WO2013046381A1 - Appareil de commande de véhicule - Google Patents

Appareil de commande de véhicule Download PDF

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Publication number
WO2013046381A1
WO2013046381A1 PCT/JP2011/072290 JP2011072290W WO2013046381A1 WO 2013046381 A1 WO2013046381 A1 WO 2013046381A1 JP 2011072290 W JP2011072290 W JP 2011072290W WO 2013046381 A1 WO2013046381 A1 WO 2013046381A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
control
vehicle speed
information
deceleration
Prior art date
Application number
PCT/JP2011/072290
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English (en)
Japanese (ja)
Inventor
種甲 金
浅原　則己
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2011/072290 priority Critical patent/WO2013046381A1/fr
Publication of WO2013046381A1 publication Critical patent/WO2013046381A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/18081—With torque flow from driveshaft to engine, i.e. engine being driven by vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Definitions

  • the present invention relates to a vehicle control device.
  • coasting is carried out by driving the vehicle with inertia by interrupting the power transmission between the engine and drive wheels according to the shape of the road or the driver's operation when the vehicle is traveling.
  • the technique to do is known (for example, patent document 1).
  • deceleration assist control (upshift prohibition or forced downshift) that assists deceleration based on the state of the vehicle when the driver wants to decelerate rapidly, such as when the accelerator is suddenly closed
  • deceleration assist control upshift prohibition or forced downshift
  • inertial running control described in Patent Document 1 and the like and the deceleration assist control described in Patent Document 2 are similar in implementation conditions such as an accelerator off state, for example. May not be able to select a control suitable for the situation.
  • the present invention has been made in view of the above, and an object of the present invention is to provide a vehicle control device that can suppress a driver's uncomfortable feeling while driving a vehicle and can improve fuel efficiency.
  • a vehicle control device shifts and outputs an engine, a clutch that transmits or cuts off power between the engine and drive wheels, and power from the engine.
  • An automatic transmission mechanism wherein there is no acceleration / deceleration request to the vehicle during traveling, and power is transmitted between the engine and the drive wheels by engagement of the clutch.
  • decelerating assist control for executing the control, or by disengaging the clutch to cut off the power transmission between the engine and the driving wheel By decelerating assist control for executing the control, or by disengaging the clutch to cut off the power transmission between the engine and the driving wheel, Wherein the implementing the coasting to run the serial vehicle by selecting one of the coasting control can be implemented.
  • the driving environment information includes gradient information related to a gradient of a road on which the vehicle travels
  • the vehicle control device includes a determination map associated with the vehicle speed and the gradient information. It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial running control using the determination map based on the current vehicle speed and gradient information of the vehicle.
  • the driving environment information includes a plurality of information including the gradient information, and the fuel cut control selected based on a current vehicle speed of the vehicle and each of the plurality of information. , If any one of the deceleration assist control and the inertial running control is the same, the control method is executed, and based on the current vehicle speed of the vehicle and each of the plurality of pieces of information When any one of the selected fuel cut control, deceleration assist control, and inertial running control is not the same, it is preferable to execute the fuel cut control.
  • the driving environment information includes corner information related to a corner where the vehicle travels
  • the vehicle control device includes a determination map associated with the vehicle speed and the corner information, and the determination It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertia running control based on the current vehicle speed and corner information of the vehicle using a map.
  • the driving environment information includes steering angle information related to a steering angle of the vehicle
  • the vehicle control apparatus includes a determination map associated with the vehicle speed and the steering angle information, It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial running control based on the current vehicle speed and steering angle information of the vehicle using the determination map.
  • the driving environment information includes accelerator operation information related to an accelerator operation of the vehicle
  • the vehicle control device includes a determination map associated with the vehicle speed and the accelerator operation information, It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial traveling control based on the current vehicle speed and accelerator operation information of the vehicle using the determination map.
  • the driving environment information includes stop position information related to a stop position of the travel destination of the vehicle, and the vehicle control device uses a determination map associated with the vehicle speed and the stop position information. It is preferable that any one of the fuel cut control, the deceleration assist control, or the inertia traveling control is selected based on the current vehicle speed and stop position information of the vehicle using the determination map.
  • the driving environment information includes inter-vehicle information related to an inter-vehicle distance between the vehicle and a preceding vehicle
  • the vehicle control device includes a determination map associated with the vehicle speed and the inter-vehicle information. It is preferable to select any one of the fuel cut control, the deceleration assist control, or the inertial traveling control based on the current vehicle speed and the inter-vehicle distance information of the vehicle using the determination map.
  • the vehicle control device includes inertial traveling control that can improve fuel efficiency, deceleration assist control that can improve drivability, and conventional fuel cut control in consideration of the current vehicle speed and driving environment information of the vehicle. Any one can be appropriately selected and executed. As a result, for example, coasting control with low deceleration is performed when the driver's intention to decelerate is strong, and conversely, deceleration assist control with high deceleration is performed when the driver's intention to decelerate is weak. As a result, it is possible to prevent the driver from feeling uncomfortable while driving the vehicle and to improve fuel efficiency.
  • FIG. 1 is a block diagram showing a schematic configuration of a vehicle control apparatus according to an embodiment of the present invention.
  • FIG. 2 is a diagram illustrating an example of a determination map MP1 used by the gradient requirement determination unit in FIG.
  • FIG. 3 is a diagram illustrating an example of a determination map MP2 used by the turning requirement determination unit in FIG.
  • FIG. 4 is a diagram illustrating an example of a determination map MP2 ′ used by the turning requirement determination unit in FIG.
  • FIG. 5 is a diagram illustrating an example of a determination map MP3-1 used by the steering requirement determination unit in FIG.
  • FIG. 6 is a diagram illustrating an example of a determination map MP3-2 used by the steering requirement determination unit in FIG.
  • FIG. 1 is a block diagram showing a schematic configuration of a vehicle control apparatus according to an embodiment of the present invention.
  • FIG. 2 is a diagram illustrating an example of a determination map MP1 used by the gradient requirement determination unit in FIG.
  • FIG. 3 is a diagram illustrating an example
  • FIG. 7 is a diagram illustrating an example of a determination map MP4 used by the accelerator requirement determination unit in FIG.
  • FIG. 8 is a diagram illustrating an example of a determination map MP5 used by the stop position requirement determination unit in FIG.
  • FIG. 9 is a diagram illustrating an example of setting of the F / C deceleration G fc and the coasting deceleration G n used for calculating the F / C travelable distance L fc1 and the coasting travelable distance L n1 in FIG. is there.
  • FIG. 10 is a diagram illustrating an example of setting of the coasting permission distance margin L o1 in FIG. 8.
  • FIG. 11 is a diagram showing a comparison between the present embodiment and the conventional fuel cut control during the movement to the stop position.
  • FIG. 12 is a diagram illustrating an example of a determination map MP6 used by the inter-vehicle requirement determination unit in FIG.
  • FIG. 13 is a diagram illustrating an example of setting of the coasting permission distance margin L o2 in FIG. 12.
  • FIG. 14 is a diagram showing an example of setting of the inter-vehicle distance correction coefficient ⁇ L used for calculating the distance L2 from the preceding vehicle in FIG.
  • FIG. 15 is a flowchart of deceleration means arbitration control performed by the vehicle control apparatus according to the present embodiment.
  • FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle control device according to an embodiment of the present invention
  • FIG. 2 is a diagram illustrating an example of a determination map MP1 used by a gradient requirement determination unit 11 in FIG.
  • FIG. 3 is a diagram showing an example of the determination map MP2 used by the turning requirement determination unit 12 in FIG. 1
  • FIG. 4 shows a determination map MP2 ′ used by the turning requirement determination unit 12 in FIG.
  • FIG. 5 is a diagram illustrating an example of a determination map MP3-1 used by the steering requirement determination unit 13 in FIG. 1
  • FIG. 6 is a diagram illustrating the steering requirement determination unit 13 in FIG. FIG.
  • FIG. 7 is a diagram illustrating an example of the determination map MP3-2 used
  • FIG. 7 is a diagram illustrating an example of the determination map MP4 used by the accelerator requirement determination unit 14 in FIG. 1
  • FIG. Used by stop position requirement determination unit 15 Is a diagram showing an example of a determination map MP5, 9, F / C deceleration G fc and coasting used for calculating the F / C travelable distance L fc1 and coasting distance L n1 in FIG. 8
  • FIG. 10 is a diagram illustrating an example of the setting of the deceleration Gn
  • FIG. 10 is a diagram illustrating an example of the setting of the coasting permission distance margin L o1 in FIG. 8
  • FIG. 11 is a diagram during the movement to the stop position.
  • FIG. 11 is a diagram during the movement to the stop position.
  • FIG. 12 is a diagram showing a comparison between the embodiment and conventional fuel cut control.
  • FIG. 12 is a diagram illustrating an example of a determination map MP6 used by the inter-vehicle requirement determination unit 16 in FIG. 1
  • FIG. 14 is a diagram illustrating an example of setting of the coasting permitted distance margin L o2 in FIG. 14, and
  • FIG. 14 is a diagram illustrating an example of setting of the inter-vehicle distance correction coefficient ⁇ L used for calculating the distance L2 from the preceding vehicle in FIG. It is.
  • the vehicle control device of this embodiment is mounted on a vehicle 1.
  • the vehicle 1 includes an engine 2, a transmission 3, and drive wheels 4.
  • the engine 2 is an internal combustion engine that is a driving source for driving the vehicle 1, and the driving force is controlled according to the fuel injection amount.
  • the transmission 3 forms a power transmission mechanism that transmits the driving force generated by the engine 2 to the driving wheel 4 side.
  • the drive wheels 4 are rotated by the driving force of the engine 2 transmitted via the transmission 3 and can travel forward or backward in the vehicle 1.
  • the transmission 3 is provided with a clutch 5 that is connected to the rotating shaft of the engine 2 so as to be freely connected and disconnected.
  • the clutch 5 is, for example, a friction engagement type clutch device, which connects the engine 2 and the drive wheel 4 when engaged, transmits the driving force of the engine 2 to the drive wheel 4 side, and separates both when released. Transmission of driving force from the engine 2 to the driving wheel 4 side can be cut off.
  • the transmission 3 is further provided with an automatic transmission mechanism 6.
  • the automatic transmission mechanism 6 is an automatic transmission that automatically changes the transmission gear ratio (gear stage, gear stage) according to the traveling state of the vehicle 1.
  • a stepped automatic type such as a planetary gear type or a parallel spur gear type is used.
  • Transmission (AT) semi-automatic transmission such as dual clutch transmission (DCT), multi-mode manual transmission (MMT), sequential manual transmission (SMT), continuously variable transmission (CVT) such as belt type or toroidal type, etc. Automatic transmission can be applied.
  • Each part of the vehicle 1 such as the engine 2 and the transmission 3 (clutch 5 and automatic transmission mechanism 6) is controlled by an ECU 10 (Electronic Control Unit) based on information from various sensors in the vehicle.
  • ECU 10 Electronic Control Unit
  • the ECU 10 interrupts power transmission between the engine 2 and the drive wheels 4 and makes the vehicle 1 travel by inertia when there is no acceleration / deceleration request to the vehicle 1 during traveling.
  • the coasting control specifically includes at least one of free-run control and N coasting control.
  • the free-run control and the N coasting control are travel controls that cause the vehicle 1 to travel by disengaging the transmission of power between the engine 2 and the drive wheels 4 by disengaging the clutch 5, respectively. Is to execute.
  • Free run control is control in which the vehicle 1 travels while the clutch 5 is released and the engine 2 is stopped. In free-run control, fuel consumption can be improved by stopping fuel consumption in the engine 2.
  • the free-run control is not limited to when the vehicle 1 travels at a reduced speed or stops in response to the driver's braking operation (braking operation), but actively stops the operation of the engine 2 and executes idling stop.
  • N coasting control is to drive the vehicle 1 by releasing the clutch 5 while the engine 2 is operating.
  • the engine brake does not act, so the traveling load can be reduced and the fuel consumption can be improved. Further, since the engine 2 remains rotating, the acceleration response is excellent when returning from the N coasting control.
  • the ECU 10 of the present embodiment can execute “deceleration assist control” that provides (assist) deceleration according to the traveling state of the vehicle such as the traveling environment of the vehicle and the driving operation of the driver. It is comprised so that it can improve.
  • the deceleration assist control specifically includes control for stopping fuel injection to the engine 2 during driving and stopping the engine, and prohibiting upshifting of the gear stage of the automatic transmission mechanism 6. Control for performing a forced downshift, and so on.
  • upshift prohibited means control that maintains the reduction ratio at that time, and “forced downshift”.
  • control means a control for continuously changing the reduction ratio in a direction in which the engine brake increases.
  • the ECU 10 of the present embodiment is also configured to perform “fuel cut control” for stopping fuel injection to the engine 2 during traveling, and to improve fuel consumption.
  • the coasting control, deceleration assist control, and fuel cut control described above are generally executed when no acceleration request is made, such as when the accelerator is off.
  • the execution conditions of each control are determined with respect to, for example, the brake operation state, the vehicle speed, the battery charge amount, the gradient, and the like.
  • the ECU 10 includes an accelerator opening sensor 21, a brake sensor 22, a shift position sensor 23, a vehicle speed sensor 24, a gradient sensor 25, a lateral acceleration sensor 26, a steering angle sensor 27, an inter-vehicle sensor 28, an infrastructure information acquisition device 29, an engine 2 and a transmission. 3 (clutch 5 and automatic transmission mechanism 6).
  • Accelerator opening sensor 21 detects the accelerator opening proportional to the amount of operation of the accelerator pedal.
  • the brake sensor 22 detects the operation amount with respect to the brake pedal and the presence or absence of the brake operation.
  • the operation amount with respect to the brake pedal is, for example, a pedal stroke of the brake pedal or a pedaling force input to the brake pedal.
  • the presence or absence of a brake operation can be detected by, for example, a switch connected to a brake pedal.
  • the shift position sensor 23 detects a shift position corresponding to the position of the shift lever.
  • the vehicle speed sensor 24 detects the traveling speed of the vehicle 1.
  • the vehicle speed sensor 24 can detect the vehicle speed based on, for example, the rotational speed of each wheel of the vehicle 1.
  • the gradient sensor 25 detects the gradient of the road on which the vehicle 1 travels.
  • the gradient sensor 25 can detect or estimate the gradient of the road surface based on, for example, the inclination of the vehicle 1 in the front-rear direction.
  • the lateral acceleration sensor 26 detects lateral acceleration (lateral G) acting on the vehicle 1.
  • the steering angle sensor 27 detects the steering angle of the steering wheel operated by the driver.
  • the steering angle sensor 27 is attached to a steering shaft, for example.
  • the inter-vehicle sensor 28 detects an inter-vehicle distance from another vehicle traveling in front of the vehicle 1 using, for example, millimeter wave radar or ultrasonic waves.
  • the infrastructure information acquisition device 29 acquires infrastructure information (ambient information) around the vehicle 1 that can be acquired by cooperating with the infrastructure.
  • the infrastructure information acquisition device 29 is, for example, a device that transmits / receives various information to / from the road-to-vehicle communication device of the vehicle 1 from a transmission / reception device such as an optical beacon installed on the roadside, a GPS device, a navigation device, a vehicle-to-vehicle communication device, VICS (Vehicle Information and Communication System: Road traffic information communication system) Consists of various devices such as devices that receive information from the center.
  • a transmission / reception device such as an optical beacon installed on the roadside, a GPS device, a navigation device, a vehicle-to-vehicle communication device, VICS (Vehicle Information and Communication System: Road traffic information communication system) Consists of various devices such as devices that receive information from the center.
  • VICS Vehicle Information and Communication System: Road traffic information communication system
  • the infrastructure information acquisition device 29 acquires, as infrastructure information, for example, road information of a road on which the vehicle 1 travels, signal information related to a traffic light ahead of the vehicle 1 in the traveling direction, and the like.
  • the road information typically includes speed limit information on a road on which the vehicle 1 is traveling, stop line position information on an intersection, and the like.
  • the signal information typically includes signal cycle information such as the lighting cycle of the traffic light, the yellow signal, and the red signal, and signal change timing.
  • the infrastructure information acquisition device 29 can acquire information such as the vehicle speed of other vehicles around the vehicle 1.
  • ECU 10 acquires information related to the driving state of the vehicle 1 (the driving environment and the driving operation of the driver) based on the input information from the vehicle, and based on these information, the inertia driving control, deceleration assist control described above, or One of the fuel cut controls is selected and executed.
  • the ECU 10 includes a gradient requirement determination unit 11, a turning requirement determination unit 12, a steering requirement determination unit 13, an accelerator requirement determination unit 14, a stop position requirement determination unit 15, and an inter-vehicle requirement determination unit.
  • the deceleration means arbitration unit 17 the fuel injection control unit 18, the clutch control unit 19, and the shift control unit 20 are configured to realize each function.
  • the gradient requirement determination unit 11 performs inertial traveling control based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the gradient (gradient information) of the road on which the vehicle is detected detected by the gradient sensor 25. , One of the deceleration assist control and the fuel cut control is selected.
  • the gradient requirement determination unit 11 includes a determination map MP1 illustrated in FIG. 2 for selecting this control method.
  • a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with vehicle speed and gradient information.
  • the determination map MP1 in FIG. 2 shows the vehicle speed on the horizontal axis and the gradient on the vertical axis.
  • the positive area on the vertical axis represents the uphill slope
  • the negative area (downward in FIG. 2) represents the downhill slope.
  • the vertical axis value is 0, it represents a flat road. It represents a steep upslope (as it progresses upward in FIG. 2), and it represents a steep downslope as it is negative and its absolute value is large (going downward in FIG. 2). .
  • two boundary lines L 11 and L 12 are provided in a region where the vertical axis (gradient) is negative, that is, a region having a downward slope.
  • Boundary L 11 is the vertical axis than the boundary line L 12 (gradient) is arranged at a position (in FIG. 2 below) greater in the negative direction. Then, when plotted on the determination map MP1 based on the current vehicle speed and the gradient information, if the plot position is below the boundary line L 11 is selected deceleration assist control, border L 11 and border L 12 fuel cut (F / C) control when there between are selected, is configured to coasting control is selected if located above the boundary line L 12 and.
  • dashed control line L 13 shown in determination map MP1 at each vehicle speed, in the case of executing the coasting control, constant speed running line representing the slope the vehicle speed of the vehicle 1 becomes constant.
  • dashed control line L 14 at each vehicle speed, when the fuel-cut control is executed, a constant speed running line representing the slope the vehicle speed of the vehicle 1 becomes constant.
  • the slope is arranged in a negative region, that is, a downward slope region, and on the constant speed running lines L 13 and L 14 , the vehicle 1 receives in the downward direction. Since gravity is in balance with the air resistance and rolling resistance received by the vehicle 1 during traveling and the acceleration is zero, the vehicle speed is constant during inertial traveling control or fuel cut control.
  • the constant speed running lines L 13 and L 14 have a tendency that the gradient of the vertical axis increases in the negative direction as the vehicle speed of the horizontal axis increases, that is, the downward gradient becomes steeper. Further, since the fuel cut control is large deceleration affected engine braking than the coasting control, towards the constant speed running line L 14 of the fuel cut control, compared to the constant speed running line L 13 coasting control The position is large in the negative direction. That is, at the same vehicle speed, the downward gradient that is constant when the fuel cut control is performed is steeper than the downward gradient that is constant when the inertial traveling control is performed.
  • the boundary line L 11 to isolate the deceleration assist control and the fuel cut control is arranged from a constant speed travel line L 14 of the fuel-cut control under (steep side). That is, in this embodiment, when the fuel cut control is performed, the fuel cut control is selected until the gradient in which the acceleration of the predetermined value or more is generated in the downward direction. On the other hand, when the gradient becomes steeper as the acceleration of the predetermined value or more is generated. The deceleration assist control with a large deceleration is selected, and the acceleration of the vehicle 1 is suppressed to make it difficult to give the driver a fear.
  • the boundary line L 12 to isolate the fuel cut control and the coasting control is provided slightly below a certain speed running line L 13 coasting control. That is, in this embodiment, the inertial traveling control is selected in a range (gradual acceleration region, shaded portion in FIG. 2) up to a gradient that gradually accelerates when inertial traveling control is performed. Furthermore, as shown in FIG. 2, moderate acceleration region where the coasting control is selected, Yuki decreases as the horizontal axis in FIG. 2 (vehicle speed) is advanced from the low-speed side to the high-speed side, the boundary line L 12 is constant It is configured to asymptotic to the speed traveling line L 13.
  • the allowable range of acceleration for selecting inertial traveling control is increased as the vehicle speed is low, and the allowable value of acceleration for selecting inertial traveling control is decreased as the vehicle speed is increased.
  • Setting the slow acceleration area in this way increases the driver's fear of acceleration as the vehicle speed increases, so as the vehicle speed increases, the acceleration to switch from inertial running control to fuel cut control is reduced and the vehicle is traveling down This is to suppress the driver's fear and anxiety caused by acceleration of the vehicle.
  • the upper further provided borders L 15 More constant speed running line L 13 coasting control, configured not to perform the coasting control above this boundary line L 15.
  • the boundary line L 15 has a vertical axis gradient that increases in the negative direction as the vehicle speed on the horizontal axis increases, so that the inertial running control can be limited. That is, the downward gradient that permits the execution of inertial running control tends to be steep. This is because if inertial running control is performed at a high load, the frequency of re-acceleration increases in order to adjust the vehicle speed, and the driver feels busy, so the occurrence of such a busy feeling is suppressed. . Fuel cut control is selected above the boundary line L 15.
  • the gradient requirement determination unit 11 uses the gradient information of the travel destination before the vehicle 1 enters the gradient.
  • the control method may be selected based on the determination map MP1.
  • the gradient requirement determination unit 11 selects the control method using the determination map MP1 in this way, the gradient requirement determination unit 11 outputs a determination signal corresponding to the selected control method.
  • the determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.
  • the turning requirement determination unit 12 performs inertial traveling control, deceleration assist control, or fuel cut control based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and corner information regarding the corner where the vehicle 1 travels. Select one of the control methods. Specifically, the corner information is a lateral acceleration (lateral G) acting on the vehicle 1 detected by the lateral acceleration sensor 26.
  • lateral G lateral acceleration
  • the turning requirement determination unit 12 includes a determination map MP2 illustrated in FIG. 3 in order to select this control method.
  • a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the lateral G (corner information).
  • the determination map MP2 in FIG. 3 shows the vehicle speed on the horizontal axis and the horizontal G on the vertical axis. As the value of the vertical axis increases (in the upward direction in FIG. 3), the lateral G acting on the traveling vehicle 1 increases, and the corner turning radius (corner R) where the vehicle 1 is currently traveling decreases. This means that the curve is steep.
  • boundary line L 21 and L 22 are provided.
  • the boundary line L 21 is arranged at a position (upward in FIG. 3) having a larger vertical axis (horizontal G) than the boundary line L 22 . Then, when plotted on the determination map MP2 based on the current vehicle speed and lateral G, if the plot position is above the boundary line L 21 is selected deceleration assist control, borderline L 21 and border L 22 fuel cut (F / C) control when there between are selected, is configured to coasting control is selected if there from the lower boundary line L 22 and.
  • the boundary line L 21 that separates the deceleration assist control and the fuel cut control is, for example, an upper limit value (for example, 0.5 G) of the lateral G that does not give the driver a sense of incongruity when the fuel cut control is performed during cornering. Is set according to the vehicle speed, and this upper limit value is connected.
  • the lateral G is larger than the boundary line L 21 is the upper limit value, by selecting the greater deceleration assist control deceleration as compared with the fuel cut control, the fear and discomfort during cornering the driver It is configured to make it difficult to give.
  • the boundary line L 22 that separates the fuel cut control and the inertia traveling control is, for example, an upper limit value of the lateral G in a range that does not give the driver a sense of incongruity even when inertia traveling control with small deceleration is performed during corner traveling (for example, 0). .2G) is set according to the vehicle speed, and this upper limit value is connected.
  • the border L 22 smaller than gentle corner is the upper limit by selecting the coasting control, and is configured to be able to improve fuel consumption.
  • boundary lines L 21 and L 22 gradually decrease the value on the vertical axis (horizontal G) as the horizontal axis (vehicle speed) increases in order to improve turning stability at high vehicle speeds.
  • the boundary lines L 21 and L 22 may have a constant value on the vertical axis (horizontal G) regardless of the vehicle speed.
  • the turning requirement determination unit 12 can acquire information about a corner where the vehicle 1 is traveling, for example, using the infrastructure information acquisition device 29, specifically, corner R (corner turning radius), It is also possible to adopt a configuration in which a corner R that can determine corner information more quickly and with higher accuracy than the horizontal G is used instead of the horizontal G to select a control method.
  • the turning requirement determination unit 12 uses a determination map MP2 ′ illustrated in FIG. 4 to select a control method.
  • a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the corner R.
  • Figure determination map MP2 ' is 4, based on (1), determination map MP2 and substantially similar concerning the lateral G in FIG. 3, so that it is possible to select the control method, two boundary lines L 23, it is obtained by setting the L 24. Then, when plotted on the determination map MP2 'based on the current vehicle speed and corner R, if the plot position is below the boundary line L 23 is selected deceleration assist control, the boundary line L 23 and the boundary line L If there between 24 are selected fuel cut (F / C) control is configured to coasting control is selected if located above the boundary line L 24.
  • the boundary line L 23 that separates the deceleration assist control and the fuel cut control is a range that does not give the driver a sense of incongruity when the fuel cut control is performed during cornering, like the boundary line L 21 in FIG.
  • the value of the corner R that becomes the upper limit value (for example, 0.5 G) of the horizontal G is set according to the vehicle speed and is connected.
  • the boundary line L 23 tends to increase the corner R as the vehicle speed increases on the horizontal axis.
  • the value of the corner R that becomes the upper limit value (for example, 0.2 G) of the lateral G of the range not to be given is set according to the vehicle speed and is connected.
  • the boundary line L 24 also has a tendency for the corner R to increase as the vehicle speed on the horizontal axis increases.
  • the corner information of the travel destination is determined before the turning requirement determination unit 12 enters the corner.
  • the control method may be selected using the determination map MP2 or the determination map MP2 ′ based on the above.
  • the turning requirement determination unit 12 selects the control method using the determination map MP2 or the determination map MP2 ′ as described above, the turning requirement determination unit 12 outputs a determination signal corresponding to the selected control method.
  • the determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.
  • the steering requirement determination unit 13 performs inertial traveling control, deceleration assist control, or fuel cut based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the steering angle information detected by the steering angle sensor 27. Select one of the control methods.
  • the steering requirement determination unit 13 includes a determination map MP3-1 illustrated in FIG. 5 in order to select this control method.
  • a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the steering angle.
  • ⁇ represents the steering angle
  • n represents the steering gear ratio
  • V x represents the vehicle speed
  • kh represents the stability factor
  • L represents the vehicle wheel base
  • G y represents the lateral G.
  • the determination map MP3-1 in FIG. 5 is based on the equation (2), and two boundary lines L 31 are selected so that the control method can be selected in substantially the same manner as the determination map MP2 regarding the lateral G in FIG. , L 32 is set. Then, when plotted on the determination map MP3-1 based on the current vehicle speed the steering angle, the deceleration assist control is selected when the plot position is above the boundary line L 31, the boundary line L 31 and border If there between L 32 is selected fuel cut (F / C) control is configured to coasting control is selected if there from the lower boundary line L 32.
  • the boundary line L 31 that separates the deceleration assist control and the fuel cut control is a range that does not give the driver a sense of incongruity when the fuel cut control is performed during cornering, as with the boundary line L 21 in FIG.
  • a steering angle value for traveling a corner at an upper limit value (for example, 0.5 G) is set according to the vehicle speed and connected.
  • the boundary line L 31 occurs in response to an increase in the vehicle speed on the horizontal axis, the steering angle tends to decrease asymptotically.
  • the boundary line L 32 that separates the fuel cut control and the inertia traveling control makes the driver feel uncomfortable even when the inertia traveling control with a small deceleration is performed during corner traveling, similarly to the boundary line L 22 in FIG.
  • a steering angle value for driving a corner at an upper limit value (for example, 0.2 G) of the lateral G in a range not to be given is set according to the vehicle speed and connected.
  • the boundary line L 32 is also in response to an increase in the vehicle speed on the horizontal axis, the steering angle tends to decrease asymptotically.
  • inertial running control is performed at a gentle corner with a small steering angle
  • deceleration assist control is performed at a sharp corner with a large steering angle
  • fuel is used at an intermediate corner. Cut control can be selected.
  • the steering requirement determination unit 13 is shown in FIG. 6 in order to further determine whether or not the inertial traveling control can be performed when the inertial traveling control is selected by the determination map MP3-1 in FIG. A determination map MP3-2 is provided.
  • the horizontal axis indicates the steering angle
  • the vertical axis indicates the steering angular velocity.
  • the steering angular velocity is calculated based on the steering angle information detected by the steering angle sensor 27.
  • boundary L 33 is provided. Then, when plotted on the determination map MP3-2 based on the steering angular velocity and the current steering angle, the application of the coasting control is permitted when the plot position is below the boundary line L 33, whereas, the plot position when in the above the boundary line L 33 is such that the application of the coasting control is not permitted (such as a coasting unapplied) is constructed.
  • the boundary line L 33 for applicability of inertial traveling control tends to monotonically decrease the steering angular velocity as the steering angle increases.
  • the lower the steering angle the higher the upper limit of the steering angular speed at which the application of inertial traveling control can be permitted, and the higher the steering angle, the smaller the upper limit of the steering angular speed at which the application of inertial traveling control can be permitted. .
  • This is because it is necessary to further improve the turning stability as the sudden steering operation with a larger operation amount (steering angle) is performed, so that the inertial running control is further suppressed. If the application of inertial running control is not permitted by the determination map MP3-2, fuel cut control can be selected instead.
  • the steering requirement determination unit 13 When the steering requirement determination unit 13 selects the control method using the determination map MP3-1 and the determination map MP3-2 as described above, the steering requirement determination unit 13 outputs a determination signal corresponding to the selected control method.
  • the determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.
  • the accelerator requirement determination unit 14 Based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the accelerator operation information detected by the accelerator opening sensor 21, the accelerator requirement determination unit 14 performs inertial running control, deceleration assist control, or fuel. Select one of the cutting control methods.
  • the accelerator operation information is specifically an accelerator return speed indicating a speed at which the accelerator pedal is returned, and is calculated based on the accelerator opening detected by the accelerator opening sensor 21.
  • the accelerator requirement determination unit 14 includes a determination map MP4 illustrated in FIG. 7 for selection of this control method.
  • a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the accelerator return speed (accelerator operation information).
  • the horizontal axis indicates the vehicle speed
  • the vertical axis indicates the accelerator return speed.
  • the boundary line L 41 is arranged at a position (upward in FIG. 7) having a larger vertical axis (accelerator return speed) than the boundary line L 42 . Then, when plotted on the determination map MP4 based on the current vehicle speed and the accelerator return speed, deceleration assist control is selected when the plot position is above the boundary line L 41, the boundary line L 41 and the boundary line L If located between the 42 is selected fuel cut (F / C) control is configured to coasting control is selected if there from the lower boundary line L 42.
  • fuel cut (F / C) control is configured to coasting control is selected if there from the lower boundary line L 42.
  • the boundary line L 41 that separates the deceleration assist control and the fuel cut control is a deceleration having a large deceleration compared to the fuel cut control when the accelerator return speed is extremely high and the accelerator pedal is suddenly returned by the driver. It is set so that the acceleration can be quickly reduced by selecting the assist control.
  • the boundary line L 41 increases as the vehicle speed on the horizontal axis increases so that the value of the accelerator return speed that switches to the deceleration assist control increases as the vehicle speed increases because the deceleration received by the aerodynamic force increases as the vehicle speed increases.
  • the accelerator return speed on the vertical axis also tends to increase.
  • the boundary line L 42 that separates the fuel cut control and the inertial traveling control is smaller than the fuel cut control in a situation where the accelerator return speed is extremely low and it is unlikely that the driver's accelerator operation includes the intention of deceleration. It is set so that fuel efficiency can be improved by selecting coasting control with a low speed. Boundary L 42, since the normal running deceleration frequency the lower the vehicle speed is often limits the scope of coasting, since the aerodynamic by deceleration the higher the vehicle speed is increased, so to expand the scope of coasting loosen the threshold Be placed.
  • the boundary line L 42 has a horizontal axis so that the range of the accelerator return speed for selecting the inertial travel control increases as the vehicle speed increases because sufficient deceleration can be obtained by aerodynamics even when the vehicle speed is high. As the vehicle speed increases, the accelerator return speed on the vertical axis also tends to increase.
  • deceleration assist control can be selected, and fuel cut control can be selected for deceleration intention in the middle.
  • Accelerator requirement determination unit 14 outputs a determination signal corresponding to the selected control method when the control method is selected using determination map MP4.
  • the determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.
  • the stop position requirement determination unit 15 is one of inertial travel control, deceleration assist control, or fuel cut control based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the stop position information of the travel destination. Select the control method.
  • the stop position information is specifically the distance to an object (stop position) that stops the vehicle 1 such as a temporary stop line, a signal, a railroad crossing, a toll booth, a destination, etc. It is calculated based on the infrastructure information acquired by the information acquisition device 29.
  • the stop position requirement determination unit 15 includes a determination map MP5 illustrated in FIG. 8 for selection of this control method.
  • a control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the vehicle speed and the distance (L1) to the stop position.
  • the horizontal axis indicates the vehicle speed
  • the vertical axis indicates the distance (L1) to the stop position.
  • two boundary lines L 51 and L 52 are provided. Boundary L 51 is arranged ordinate boundary line L 52 is smaller position (distance L1 to the stop position) (FIG. 8 below). Then, when plotted on the determination map MP5 based on the distance between the current vehicle speed to the stop position (L1), the deceleration assist control is selected when the plot position is below the boundary line L 51, the boundary line L If there between 51 and border L 52 is selected fuel cut (F / C) control is configured to coasting control is selected if located above the boundary line L 52.
  • the boundary line L 51 that separates the deceleration assist control and the fuel cut control indicates the F / C travelable distance L fc1 that indicates the distance that the vehicle 1 can travel (until it stops) when the fuel cut control is performed. It is set at the vehicle speed and connected.
  • the F / C travelable distance L fc1 can be expressed by the following equation (3).
  • V x represents the current vehicle speed of the vehicle 1
  • G fc represents the deceleration (F / C deceleration) of the vehicle 1 during the fuel cut control.
  • the F / C deceleration G fc changes according to the vehicle speed. For example, as shown in FIG. 9, the F / C deceleration G fc tends to increase in the negative direction as the vehicle speed increases, that is, the deceleration tends to increase.
  • Such boundary line L 51 is the distance L1 to the stop position, is shorter than the F / C DTE L fc1, select the larger deceleration assist control deceleration as compared with the fuel cut control, It is set so that acceleration can be reduced quickly. Further, the boundary line L 51 increases the vehicle speed on the horizontal axis so that the value of the distance L1 for switching to the deceleration assist control increases as the vehicle speed increases because the deceleration received by the aerodynamic force increases as the vehicle speed increases. Along with this, the distance L1 on the vertical axis also tends to increase.
  • control line L n1 indicated by a broken line in FIG. 8 indicates the coasting travelable distance L n1 indicating the distance that the vehicle 1 can travel (until it stops) when coasting control is performed at each vehicle speed. It is.
  • the coasting travelable distance L n1 can be expressed by the following equation (4).
  • G n represents the deceleration (coast deceleration) of the vehicle 1 during the coasting control.
  • the coasting deceleration G n changes according to the vehicle speed. For example, as shown in FIG. 9, the coasting deceleration G n increases in the negative direction as the vehicle speed increases. Tend to increase. Further, the coasting deceleration Gn tends to be smaller than the F / C deceleration Gfc over the entire vehicle speed.
  • the boundary line L 52 that separates the fuel cut control and the coasting control can be expressed by the following formula (5) as a coasting allowed distance margin L o1 subtracted from the coasting travelable distance L n1 of the formula (4). it can.
  • L 52 L n1 -L o1 (5)
  • the coasting permission distance margin L o1 is a parameter for increasing the ratio of selecting coasting control in the determination map MP5 of FIG. 8 and is changed according to the size of the distance L1 to the stop position. Can do. More specifically, as shown in FIG. 10, the coasting permission distance margin L o1 is set to be smaller as the distance L1 to the stop position is smaller and larger as the distance L1 is larger. This is because, when the stop position is far, even if the vehicle speed is high, the necessity for deceleration is still low, so it is easy to select inertial traveling control with low deceleration to improve fuel efficiency.
  • the coasting allowance distance margin L o1 is L n1 so that the boundary line L 52 that separates the fuel cut control and the inertia traveling control is always disposed above the boundary line L 51 that separates the deceleration assist control and the fuel cut control.
  • -L fc1 is the upper limit.
  • Such a boundary line L 52 has a low necessity for deceleration when the distance L1 to the stop position is longer than the distance (L n1 -L o1 ) shown in the above equation (5).
  • the inertial running control having a smaller deceleration than that of the vehicle is selected so that the fuel consumption can be improved.
  • the boundary line L 52 has a vertical axis as the vehicle speed on the horizontal axis increases so that the distance L1 at which inertial traveling control can be selected decreases (closes) as the vehicle speed decreases, and increases (distant) as the vehicle speed increases.
  • the distance L1 also tends to increase.
  • the inertial running is performed.
  • deceleration assist control can be selected, and fuel cut control can be selected at an intermediate distance.
  • FIG. 11 shows the travel distance of the vehicle 1 on the horizontal axis and the distance to the stop position as L1.
  • the vertical axis represents the vehicle speed of the vehicle 1.
  • the vehicle 1 is controlled during the period until the vehicle 1 stops at the stop position. This represents the relationship between the vehicle speed and the travel distance at that time.
  • coasting control with low deceleration is performed in a situation where the distance to the stop position is long, and the distance to the stop position is predetermined.
  • Fuel cut control is executed after approaching the value, and the vehicle has reached the stop position without consuming fuel.
  • fuel consumption can be suppressed by this embodiment.
  • the stop position requirement determination unit 15 selects the control method using the determination map MP5 as described above, the stop position requirement determination unit 15 outputs a determination signal corresponding to the selected control method.
  • the determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.
  • the inter-vehicle requirement determining unit 16 Based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the inter-vehicle distance information with the preceding vehicle, the inter-vehicle requirement determining unit 16 performs any of inertial running control, deceleration assist control, or fuel cut control. Select a control method.
  • the inter-vehicle requirement determining unit 16 includes a determination map MP6 illustrated in FIG. 12 for selecting this control method.
  • the control method to be selected from inertial running control, deceleration assist control, or fuel cut control is set in association with the distance (L2) between the vehicle speed and the preceding vehicle (front vehicle). Has been.
  • the horizontal axis indicates the vehicle speed
  • the vertical axis indicates the distance (L2) from the front vehicle.
  • two boundary lines L 61 and L 62 are provided.
  • Boundary L 61 is arranged ordinate boundary line L 62 is smaller position (distance L2 between the preceding vehicle) (in FIG. 12 below).
  • the deceleration assist control is selected when the plot position is below the boundary line L 61, the boundary line L If located between the 61 and the boundary line L 62 is selected fuel cut (F / C) control is configured to coasting control is selected if located above the boundary line L 62.
  • a boundary line L 61 that separates the deceleration assist control and the fuel cut control indicates a distance that must be secured before the vehicle 1 decelerates by this control and reaches the same speed as the preceding vehicle when the fuel cut control is performed.
  • / C required deceleration speed L fc2 is set at each vehicle speed and connected.
  • the required F / C deceleration distance L fc2 can be expressed by the following equation (6).
  • V 1 represents the current vehicle speed of the vehicle 1
  • V 2 represents the vehicle speed of the preceding vehicle
  • G fc represents the deceleration (F / C deceleration) of the vehicle 1 during the fuel cut control.
  • the F / C deceleration G fc changes according to the vehicle speed, and increases in the negative direction as the vehicle speed increases, that is, the deceleration tends to increase. There is.
  • Such boundary line L 61 is the distance L2 between the preceding vehicle is shorter than the F / C deceleration required distance L fc2, select the larger deceleration assist control deceleration as compared with the fuel cut control, It is set so that acceleration can be reduced quickly.
  • the boundary line L 61 since the deceleration experienced by the vehicle by aerodynamic higher the vehicle speed is increased, so that the value of the distance L2 switching to deceleration assist control as the vehicle speed increases increases, an increase in the vehicle speed on the horizontal axis Accordingly, the distance L2 on the vertical axis also tends to increase.
  • a control line L n2 indicated by a broken line in FIG. 12 indicates a distance to be secured until the vehicle 1 decelerates by this control when the inertial traveling control is performed at each vehicle speed and reaches the same speed as the preceding vehicle.
  • the coasting deceleration required distance Ln2 is shown.
  • the coasting deceleration required distance L n2 can be expressed by the following equation (7).
  • Gn represents the deceleration (coasting deceleration) of the vehicle 1 during the coasting control.
  • the coasting deceleration G n changes according to the vehicle speed, and increases in the negative direction as the vehicle speed increases, as described with reference to FIG. That is, the deceleration tends to increase. Further, the coasting deceleration Gn tends to be smaller than the F / C deceleration Gfc over the entire vehicle speed.
  • the boundary line L 62 that separates the fuel cut control and the coasting control is expressed by the following equation (8) as the coasting deceleration required distance L n2 of the equation (7) is subtracted from the coasting permitted distance margin L o2. Can do.
  • L 62 L n2 ⁇ L o2 (8)
  • the coasting permission distance margin L o2 is a parameter for increasing the rate of selecting coasting control in the determination map MP6 of FIG. 12, similarly to the coasting permission distance margin L o1 shown in FIG. It can be changed according to the size of the distance L2 with the preceding vehicle. More specifically, as shown in FIG. 13, the coasting permission distance margin L o2 is set to be smaller as the distance L2 from the preceding vehicle is smaller and larger as the distance L2 is larger. This is because, when the distance to the front vehicle is far, even if the vehicle speed is high, the necessity for deceleration is still low, so it is easy to select inertial traveling control with low deceleration to improve fuel efficiency.
  • the coasting allowance distance margin L o2 is L n2 so that the boundary line L 62 that separates the fuel cut control and the coasting control is always disposed above the boundary line L 61 that separates the deceleration assist control and the fuel cut control.
  • -L fc2 is the upper limit.
  • Such boundary line L 62 is the distance L2 between the preceding vehicle, when the (8) longer than the distance (L n2 -L o2) shown by the formula, because of the low need for deceleration fuel-cut control
  • the inertial running control having a smaller deceleration than that of the vehicle is selected so that the fuel consumption can be improved.
  • the boundary line L 62 is the vehicle speed is smaller the coasting control reduce the distance L2 as a selectable (near) and, as the vehicle speed is larger greater (distance) so as the vertical axis with an increase in the vehicle speed on the horizontal axis
  • the distance L2 also tends to increase.
  • the inertial traveling is performed.
  • deceleration assist control can be selected, and fuel cut control can be selected at an intermediate distance.
  • the “distance L2 with the preceding vehicle” used in the determination map MP6 in FIG. 12 is obtained by adding the inter-vehicle distance correction coefficient ⁇ L to the distance information Ls detected by the inter-vehicle sensor 28. Yes, it can be expressed by the following equation (9).
  • L2 Ls + ⁇ L (9)
  • the inter-vehicle distance correction coefficient ⁇ L is a parameter set based on the relative speed with the preceding vehicle. For example, as shown in FIG. 14, the inter-vehicle distance correction coefficient ⁇ L increases monotonously in the positive direction as the relative speed increases in the positive direction (the vehicle ahead is faster than the vehicle 1 and the distance from the front vehicle tends to be far). When the relative speed is 0, it is 0, and as the relative speed increases in the negative direction (the vehicle ahead is slower than the vehicle 1 and the distance from the front vehicle tends to be closer), it increases monotonously in the negative direction. Can be set.
  • the relative speed with the preceding vehicle is calculated based on, for example, the vehicle speed information of the preceding vehicle acquired by the infrastructure information acquisition device 29, the vehicle speed information of the vehicle 1 detected by the vehicle speed sensor 24, and the like.
  • the determination criterion for selecting the inertia traveling control in the determination map MP6 is adjusted according to the relative speed with the preceding vehicle. can do. For example, even when the actual distance information Ls detected by the inter-vehicle sensor 28 is the same, if the relative speed with the front vehicle is large in the positive direction, Since the distance L2 increases, inertial traveling control is easily selected. On the other hand, when the relative speed with the front vehicle is large in the negative direction, the distance L2 with the front vehicle calculated by the equation (9) decreases, so that it is difficult to select inertial traveling control.
  • the inter-vehicle requirement determination unit 16 When the control method is selected using the determination map MP6 in this manner, the inter-vehicle requirement determination unit 16 outputs a determination signal corresponding to the selected control method.
  • the determination signal is “ID1” when inertial running control is selected, “ID2” when fuel cut control is selected, and “ID3” when deceleration assist control is selected.
  • the deceleration means arbitration unit 17 is based on determination signals from the gradient requirement determination unit 11, the turning requirement determination unit 12, the steering requirement determination unit 13, the accelerator requirement determination unit 14, the stop position requirement determination unit 15, and the inter-vehicle requirement determination unit 16.
  • a control method to be executed is determined from among the three control methods (inertial travel control, fuel cut control, and deceleration assist control). More specifically, the deceleration means arbitration unit 17 is input from the gradient requirement determination unit 11, the turning requirement determination unit 12, the steering requirement determination unit 13, the accelerator requirement determination unit 14, the stop position requirement determination unit 15, and the inter-vehicle requirement determination unit 16.
  • the contents of the determination signals are compared, and if all the determination signals are “ID1”, it is decided to execute inertial running control, and if all the determination signals are “ID3”, the deceleration assist is determined. It is determined to execute the control, and in other cases (all determination signals are ID2 or the determination signals do not match), it is determined to execute the fuel cut control.
  • the fuel injection control unit 18 controls the fuel injection amount of the engine 2. In the present embodiment, control for stopping the fuel injection to the engine 2 is performed in accordance with a control command from the deceleration means arbitration unit 17.
  • the clutch control unit 19 controls the release / engagement operation of the clutch 5 of the transmission 3.
  • the clutch 5 is disengaged in response to a control command from the deceleration means arbitration unit 17.
  • the shift control unit 20 controls the shift operation of the automatic transmission mechanism 6 of the transmission 3.
  • the deceleration means arbitrating unit 17 upshift inhibition or forced downshift control of the automatic transmission mechanism 6 is performed.
  • the ECU 10 is physically an electronic circuit mainly composed of a known microcomputer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an interface, and the like.
  • the function of each part of the ECU 10 shown in FIG. 1 is to operate various devices in the vehicle 1 under the control of the CPU by loading an application program held in the ROM into the RAM and executing it by the CPU. It is realized by reading and writing data in and ROM.
  • the ECU 10 is not limited to the functions of the above-described units, and includes various other functions used as the ECU of the vehicle 1.
  • the ECU 10 includes a plurality of engines such as an engine ECU that controls the engine 2, a T / M-ECU that controls the transmission 3, and an S & S-ECU that performs inertial running (S & S (start and stop) control).
  • a configuration including an ECU may also be used.
  • At least the engine 2, the transmission 3 (particularly the clutch 5 and the automatic transmission mechanism 6), and the ECU 10 function as the vehicle control device according to the present embodiment. To do.
  • FIG. 15 is a flowchart of deceleration means arbitration control performed by the vehicle control apparatus according to the present embodiment.
  • the ECU 10 controls the vehicle from an accelerator opening sensor 21, a brake sensor 22, a shift position sensor 23, a vehicle speed sensor 24, a gradient sensor 25, a lateral acceleration sensor 26, a steering angle sensor 27, an inter-vehicle sensor 28, an infrastructure information acquisition device 29, and the like.
  • S101 various pieces of information related to the driving state and the surrounding environment of 1 are acquired (S101)
  • S102 acquired information
  • the conditions for inertial running include, for example, that the current shift position of the vehicle 1 is in the D (drive) range, an accelerator off state in which no accelerator operation is performed, and a brake off in which no brake operation is performed. It is a state.
  • the inertia running condition is satisfied, the process proceeds to step S103. If the inertia running condition is not satisfied, the process returns to step S101.
  • the gradient requirement determining unit 11 subsequently performs control method selection determination based on the gradient requirement (S103). As described above, the gradient requirement determining unit 11 uses the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the gradient (gradient information) of the road on which the vehicle 1 is traveling detected by the gradient sensor 25. Based on the determination map MP1 of FIG. 2, one of the control methods of inertial traveling control, deceleration assist control, or fuel cut control is selected, and a determination signal (inertial traveling control ⁇ “ID1”, fuel cut control ⁇ “ID2”, deceleration assist control ⁇ “ID3”) is transmitted to the deceleration means arbitration unit 17.
  • the turning requirement determination unit 12 performs control method selection determination based on the turning requirement (S104). As described above, the turning requirement determination unit 12 detects the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the lateral acceleration (lateral G) acting on the vehicle 1 detected by the lateral acceleration sensor 26. 3 is selected using inertial running control, deceleration assist control, or fuel cut control using the determination map MP2 of FIG. 3, and the determination signal corresponding to the selected control method is decelerated by the deceleration means. To the unit 17.
  • the steering requirement determination unit 13 performs control method selection determination based on the steering requirement (S105). As described above, the steering requirement determination unit 13 determines the determination map shown in FIGS. 5 and 6 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the steering angle information detected by the steering angle sensor 27. Using MP3-1 and MP3-2, a control method of inertial running control, deceleration assist control, or fuel cut control is selected, and a determination signal corresponding to the selected control method is sent to the deceleration means arbitration unit 17 Send.
  • the accelerator requirement determining unit 14 determines whether to select a control method based on the accelerator requirement (S106). As described above, the accelerator requirement determining unit 14 determines the determination map MP4 in FIG. 7 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the accelerator return speed detected by the accelerator opening sensor 21. Is used to select any one of inertial running control, deceleration assist control, or fuel cut control, and a determination signal corresponding to the selected control method is transmitted to the deceleration means arbitration unit 17.
  • the stop position requirement determination unit 15 performs control method selection determination based on the stop position requirement (S107). As described above, the stop position requirement determination unit 15 uses the determination map MP5 of FIG. 8 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the stop position information of the travel destination, and the inertia. A control method of travel control, deceleration assist control, or fuel cut control is selected, and a determination signal corresponding to the selected control method is transmitted to the deceleration means arbitration unit 17.
  • the selection method of the control method is determined by the inter-vehicle requirement determining unit 16 based on the inter-vehicle requirement (S108).
  • the inter-vehicle requirement determining unit 16 uses the determination map MP6 of FIG. 12 based on the current vehicle speed of the vehicle 1 detected by the vehicle speed sensor 24 and the inter-vehicle information with the preceding vehicle, and performs inertia traveling.
  • a control method of any one of control, deceleration assist control, or fuel cut control is selected, and a determination signal corresponding to the selected control method is transmitted to the deceleration means arbitrating unit 17.
  • the determination signals are “ID1” (S109).
  • step S109 if all the determination signals are not “ID1”, it is subsequently confirmed whether or not all the determination signals are “ID3” (S111). When all the determination signals are “ID3”, it is determined that all the determination units have selected the deceleration assist control, and therefore execution of the deceleration assist control is determined. Then, the shift control unit 20 executes deceleration assist control for prohibiting upshifting or forced downshifting of the automatic transmission mechanism 6 (S112).
  • step S111 If all the determination signals are not “ID3” in step S111, the fuel cut control is performed because all the determination units have selected the fuel cut control or the selection results of the determination units are inconsistent. Execution is determined. Then, the fuel injection control unit 18 performs fuel cut control for cutting the fuel injection of the engine 2 (S113).
  • the processes of the determination units in steps S103 to S108 may be appropriately changed in order, or only a part of them may be performed.
  • the deceleration means arbitration unit 17 performs the determination process of steps S109 and S111 using only the determination signal from the determination unit that has performed the process.
  • the vehicle control apparatus has no acceleration / deceleration request for the vehicle 1 during traveling, and power is transmitted between the engine 2 and the drive wheels 4 by the engagement of the clutch 5.
  • the current vehicle speed and driving environment information of the vehicle 1 (specifically, including gradient information, corner information, steering angle information, accelerator operation information, stop position information of the travel destination, and inter-vehicle information with the preceding vehicle)
  • Fuel cut control for stopping fuel injection to the engine 2 (2) Deceleration for stopping fuel injection to the engine 2 and prohibiting or downshifting the automatic transmission mechanism 6 Assist control, or (3)
  • Inertia travel control in which inertial travel is performed to disengage the clutch 5 to cut off the power transmission between the engine 2 and the drive wheels 4 and travel the vehicle 1 by inertia.
  • the in be implemented by selecting one.
  • any one of inertial traveling control that can improve fuel consumption, deceleration assist control that can improve drivability, and conventional fuel cut control Can be selected and executed as appropriate.
  • coasting control with low deceleration is performed when the driver's intention to decelerate is strong
  • deceleration assist control with high deceleration is performed when the driver's intention to decelerate is weak.
  • each functional block of the ECU 10 shown in FIG. 1 is merely illustrated for convenience of explanation, and may have other configurations as long as the same function can be realized.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Cet appareil de commande de véhicule peut exécuter sélectivement une commande parmi une commande d'interruption de carburant dans laquelle, lorsqu'il n'y a pas de demande d'accélération/ralentissement faire à un véhicule (1) quand le véhicule roule et dans un état dans lequel la puissance motrice est transmise entre un moteur (2) et une roue motrice (4) par la mise en prise d'un embrayage (5), l'injection de carburant dans le moteur (2) s'arrête sur la base de la vitesse de véhicule en cours du véhicule (1) et d'informations d'environnement de fonctionnement, une commande d'aide au ralentissement dans laquelle une montée de vitesse d'un mécanisme de transmission automatique (6) est interdite ou une rétrogradation est effectuée pendant que l'injection de carburant dans le moteur (2) est arrêtée, ou une commande de déplacement en roue libre exécutant un déplacement par inertie dans lequel le véhicule (1) est amené à se déplacer par inertie par la désolidarisation de l'embrayage (5) de sorte que la transmission de puissance motrice entre le moteur (2) et la roue motrice (4) s'arrête. Ainsi, une gêne que ressent le conducteur pendant le déplacement du véhicule peut être supprimée et le rendement du carburant peut être amélioré.
PCT/JP2011/072290 2011-09-28 2011-09-28 Appareil de commande de véhicule WO2013046381A1 (fr)

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DE102015109011A1 (de) 2014-06-09 2015-12-10 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung für ein Fahrzeug und Steuerverfahren für ein Fahrzeug
JP2016531045A (ja) * 2013-09-11 2016-10-06 ジャガー ランド ローバー リミテッドＪａｇｕａｒ Ｌａｎｄ Ｒｏｖｅｒ Ｌｉｍｉｔｅｄ ビークルコントローラ及び方法
WO2017006743A1 (fr) * 2015-07-03 2017-01-12 日立オートモティブシステムズ株式会社 Appareil de commande pour véhicule
JPWO2015045496A1 (ja) * 2013-09-26 2017-03-09 日立オートモティブシステムズ株式会社 車両制御装置
WO2017149948A1 (fr) * 2016-02-29 2017-09-08 日立オートモティブシステムズ株式会社 Dispositif de commande de véhicule
JP2017198173A (ja) * 2016-04-28 2017-11-02 トヨタ自動車株式会社 車両制御装置
CN110304060A (zh) * 2018-03-20 2019-10-08 本田技研工业株式会社 车辆控制装置以及车辆控制方法
JP2019202781A (ja) * 2019-08-19 2019-11-28 株式会社デンソー 車両制御装置
CN112776806A (zh) * 2019-10-23 2021-05-11 现代自动车株式会社 车辆及其控制方法

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JP2016531045A (ja) * 2013-09-11 2016-10-06 ジャガー ランド ローバー リミテッドＪａｇｕａｒ Ｌａｎｄ Ｒｏｖｅｒ Ｌｉｍｉｔｅｄ ビークルコントローラ及び方法
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DE102015109011A1 (de) 2014-06-09 2015-12-10 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung für ein Fahrzeug und Steuerverfahren für ein Fahrzeug
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JP2017198173A (ja) * 2016-04-28 2017-11-02 トヨタ自動車株式会社 車両制御装置
CN110304060A (zh) * 2018-03-20 2019-10-08 本田技研工业株式会社 车辆控制装置以及车辆控制方法
JP2019202781A (ja) * 2019-08-19 2019-11-28 株式会社デンソー 車両制御装置
CN112776806A (zh) * 2019-10-23 2021-05-11 现代自动车株式会社 车辆及其控制方法
CN112776806B (zh) * 2019-10-23 2024-04-19 现代自动车株式会社 车辆及其控制方法

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