tt, the opening ratio of the grill opening 72 becomes the fifth opening ratio It may be R5. The air conditioner 40 is operated during the second inertia running to adjust the air temperature inside the vehicle compartment, and the grille opening occurs when the coolant temperature Th is lower than the allowable threshold temperature Tt and the refrigerant pressure P is lower than the allowable threshold pressure Tp. The aperture ratio of the portion 72 may be set to the second aperture ratio R2. The air conditioner 40 is operated during the second inertia running to adjust the air temperature inside the vehicle compartment, and the temperature Th of the cooling water becomes equal to or higher than the allowable threshold temperature Tt, or the pressure P of the refrigerant becomes larger than the allowable threshold pressure Tp. In this case, the aperture ratio of the grille opening 72 may be set to the sixth aperture ratio R6.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine, 2a ... Rotation speed sensor, 3 ... Torque converter, 4 ... Stepless transmission, 5 ... Differential gear, 6a-6b ... Drive wheel, 6c-6d ... Wheel, 7 ... Motor, 8 ... Alternator, 9: battery, 10: lock-up clutch, 11: forward-backward switching mechanism, 12: primary pulley, 13: secondary pulley, 14: belt, 15: oil pump, 16: forward clutch, 17: reverse brake, 18 ... electric oil pump, 19 ... rotation speed sensor, 20 ... engine control unit, 21 ... brake pedal, 22 ... brake switch, 23 ... accelerator pedal, 24 ... accelerator pedal opening sensor, 25 ... master cylinder, 26 ... master cylinder Pressure sensor 27 Master back 28 Negative pressure sensor 29a-29b Wheel speed sensor , 30: Transmission control unit, 31a to 31b, Direction indicator, 32: Steering wheel, 33: Turn signal switch, 34: Vehicle control unit, 35: Shift selector, 40: Air conditioner, 41: Compressor, 42: Indoor Heat exchanger, 43: first expansion valve, 44: outdoor heat exchanger, 45: switching valve, 46: second expansion valve, 47: evaporator, 48: accumulator, 49: refrigerant pipe, 50: air conditioning unit case, 51 ... Blower, 52 ... Fan motor, 53 ... Intake door, 54 ... Temperature adjustment door, 55 ... Detour, 56 ... Temperature sensor, 57 ... Pressure sensor, 60 ... Engine cooling device, 61 ... Water jacket, 62 ... Pump, 63 ... Radiator, 64 ... Fan, 65 ... Cooling water piping, 70 ... Grill apparatus, 71 ... Grill shutter, 7 ... Grill opening part 73 ... Grill shutter drive part 80 ... Vehicle traveling control device 81 ... Idle stop control part 82 ... inertia traveling control part 83 ... Engine control part 84 ... Opening and closing control part 85 ... Clutch control part , 86 ... aperture ratio control unit

Claims (6)

When the predetermined condition is satisfied, the inertia transmission is started to cut off the power transmission between the engine and the drive wheels to make the vehicle travel.
Wherein during coasting, the outside air from the opening provided in the front end portion you cool the cooling medium of the engine incorporated into the vehicle of the vehicle, to limit the closing mechanism of the opening,
Detecting the temperature of the cooling medium;
At the time of the first inertia running that stops the fuel supply to the engine among the inertia running, outside air taken in from the opening is restricted by the opening / closing mechanism when the detected medium temperature is lower than the first temperature threshold. And relaxing the restriction on taking in air from the opening by the opening / closing mechanism when the detected medium temperature is equal to or higher than the first temperature threshold value;
During the second coasting mode, in which fuel is supplied to the engine and travels during the coasting mode, the outside air taken in from the opening is detected when the detected medium temperature is lower than the second temperature threshold lower than the first temperature threshold. The restriction is performed by the opening and closing mechanism, and when the detected medium temperature is equal to or higher than the second temperature threshold, the restriction on the outside air intake from the opening by the opening and closing mechanism is alleviated
A vehicle travel control method characterized in that. When the predetermined condition is satisfied, the inertia transmission is started to cut off the power transmission between the engine and the drive wheels to make the vehicle travel.
The open / close mechanism of the opening restricts outside air taken into the vehicle from the opening provided at the front end of the vehicle and cooling the engine cooling medium during the coasting,
The opening ratio of the opening is adjusted by the opening and closing mechanism, and the opening ratio at the second inertia running by supplying fuel to the engine in the inertia running is set to the fuel supply to the engine at the inertia running. To make the aperture ratio larger than that during the first inertia running by stopping the
A vehicle travel control method characterized in that. The vehicle travel control method according to claim 1 or 2 , wherein the opening is closed by the open / close mechanism during the coasting. Wherein at the time of coasting, even by operating the air conditioning device of the vehicle by adjusting the temperature of the vehicle interior, of claims 1 to 3, the outside air taken in from the opening and limits by the opening and closing mechanism The vehicle travel control method according to any one of the preceding claims. An actuator provided at a front end of the vehicle for driving an opening and closing mechanism for opening and closing an opening for taking in outside air into the vehicle;
A controller at the time of coasting to drive the vehicle by interrupting the power transmission between the engine and the drive wheels, by controlling the actuator, taken from the opening to limit the outside air you cool the cooling medium of the engine,
A sensor for detecting a medium temperature of the cooling medium ;
The controller
At the time of the first inertia running that stops the fuel supply to the engine among the inertia running, outside air taken in from the opening is restricted by the opening / closing mechanism when the detected medium temperature is lower than the first temperature threshold. And relaxing the restriction on taking in air from the opening by the opening / closing mechanism when the detected medium temperature is equal to or higher than the first temperature threshold value;
During the second coasting mode, in which fuel is supplied to the engine and travels during the coasting mode, the outside air taken in from the opening is detected when the detected medium temperature is lower than the second temperature threshold lower than the first temperature threshold. A vehicle travel control device characterized by limiting by the opening and closing mechanism, and limiting the intake of outside air from the opening by the opening and closing mechanism when the detected medium temperature is higher than the second temperature threshold . An actuator provided at a front end of the vehicle for driving an opening and closing mechanism for opening and closing an opening for taking in outside air into the vehicle;
A controller that controls the actuator to limit the outside air taken from the opening and cools the cooling medium of the engine during inertia running to shut off the power transmission between the engine and the drive wheels to run the vehicle; Equipped
The controller is configured such that the opening ratio of the opening during second inertia running during which the fuel travels by supplying fuel to the engine during the inertia running is stopped by stopping the fuel supply to the engine during the inertia running. (1) A vehicle travel control device characterized in that the actuator is controlled so as to be larger than the opening ratio of the opening during coasting.

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