JP2018165530A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a vehicle capable of suppressing a driver from feeling uncomfortable at the end of coasting control. An ECU is capable of executing coasting control in which a clutch provided between an engine and a drive wheel is released during coasting of the vehicle to cause coasting, and during execution of coasting control, a brake pedal, When the accelerator pedal or the steering wheel is operated and the coasting control is ended, the engagement speed of the clutch is adjusted according to the operation mode on the brake pedal, the accelerator pedal, or the steering wheel. [Selection diagram]

Description

  The present invention relates to a vehicle control device.

  2. Description of the Related Art Conventionally, a vehicle control device that controls a vehicle including an engine that is a driving force source for traveling is known (for example, see Patent Document 1).

  The vehicle control apparatus described in Patent Document 1 is configured to be capable of executing coasting control that releases a clutch provided between an engine and a drive wheel during coasting to allow coasting (free run). . Specifically, when coasting control is started while the vehicle is running, the clutch is released and the engine is automatically stopped. Thereafter, when coasting control is terminated, the clutch is engaged and the engine is automatically restarted. Thus, it is possible to improve fuel efficiency by performing coasting control.

Japanese Patent Laid-Open No. 2006-156498

  Here, in the conventional vehicle control apparatus, the coasting control is terminated and the engagement speed when the clutch is engaged is not considered, and there is room for improvement. For example, when the brake pedal is gently operated and coasting control is terminated, if the clutch is engaged and the engine brake is applied rapidly, the driver may feel uncomfortable.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle control device capable of suppressing the driver from feeling uncomfortable at the end of coasting control. That is.

  The vehicle control device according to the present invention is capable of executing coasting control that causes coasting by releasing a clutch provided between the engine and the drive wheel during traveling of the vehicle. Is operated and coasting control is terminated, the clutch engagement speed is adjusted in accordance with the operation mode of the operation member. The operation member includes, for example, at least one of a brake pedal, an accelerator pedal, and a steering wheel.

  By configuring in this way, by adjusting the engagement speed of the clutch according to the operation mode with respect to the operation member, it is possible to adjust the rising of the driving force from the engine brake and the engine, so that the driver feels uncomfortable. Giving can be suppressed.

  According to the vehicle control device of the present invention, it is possible to suppress the driver from feeling uncomfortable at the end of the coasting control.

It is the figure which showed schematic structure of the vehicle provided with ECU by one Embodiment of this invention. It is the block diagram which showed ECU of FIG. It is a flowchart for demonstrating operation | movement at the time of completion | finish of coasting control in the vehicle of this embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  First, with reference to FIG. 1 and FIG. 2, the vehicle 100 provided with ECU5 by one Embodiment of this invention is demonstrated.

  As shown in FIG. 1, the vehicle 100 includes an engine 1, a transmission 2, a differential device 3, drive wheels (front wheels) 4, and an ECU 5. The vehicle 100 is, for example, an FF (front engine / front drive) system, and the output of the engine 1 is transmitted to the differential device 3 via the transmission 2 and distributed to the left and right drive wheels 4. .

-Engine-
The engine (internal combustion engine) 1 is a driving force source for traveling, for example, a multi-cylinder gasoline engine. The engine 1 is configured such that its operating state can be controlled by the throttle valve opening (intake air amount), fuel injection amount, ignition timing, and the like.

-Transmission-
The transmission 2 is provided in a power transmission path between the engine 1 and the drive wheels 4 and is configured to shift the rotation of the input shaft and output it to the output shaft. In this transmission 2, the input shaft is connected to the engine 1, and the output shaft is connected to the drive wheels 4 via the differential device 3 and the like. Further, the transmission 2 is provided with a clutch 21, and the engine 1 and the drive wheel 4 are selectively connected by the clutch 21. Specifically, when the clutch 21 is engaged, the power transmission path between the engine 1 and the drive wheel 4 is connected, and when the clutch 21 is released, the engine 1 and the drive wheel 4 are connected. Is cut off.

-ECU-
The ECU 5 is configured to perform operation control of the engine 1 and shift control of the transmission 2. Specifically, as shown in FIG. 2, the ECU 5 includes a CPU 51, a ROM 52, a RAM 53, a backup RAM 54, an input interface 55, and an output interface 56. The ECU 5 is an example of the “vehicle control device” in the present invention.

  The CPU 51 executes arithmetic processing based on various control programs and maps stored in the ROM 52. The ROM 52 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The RAM 53 is a memory that temporarily stores a calculation result by the CPU 51, a detection result of each sensor, and the like. The backup RAM 54 is a non-volatile memory that stores data to be stored when the ignition is turned off.

  A crank position sensor 61, an accelerator opening sensor 62, a throttle opening sensor 63, a vehicle speed sensor 64, a brake pedal sensor 65, a steering angle sensor 66, and the like are connected to the input interface 55.

  The crank position sensor 61 is provided for calculating the rotational speed (angular speed) of the engine 1. The accelerator opening sensor 62 is provided to detect the depression amount (accelerator operation amount) of the accelerator pedal 62a. The throttle opening sensor 63 is provided for detecting the throttle opening of the throttle valve. The vehicle speed sensor 64 is provided for calculating the vehicle speed of the vehicle 100. The brake pedal sensor 65 is provided to detect the depression amount (brake operation amount) of the brake pedal 65a. The steering angle sensor 66 is provided to detect the steering angle (steering operation amount) of the steering wheel 66a. The accelerator pedal 62a, the brake pedal 65a, and the steering wheel 66a are examples of the “operation member” in the present invention.

  The output interface 56 is connected to an injector 71, an igniter 72, a throttle motor 73, a hydraulic control device 74, and the like. The injector 71 is a fuel injection valve and can adjust the fuel injection amount. The igniter 72 is provided for adjusting the ignition timing by the ignition plug. The throttle motor 73 is provided to adjust the throttle opening of the throttle valve. The hydraulic control device 74 is provided for changing the gear ratio of the transmission 2 or adjusting the torque capacity (clutch torque) of the clutch 21 to control the state (engagement and disengagement) of the clutch 21.

  The ECU 5 is configured to be able to control the operating state of the engine 1 by controlling the throttle opening, the fuel injection amount, the ignition timing, and the like based on the detection result of each sensor. Further, the ECU 5 is configured to be able to execute the shift control of the transmission 2 using the hydraulic control device 74.

  Here, in the present embodiment, the ECU 5 is configured to be capable of executing coasting control for releasing the clutch 21 and coasting (free running) during traveling of the vehicle. During this coasting control, the clutch 21 is released by the hydraulic control device 74 and the operation of the engine 1 is stopped. For this reason, it is possible to improve fuel efficiency by performing coasting control.

  Specifically, the ECU 5 releases the clutch 21 and automatically stops the engine 1 when the accelerator operation is released while the vehicle is running and coasting control is started. Then, the ECU 5 engages the clutch 21 and automatically restarts the engine 1 when the coasting control is terminated when the braking operation, the accelerator operation, or the steering operation is performed during the coasting control. In the present embodiment, at the end of the coasting control, the engagement speed of the clutch 21 is adjusted according to the operation mode with respect to the brake pedal 65a, the accelerator pedal 62a, and the steering wheel 66a. When the engagement speed of the clutch 21 is changed, the time until the engagement of the clutch 21 is completed is changed.

-End of coasting control-
Next, with reference to FIG. 3, the operation | movement at the time of completion | finish of coasting control in the vehicle 100 of this embodiment is demonstrated. Note that the following flow is repeated at predetermined time intervals. The following steps are executed by the ECU 5.

  First, in step S1 of FIG. 3, it is determined whether the coasting control is being executed. If it is determined that coasting control is being performed, the process proceeds to step S2. On the other hand, if it is determined that the coasting control is not being executed, the process returns.

  Next, in step S2, it is determined whether or not a brake operation has been performed. Whether or not the brake operation has been performed is determined based on the detection result of the brake pedal sensor 65, for example. When it is determined that the brake operation has been performed, the coasting control is terminated, so the engine 1 is restarted and the process proceeds to step S3. On the other hand, if it is determined that the brake operation is not performed, the process proceeds to step S4.

  In step S3, the engagement speed of the clutch 21 is adjusted according to the brake operation. For example, the engagement speed of the clutch 21 is increased as the operation speed (depression speed) with respect to the brake pedal 65a is increased. For this reason, when the operation speed with respect to the brake pedal 65a is high, the clutch 21 is rapidly engaged, and the engine brake is rapidly raised. On the other hand, when the operation speed with respect to the brake pedal 65a is low, the clutch 21 is gently engaged, and the engine brake gradually rises. Therefore, it is possible to suppress the driver from feeling uncomfortable by adjusting the engine brake rising (degree of increase) according to the brake operation in which the driver's intention is reflected. Then move on to return.

  In step S4, it is determined whether or not an accelerator operation has been performed. Whether or not this accelerator operation has been performed is determined based on the detection result of the accelerator opening sensor 62, for example. When it is determined that the accelerator operation has been performed, the coasting control is terminated, so the engine 1 is restarted and the process proceeds to step S5. On the other hand, if it is determined that the accelerator operation is not performed, the process proceeds to step S6.

  In step S5, the engagement speed of the clutch 21 is adjusted according to the accelerator operation. For example, the engagement speed of the clutch 21 is increased as the operation speed (depression speed) with respect to the accelerator pedal 62a is increased. For this reason, when the operation speed with respect to the accelerator pedal 62a is high, the clutch 21 is rapidly engaged, and the driving force from the engine 1 rises rapidly. On the other hand, when the operation speed with respect to the accelerator pedal 62a is low, the clutch 21 is gently engaged, and the driving force from the engine 1 gradually rises. Therefore, it is possible to prevent the driver from feeling uncomfortable by adjusting the rising (rise degree) of the driving force from the engine 1 according to the accelerator operation reflecting the driver's intention. Then move on to return.

  In step S6, it is determined whether or not a steering operation has been performed. Whether or not the steering operation has been performed is determined based on the detection result of the steering angle sensor 66, for example. When it is determined that the steering operation has been performed, the coasting control is terminated, so the engine 1 is restarted and the process proceeds to step S7. On the other hand, when it is determined that the steering operation is not performed, coasting control is continued and the process returns.

  In step S7, the engagement speed of the clutch 21 is adjusted according to the steering operation. For example, the engagement speed of the clutch 21 is increased as the operation speed (steering speed) with respect to the steering wheel 66a is increased. For this reason, when the operation speed with respect to the steering wheel 66a is high, the clutch 21 is rapidly engaged, and the driving force from the engine brake or the engine 1 rises rapidly. On the other hand, when the operation speed with respect to the steering wheel 66a is low, the clutch 21 is gently engaged, and the driving force from the engine brake or the engine 1 gradually rises. Therefore, it is possible to suppress the driver from feeling uncomfortable by adjusting the engine brake or the rising (rise degree) of the driving force from the engine 1 in accordance with the steering operation in which the driver's intention is reflected. It is. Whether the engine brake starts or the driving force from the engine 1 rises depends on the operating state of the engine 1. Then move on to return.

-Effect-
In the present embodiment, as described above, by adjusting the engagement speed of the clutch 21 in accordance with the operation mode with respect to the brake pedal 65a, the accelerator pedal 62a, and the steering wheel 66a, the rising of the driving force from the engine brake or the engine 1 is achieved. Since (the degree of increase) can be adjusted, it is possible to suppress the driver from feeling uncomfortable at the end of the coasting control. In other words, when the clutch 21 is engaged at the end of coasting control, acceleration / deceleration according to the driver's intention can be achieved.

-Other embodiments-
In addition, embodiment disclosed this time is an illustration in all the points, Comprising: It does not become a basis of limited interpretation. Therefore, the technical scope of the present invention is not interpreted only by the above-described embodiments, but is defined based on the description of the scope of claims. Further, the technical scope of the present invention includes all modifications within the meaning and scope equivalent to the scope of the claims.

  For example, in the present embodiment, an example in which the vehicle 100 is an FF has been described. However, the present invention is not limited thereto, and the vehicle may be an FR (front engine / rear drive) or may be a four-wheel drive. .

  In the present embodiment, an example is shown in which only the engine 1 is provided as a driving force source for traveling. However, the present invention is not limited to this, and an engine and an electric motor may be provided as driving force sources for traveling.

  Further, in the present embodiment, the example in which the engine 1 is a multi-cylinder gasoline engine is shown, but the present invention is not limited thereto, and the engine may be a diesel engine or the like.

  In the present embodiment, the transmission 2 may be a stepped transmission or a continuously variable transmission. Moreover, although the example in which the clutch 21 that disconnects the engine 1 and the drive wheel 4 is provided in the transmission 2 is shown, the present invention is not limited thereto, and the clutch that disconnects the engine and the drive wheel is provided outside the transmission. May be.

  Further, in the present embodiment, an example in which the engine 1 is stopped during coasting control is shown, but the present invention is not limited thereto, and the engine may be operated during coasting control.

  In the present embodiment, other conditions may be set as the coasting control start condition. For example, the coasting control start condition may be set such that the brake pedal 65a is not depressed or the steering wheel 66a is not steered.

  In this embodiment, three conditions (brake operation, accelerator operation, and steering operation) are set as the coasting control end conditions. However, the present invention is not limited to this. It is sufficient that at least one of the conditions is set. Also, other conditions may be set as the coasting control end condition.

  In step S3 of the present embodiment, an example in which the engagement speed of the clutch 21 is increased as the operation speed with respect to the brake pedal 65a is increased. However, the operation amount (depression amount) with respect to the brake pedal is not limited thereto. The clutch engagement speed may be increased as the value increases, or the clutch engagement speed may be increased as the operation force (depression force) with respect to the brake pedal is increased. Further, when the operation speed (operation amount, operation force) for the brake pedal is equal to or higher than a predetermined value, the clutch engagement speed is set to the first speed, and the operation speed (operation amount, operation force) for the brake pedal is a predetermined value. If it is less than this, the clutch engagement speed may be set to a second speed smaller than the first speed. Further, the engagement speed may be determined by appropriately combining the operation speed, the operation amount, and the operation force. The operation speed, the operation amount, and the operation force are examples of the “operation mode” in the present invention.

  Further, in step S5 of the present embodiment, the example in which the engagement speed of the clutch 21 is increased as the operation speed with respect to the accelerator pedal 62a is increased is shown. However, the operation amount (depression amount) with respect to the accelerator pedal is not limited thereto. The clutch engagement speed may be increased as the value increases, or the clutch engagement speed may be increased as the operation force (depression force) with respect to the accelerator pedal is increased. Further, when the operation speed (operation amount, operation force) for the accelerator pedal is equal to or higher than a predetermined value, the clutch engagement speed is set to the first speed, and the operation speed (operation amount, operation force) for the accelerator pedal is a predetermined value. If it is less than this, the clutch engagement speed may be set to a second speed smaller than the first speed. Further, the engagement speed may be determined by appropriately combining the operation speed, the operation amount, and the operation force. The operation speed, the operation amount, and the operation force are examples of the “operation mode” in the present invention.

  Further, in step S7 of the present embodiment, the example in which the engagement speed of the clutch 21 is increased as the operation speed with respect to the steering wheel 66a is increased is shown. However, the operation amount (steering angle) with respect to the steering wheel is not limited thereto. The clutch engagement speed may be increased as the value increases, and the clutch engagement speed may be increased as the operation force (steering torque) with respect to the steering wheel is increased. Further, when the operation speed (operation amount, operation force) for the steering wheel is equal to or higher than a predetermined value, the clutch engagement speed is set to the first speed, and the operation speed (operation amount, operation force) for the steering wheel is a predetermined value. If it is less than this, the clutch engagement speed may be set to a second speed smaller than the first speed. Further, the engagement speed may be determined by appropriately combining the operation speed, the operation amount, and the operation force. The operation speed, the operation amount, and the operation force are examples of the “operation mode” in the present invention.

  In this embodiment, ECU5 may be constituted by a plurality of ECUs.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle control device capable of executing coasting control in which coasting is performed by releasing a clutch provided between an engine and driving wheels during vehicle traveling.

1 Engine 4 Drive Wheel 5 ECU (Vehicle Control Device)
21 Clutch 62a Accelerator pedal (operation member)
65a Brake pedal (operation member)
66a Steering wheel (operation member)
100 vehicles

Claims (1)

A vehicle control device configured to execute coasting control in which coasting is performed by releasing a clutch provided between an engine and driving wheels during vehicle traveling,
When the operation member is operated during the coasting control and the coasting control is terminated, the engagement speed of the clutch is adjusted according to the operation mode with respect to the operation member. A vehicle control device.

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