WO2016021431A1 - Dispositif de régulation de vitesse pour véhicules - Google Patents

Dispositif de régulation de vitesse pour véhicules Download PDF

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Publication number
WO2016021431A1
WO2016021431A1 PCT/JP2015/071189 JP2015071189W WO2016021431A1 WO 2016021431 A1 WO2016021431 A1 WO 2016021431A1 JP 2015071189 W JP2015071189 W JP 2015071189W WO 2016021431 A1 WO2016021431 A1 WO 2016021431A1
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WO
WIPO (PCT)
Prior art keywords
vehicle speed
engine
target
torque
vehicle
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Application number
PCT/JP2015/071189
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English (en)
Japanese (ja)
Inventor
義秋 長澤
堀　俊雄
大西　浩二
康平 鈴木
Original Assignee
日立オートモティブシステムズ株式会社
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.)
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Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to JP2016540156A priority Critical patent/JP6245621B2/ja
Publication of WO2016021431A1 publication Critical patent/WO2016021431A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • 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
    • 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
    • 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
    • B60W30/14—Adaptive cruise control
    • 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
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • the present invention relates to a vehicle control device.
  • Patent Document 1 A vehicle control device that can ensure a long travel time and travel distance by coasting in a traveling vehicle is known (see, for example, Patent Document 1).
  • Patent Document 1 states that “when the vehicle speed V of the vehicle is within a vehicle speed range determined by the lower limit side vehicle speed V0 and the upper limit side vehicle speed V1, the engine is cut by fuel cut if the vehicle speed V is equal to or higher than the vehicle speed V0. Is stopped, the clutch is released and the vehicle is driven by coasting, and when the vehicle speed V falls below the vehicle speed V0, the engine is started by fuel supply and the clutch is engaged to accelerate (constant speed free run). Has been.
  • Patent Document 2 states that “a manager ECU receives engine and AT (automatic transmission) characteristic information transmitted from the engine ECU and the AT ECU, and sets a control command based on the characteristic information.
  • the ATECU has a plurality of control laws corresponding to different tuning patterns, and the manager ECU acquires the tuning patterns that can be realized by these ECUs and selects the optimum tuning pattern corresponding to the use of the vehicle. Are listed.
  • Patent Document 1 In the technology disclosed in Patent Document 1, generally, priority is given to immediately following the target vehicle speed rather than low fuel consumption in the acceleration phase of ACC (Adaptive Cruise Control). Therefore, the fuel efficiency of the engine cannot be improved in ACC.
  • ACC Adaptive Cruise Control
  • each C / U is configured as in Patent Document 2, for example, the upper C / U is ACC (AdaptiveaptCruise Control) C / U, the engine C / U, and the transmission C / U is the lower C / U. It is conceivable to configure. With this configuration, the ACC C / U 130 outputs a command value from the characteristic information of the engine C / U and the transmission C / U, aiming at the best fuel efficiency point for pursuing fuel efficiency, and the engine fuel efficiency rate. It is possible to operate with the transmission gear ratio as the best point.
  • ACC AdaptiveaptCruise Control
  • Patent Document 2 does not disclose how to calculate the engine torque based on the fuel consumption characteristics.
  • An object of the present invention is to provide a vehicle control device capable of improving the fuel efficiency of an engine in ACC.
  • a first torque calculation unit that calculates a first target engine torque having the smallest fuel consumption rate among target engine torques corresponding to the engine speed, and an actual vehicle speed are When the first lower limit vehicle speed lower than the target vehicle speed is reached, the clutch in the transmission is engaged, and the engine is operated with the first target engine torque calculated by the first torque calculation unit. And a first vehicle speed control unit that stops the engine and releases the clutch when the first upper limit vehicle speed is greater than the target vehicle speed.
  • the fuel efficiency of the engine can be improved in ACC.
  • FIG. 1 is a configuration diagram of a vehicle including a control device according to an embodiment of the present invention. It is a figure showing the fuel consumption rate at the time of cruise driving, and the fuel consumption rate at the time of sailing cruise. It is the figure which showed the change of the actual vehicle speed with respect to the target vehicle speed in driving
  • FIG. 1 is a configuration diagram of a vehicle 100 including a control device according to an embodiment of the present invention.
  • the vehicle 100 has an engine 101 as a driving force source.
  • a torque converter 111 is provided on the output side of the engine 101.
  • a transmission 113 is connected to the output side of the torque converter 111.
  • the engine main body 101 (also simply referred to as an internal combustion engine or an engine) is provided with a starter 103 that starts and a power generator 104 that supplies electric power to the vehicle 100.
  • the starting device 103 is, for example, a starter motor including a DC motor, a gear mechanism, and a gear pushing mechanism.
  • the power generation device 104 is an alternator including, for example, an induction generator, a rectifier, and a voltage adjustment mechanism.
  • the starter 103 is driven by the electric power supplied from the power source 105, and starts the engine 101 based on the start request.
  • the power source 105 is, for example, a battery, and a lead battery can be preferably used. In addition, a lithium ion secondary battery, various secondary batteries, and a capacitor such as a capacitor may be used.
  • the power source 105 stores the electric power generated by the power generation device 104 and supplies the electric power to the starting device 103, a vehicle lamp such as a headlamp (not shown), and various controllers.
  • the type of the engine 101 may be any driving force source that causes the vehicle 100 to travel, and examples thereof include a port injection type or in-cylinder injection type gasoline engine, a diesel engine, and the like. Further, the structure of the engine may be a Wankel rotary engine in addition to the reciprocating engine.
  • the engine 101 has a crankshaft 101a. At one end of the crankshaft 101a, a signal plate 101b having a predetermined pattern for detecting a crank angle signal is attached. A ring gear integral with a drive plate (not shown) that transmits driving force to the transmission is attached to the other end of the crankshaft 101a.
  • a crank angle sensor 101c for detecting the unevenness of the pattern and outputting a pulse signal is attached. Based on the pulse signal output from the crank angle sensor 101c, the engine C / U 110 calculates the rotational speed of the engine 101 (engine rotational speed).
  • an intake manifold 102 that distributes intake air to each cylinder, a throttle valve 102a, an airflow sensor 102b, and an air cleaner 102c are attached.
  • the throttle valve 102a is an electronically controlled throttle device as an example.
  • the engine C / U 110 calculates the optimum throttle opening based on the signal of the accelerator pedal sensor 107 that detects the amount of depression of the accelerator pedal 106 and signals sent from other sensors, and outputs it to the throttle valve 102a. To do. Thereby, the throttle valve 102a is controlled to an optimum throttle valve opening.
  • the airflow sensor 102b measures the air flow rate sucked from the air cleaner 102c and outputs it to the engine C / U110.
  • Engine C / U 110 calculates a fuel amount commensurate with the measured air amount, and outputs it as a valve opening time to a fuel injection valve (not shown).
  • the fuel injection valve starts injection at a timing when the crank angle indicated by the signal of the crank angle sensor 101c becomes a crank angle preset in the engine C / U 110.
  • This operation mixes the sucked air and the fuel injected from the fuel injection valve in the cylinder of the engine 101 to form an air-fuel mixture.
  • the spark plug is energized via an ignition coil (not shown) at a timing when the crank angle indicated by the signal of the crank angle sensor 101c becomes a crank angle preset in the engine C / U 110.
  • the air-fuel mixture in the cylinder is ignited and burns and explodes.
  • the engine 101 transmits the kinetic energy obtained by the combustion explosion described above to the crankshaft 101a to generate a rotational driving force.
  • a drive plate (not shown) is attached to the transmission side of the crankshaft 101a. The drive plate is directly connected to the input side of the torque converter 111. The output side of the torque converter 111 is input to the transmission 113.
  • the transmission 113 is a transmission body having a stepped transmission mechanism or a belt-type or disk-type continuously variable transmission mechanism, and is controlled by the transmission C / U 120.
  • Transmission C / U 120 determines an appropriate transmission gear or transmission ratio based on engine information (engine speed, vehicle speed, throttle opening) and gear range information 119 of gear shift lever 118 and causes transmission 113 to change gear. . Thereby, the transmission 113 is controlled so as to obtain an optimum gear ratio.
  • a clutch mechanism 113 a is provided between the speed change mechanism and the differential mechanism 115.
  • the clutch mechanism 113a When driving force is transmitted from the speed change mechanism to the differential mechanism 115 to drive the drive wheels 116, the clutch mechanism 113a is engaged. Conversely, when it is desired to block the reverse driving force from the driving wheel 116, the clutch mechanism 113a is released. Thereby, it is possible to perform control so that the reverse driving force is not transmitted to the transmission mechanism.
  • sailing the state in which the vehicle is driven in a state where the clutch mechanism is opened and the running resistance is reduced as much as possible is called sailing (S).
  • the state where the engine is stopped in the sailing state is called sailing stop (S & ST).
  • a state where the engine is idling in the sailing state is called a sailing idle.
  • the driver sets the target vehicle speed TVSP, and the ACC C / U controls the throttle opening and brake based on the target vehicle speed TVSP (set speed).
  • Cruise control (ACC) that adjusts the traveling speed is known.
  • the usual cruise control has a problem that on the downhill, the cruise control is impossible due to overspeed due to out of the torque control range.
  • sailing cruise traveling in combination with the aforementioned sailing stop and cruise control is referred to as sailing cruise (S & ST & C).
  • FIG. 2A shows the fuel consumption rate when cruise (C) is carried out in the R / L (Road / Load) state (with running resistance) and the case where the cruise is carried out while executing the sailing stop, that is, sailing cruise (S & ST & C). It is a figure showing the fuel consumption rate in the case of.
  • the vertical axis represents the fuel consumption rate SFC, and the horizontal axis represents time t.
  • FIG. 2A in order to simplify the explanation, when the vehicle is only traveling in the R / L (Road / Load) state, it is schematically shown as traveling constant at the target vehicle speed TVSP.
  • the difference ⁇ F between the integral value F1 of the sailing cruise (S & ST & C) and the integral value F2 when the R / L is constant traveling is represented by an area. That is, in sailing cruise (S & ST & C), fuel consumption is smaller by ⁇ F than in the case of only cruise control.
  • FIG. 2B is a diagram showing a change in the actual vehicle speed with respect to the target vehicle speed TVSP during traveling by the conventional cruise control and the sailing cruise control.
  • Conventional cruise control focuses on drivability by lowering the priority of fuel economy and prioritizing the achievement of the target vehicle speed.
  • sailing cruise control is based on the concept of giving priority to fuel efficiency even if the target vehicle speed achievement (driving performance) is somewhat sacrificed.
  • Fig. 3 is a diagram showing an operation image of sailing cruise control.
  • the vehicle travels between the upper limit vehicle speed TVSPH and the lower limit vehicle speed TVSPL while repeatedly accelerating by engine operation and decelerating by sailing stop, based on the target vehicle speed set by the driver's operation. That is, when the vehicle accelerates and reaches TVSPH, the clutch in the transmission is released to stop the engine, that is, sailing stop is performed.
  • the vehicle starts to slowly decelerate due to running resistance (road resistance, slope, air resistance, etc.) and when it reaches TVSPL, the engine is restarted, the clutch in the transmission is engaged, and the operation to accelerate to TVSPH is repeated. .
  • the upper limit vehicle speed TVSPH and the lower limit vehicle speed TVSPL are set to a maximum value and a minimum value, respectively, which do not require the transmission to increase or decrease the gear ratio.
  • the upper limit vehicle speed TVSPH is the maximum value of the actual vehicle speed that the transmission can reach within the predetermined time from the target vehicle speed TVSP without changing the gear ratio.
  • the lower limit vehicle speed TVSPL is the minimum value of the actual vehicle speed that can be reached from the target vehicle speed within a predetermined time without changing the gear ratio.
  • Sailing cruise control is expected to improve fuel efficiency, but during cruise driving, it may be possible to give the driver a sense of incongruity due to fluctuations in vehicle speed and impair the merchantability.
  • the basis of vehicle speed feedback is configured by switching between acceleration phase A and sailing phase B.
  • the subcomponent (difference) of the vehicle speed feedback is reflected in the target acceleration, and the engine is operated at the fuel efficiency rate point that is the best within the allowable range of the target acceleration to accelerate the vehicle.
  • ACCAC / U130 functions as a gradient determination unit that determines whether or not the road surface is a downhill. For example, ACC C / U130 determines whether or not the vehicle is downhill based on the target engine torque and the actual vehicle speed.
  • the ACCUC / U 130 stops the engine and releases the clutch, and determines that the road surface is downhill
  • the ACCAC / U 130 engages the clutch with a degree of engagement corresponding to the difference between the actual vehicle speed and the target vehicle speed. It functions as a vehicle speed control unit to be fastened. That is, ACC C / U130 increases the degree of clutch engagement as the difference between the actual vehicle speed and the target vehicle speed TVSP increases on the downhill. Thereby, the reverse driving force from the driving wheel is transmitted to the transmission, and the speed increase on the downhill can be suppressed.
  • FIG. 4 is a diagram showing the engine operating region in the acceleration phase.
  • the engine C / U 110 functions as a torque calculation unit that calculates a target engine torque having the smallest fuel consumption rate among the target engine torques corresponding to the engine speed based on the equal fuel consumption line.
  • the engine C / U 110 calculates a target engine torque having the smallest fuel consumption rate in the torque range corresponding to the allowable acceleration range.
  • the allowable acceleration range indicates a range of acceleration allowed according to the driving state of the vehicle.
  • FIG. 5 shows a flowchart of sailing cruise control.
  • step S101 it is determined whether or not a sailing cruise execution condition is satisfied while the vehicle is traveling.
  • sailing cruise execution conditions include the state of a cruise mode changeover switch by a driver operation, engine speed, vehicle speed, estimated gradient, accelerator operation state, brake operation state, master bag negative pressure, vehicle system diagnosis state, and the like.
  • step S102 the acceleration operation is executed.
  • the target engine torque is traced and accelerated so as to achieve an optimum fuel consumption rate as described in FIG.
  • the control shifts to the normal control, and when there is no change in the accelerator opening or the brake operation, the vehicle accelerates to the upper limit vehicle speed of the sailing cruise.
  • step S105 when the vehicle accelerates to the sailing cruise upper limit vehicle speed, the process proceeds to step S106, the clutch in the transmission is released, and the sailing stop for stopping the engine is executed. If a change is detected by monitoring the accelerator opening and the brake operation even during the execution of the sailing stop, the process proceeds to step S110, the sailing cruise is exited, the engine is restarted, and the clutch in the transmission is engaged.
  • FIG. 6 is a diagram illustrating a configuration example of the ACC C / U 130 for performing sailing cruise control. Note that the ACC / C / U 130 may have a front vehicle following function.
  • the engine C / U 110 supplies (inputs) the actual vehicle speed and the torque (fuel consumption rate best torque) with the best fuel efficiency calculated by the engine C / U 110 to the ACC C / U 130.
  • the transmission C / U 120 supplies the torque limit request and the actual gear ratio to the ACC / C 130.
  • Other C / Us supply torque limit requests by the system such as attitude control and fault detection to the ACC / C / U 130.
  • the torque value at which the fuel consumption rate calculated by the engine C / U110 is the best is the engine rotation speed, the advanced valve state of the variable valve timing mechanism and variable valve lift mechanism provided in the intake valve and exhaust valve, the EGR amount, It is calculated based on parameters that affect the characteristics of the fuel consumption rate map, such as the state of the turbocharger.
  • the engine C / U 110 may calculate a torque value (target engine torque) that provides the best fuel efficiency based on the engine speed. In this case, the engine C / U 110 may correct the target engine torque using at least one of these parameters.
  • the ACC C / U 130 calculates the target acceleration and driving force based on the road surface gradient information estimated from the signals input from the C / U groups and the actual vehicle speed, and sends the target speed ratio to the transmission C / U 120. And the target engine torque is output to the engine C / U 110.
  • FIG. 7 is a block diagram for explaining functions of a vehicle control apparatus according to a modification of the embodiment of the present invention.
  • the engine C / U 110 functions as a first torque calculation unit 110a and a second torque calculation unit 110b. Further, the ACCAC / U 130 functions as a first vehicle speed control unit 130a and a second vehicle speed control unit 130b.
  • the selection switch SW switches between a first mode for switching to driving that emphasizes low fuel consumption and a second mode for switching to driving that prioritizes acceleration. That is, the first torque calculation unit 110a and the first vehicle speed control unit 130a operate when a predetermined execution condition is satisfied and the first mode is selected. Further, the second torque calculation unit 110b and the second vehicle speed control unit 130b operate when a predetermined execution condition is satisfied and the second mode is selected.
  • the predetermined execution conditions are the same as the sailing cruise execution conditions exemplified in the above embodiment.
  • 1st torque calculation part 110a calculates target engine torque (tau) 1 * with the smallest fuel consumption rate among the target engine torques corresponding to an engine speed based on an equal fuel consumption line. Further, the second torque calculation unit 110b calculates a second target engine torque ⁇ 2 * larger than the first target engine torque among the target engine torques corresponding to the engine speed based on the equal fuel consumption line.
  • the first vehicle speed control unit 130a engages the clutch in the transmission and also calculates the first torque calculated by the first torque calculation unit 110a.
  • the engine is operated at the target engine torque ⁇ 1 *. Further, the first vehicle speed control unit 130a stops the engine and releases the clutch when the actual vehicle speed becomes the first upper limit vehicle speed TVSPH that is higher than the target vehicle speed TVSP.
  • the second vehicle speed control unit 130b engages the clutch and also uses the second torque calculation unit 110b.
  • the engine is operated at the calculated second target engine torque ⁇ 2 *.
  • the second vehicle speed control unit 130b stops the engine and releases the clutch.
  • a vehicle equipped with a sailing cruise system can calculate the target acceleration and driving force based on the fuel efficiency characteristics, and output the target gear ratio and target engine torque as command values. It becomes possible and can improve fuel consumption.
  • the present invention is not limited to the above-described embodiments, and includes various modifications.
  • the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. It is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.
  • each of the above-described configurations, functions (blocks), and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit.
  • the above configuration, function, and the like may be realized by software by interpreting and executing a program that realizes a function for realizing each function by the processor.
  • Information such as programs, tables, and files for realizing each function is stored in a storage device such as a memory or a hard disk.
  • engine C / U110, transmission C / U120, ACC C / U130, etc. are comprised separately, you may be comprised integrally.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un dispositif de régulation de vitesse pour véhicules, pouvant améliorer la consommation de carburant du moteur pendant une ACC (régulation de vitesse automatique adaptative). Une première unité de calcul de couple calcule un premier couple de moteur cible ayant le plus petit taux de consommation de carburant entre les couples moteur cibles correspondant à la vitesse du moteur. Une première unité de régulation de vitesse de véhicule vient en prise avec un embrayage à l'intérieur d'une boîte de vitesses et fait fonctionner le moteur au premier couple moteur cible calculé par la première unité de calcul de couple, si la vitesse de véhicule actuelle a atteint une première limite inférieure de vitesse de véhicule qui est inférieure à une vitesse de véhicule cible, et arrête le moteur et libère l'embrayage si la vitesse de véhicule actuelle a atteint une première limite supérieure de vitesse de véhicule qui est supérieure à la vitesse de véhicule cible.
PCT/JP2015/071189 2014-08-07 2015-07-27 Dispositif de régulation de vitesse pour véhicules WO2016021431A1 (fr)

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JP2016540156A JP6245621B2 (ja) 2014-08-07 2015-07-27 車両の制御装置

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JP2014-161591 2014-08-07

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105928579A (zh) * 2016-04-19 2016-09-07 奇瑞汽车股份有限公司 一种续航里程计算控制方法
JPWO2016021431A1 (ja) * 2014-08-07 2017-04-27 日立オートモティブシステムズ株式会社 車両の制御装置
CN107401602A (zh) * 2016-05-19 2017-11-28 株式会社斯巴鲁 无级变速器的控制装置
JP2018034600A (ja) * 2016-08-30 2018-03-08 マツダ株式会社 車両の制御装置
JP2018034597A (ja) * 2016-08-30 2018-03-08 マツダ株式会社 車両の制御装置
JP2018134925A (ja) * 2017-02-21 2018-08-30 日立オートモティブシステムズ株式会社 自動車の走行制御装置
KR20180122727A (ko) * 2016-05-25 2018-11-13 쟈트코 가부시키가이샤 무단 변속기를 구비한 차량의 제어 장치 및 제어 방법
CN111852672A (zh) * 2020-06-30 2020-10-30 威伯科汽车控制***（中国）有限公司 基于预测性巡航的发动机扭矩预测性控制方法
CN112061106A (zh) * 2020-09-15 2020-12-11 中国第一汽车股份有限公司 自动驾驶控制方法、装置、车辆和存储介质

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