WO2016152607A1 - Vehicle control device and vehicle control method - Google Patents

Vehicle control device and vehicle control method Download PDF

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Publication number
WO2016152607A1
WO2016152607A1 PCT/JP2016/057920 JP2016057920W WO2016152607A1 WO 2016152607 A1 WO2016152607 A1 WO 2016152607A1 JP 2016057920 W JP2016057920 W JP 2016057920W WO 2016152607 A1 WO2016152607 A1 WO 2016152607A1
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WIPO (PCT)
Prior art keywords
coasting control
coasting
clutch
control end
vehicle
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PCT/JP2016/057920
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French (fr)
Japanese (ja)
Inventor
雅浩 林
浩志 薄葉
達彦 江原
亮 森本
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いすゞ自動車株式会社
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Publication of WO2016152607A1 publication Critical patent/WO2016152607A1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • 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 disclosure relates to a vehicle control device and a vehicle control method, and more particularly to coasting control in which power transmission between an engine and driving wheels is interrupted to cause the vehicle to coast.
  • the coasting control end condition may be satisfied, and immediately after that, shifting may be performed.
  • the coasting control is terminated when the coasting control termination condition is satisfied, and the clutch is brought into the engaged state, so that a state where torque is applied between the clutch and the gear is maintained. For this reason, a shock is generated when the clutch is disengaged again for shifting, or when the gear before shifting is removed.
  • the present disclosure provides a vehicle control device that can reduce the occurrence of shock when performing a gear shift.
  • the vehicle control device includes a coasting control start execution unit that starts coasting control by setting the clutch disengaged and reducing the engine speed when satisfying a predetermined coasting control start condition.
  • Coasting control end execution means for restricting the execution of coasting control end processing for increasing the engine speed and bringing the clutch into a contact state until a predetermined time elapses after starting coasting control.
  • the coasting control end execution means does not determine whether a predetermined coasting control end condition, which is a condition for executing coasting control end processing, is satisfied until a predetermined time has elapsed after the start of coasting control. It may be.
  • the coasting control end execution means starts coasting control even when it detects that the predetermined coasting control termination condition, which is a condition for executing coasting control termination processing, is satisfied. You may make it wait for execution of the end process of coasting control until predetermined time passes.
  • the predetermined time may be equal to or longer than the time until the clutch by the coasting control start execution means is completely disengaged.
  • the vehicle control device may further include shift execution means for switching to a predetermined gear stage before the clutch is engaged by the coasting control end execution means.
  • the control method starts the coasting control by disengaging the clutch and reducing the engine speed to start the coasting control. Until the predetermined time elapses, the execution of coasting control end processing for increasing the engine speed and bringing the clutch into contact is restricted.
  • the vehicle control device of the present disclosure it is possible to reduce the occurrence of shock when performing a shift.
  • FIG. 1 is a schematic overall configuration diagram illustrating a vehicle according to an embodiment of the present disclosure.
  • FIG. 2 is a functional block diagram illustrating an electronic control unit and related configurations according to an embodiment of the present disclosure.
  • FIG. 3 is a flowchart of a vehicle control process according to an embodiment of the present disclosure.
  • FIG. 4 is a timing chart of control by the vehicle control apparatus according to the conventional example.
  • FIG. 5 is a timing chart of control by the vehicle control device according to an embodiment of the present disclosure.
  • FIG. 1 is a schematic overall configuration diagram showing a vehicle 1 according to the present embodiment.
  • the output shaft of the engine 10 is connected to the input shaft of the transmission 12 via the clutch 11.
  • the output shaft of the transmission 12 is connected to drive wheels (left and right rear wheels) 16L and 16R via a propeller shaft 13, a differential device 14, and a drive shaft 15, respectively.
  • the clutch 11 connects and disconnects a power transmission path between the output shaft of the engine 10 and the input shaft of the transmission 12.
  • the clutch 11 connects and disconnects the power transmission path according to the hydraulic pressure supplied from the hydraulic control device 18.
  • the hydraulic control device 18 generates hydraulic pressure to be supplied to the clutch 11 using the driving force of the engine 10.
  • the transmission 12 is, for example, an automatically controlled manual transmission (AMT).
  • AMT automatically controlled manual transmission
  • the vehicle 1 includes left and right front wheels 17L and 17R, an engine speed sensor 20, a vehicle speed sensor 21, an accelerator pedal sensor 22, a brake pedal sensor 23, and an electronic control unit (hereinafter referred to as an ECU) 50 as an example of a vehicle control device. .
  • an ECU electronice control unit
  • the engine speed sensor 20 detects a rotation speed Ne of a crankshaft (not shown) of the engine 10.
  • the vehicle speed sensor 21 detects the traveling speed VT of the vehicle 1 from the rotational speed of the propeller shaft 13.
  • the accelerator pedal sensor 22 detects the accelerator opening Q from the depression amount of the accelerator pedal 31.
  • the brake pedal sensor 23 detects the presence or absence of a brake operation by the driver from the amount of depression of the brake pedal 32. The sensor values of these various sensors 20 to 23 are transmitted to the electrically connected ECU 50.
  • the ECU 50 performs various controls of the engine 10, the clutch 11, the transmission 12, the hydraulic control device 18, and the like, and includes a known CPU, ROM, RAM, input port, output port, and the like.
  • FIG. 2 is a functional block diagram illustrating an electronic control unit and related configurations according to an embodiment of the present disclosure.
  • the ECU 50 includes a coasting control start execution unit 51 as an example of coasting control start execution means, a coasting control end execution unit 52 as an example of coasting control end execution means, and a shift execution unit 53 as an example of shift execution means.
  • a coasting control start execution unit 51 as an example of coasting control start execution means
  • a coasting control end execution unit 52 as an example of coasting control end execution means
  • a shift execution unit 53 as an example of shift execution means.
  • these functional elements are described as being included in the ECU 50, which is an integral piece of hardware. However, any one of these functional elements may be provided in separate hardware.
  • the coasting control start execution unit 51 determines whether or not a predetermined coasting control start condition is satisfied based on the input sensor value.
  • the coasting control start condition for example, the accelerator opening may be decreased by a predetermined amount or more.
  • the coasting control start condition is not limited to this, and may be various conditions. For example, when the engine 10 having one or more sensor values indicates a driving state in which the driving wheel does not perform positive work on the driving wheel. As a condition.
  • the coasting control start execution unit 51 starts coasting control when determining that the coasting control start condition is satisfied. That is, the coasting control start execution unit 51 performs control to reduce the rotational speed of the engine 10 to a predetermined rotational speed (for example, a rotational speed lower than the normal rotational speed of the engine 10 (when the vehicle is stopped)), and Control is performed to cause the hydraulic control device 18 to disengage the clutch 11.
  • a predetermined rotational speed for example, a rotational speed lower than the normal rotational speed of the engine 10 (when the vehicle is stopped)
  • the coasting control end execution unit 52 determines whether or not a predetermined coasting control end condition is satisfied based on the input sensor value.
  • the coasting control end condition for example, the accelerator opening may be increased by a predetermined amount or more.
  • the coasting control end condition is not limited to this, and can be various conditions. For example, an operation state in which one or more sensor values do not cause the engine 10 to perform positive work on the drive wheels has been eliminated. This may be a condition.
  • the coasting control end execution unit 52 determines that the coasting control end condition is satisfied, the coasting control end process, that is, the rotational speed of the engine 10 is adjusted to, for example, the rotational speed of the input shaft of the transmission 12. And a process of controlling the clutch control unit 52 to bring the clutch 11 into the engaged state.
  • the coasting control end execution unit 52 limits the execution of the coasting control end process until a predetermined time (also referred to as the shortest duration) elapses after the coasting control start execution unit 51 starts coasting control.
  • the shortest duration may be equal to or longer than the time until the clutch 11 is completely disengaged by the control by the coasting control start execution unit 51.
  • the coasting control end execution unit 52 does not perform the determination as to whether or not the coasting control end condition is satisfied until the shortest duration has elapsed since the coasting control start execution unit 51 started the coasting control. By doing so, the execution of coasting control end processing is restricted.
  • the coasting control end condition is determined before the coasting control is started before the minimum duration has elapsed, and coasting control end processing is performed after the minimum duration has elapsed. Thus, execution of coasting control end processing may be limited.
  • the gear shift execution unit 53 determines a target gear position based on the accelerator opening from the accelerator pedal sensor 22 and the vehicle speed from the vehicle speed sensor 21.
  • a method for determining the target shift speed for example, a shift map that prescribes a suitable shift speed corresponding to the accelerator opening and the vehicle speed is stored in the shift execution unit 53 in advance, and the accelerator opening from the accelerator pedal sensor 22 is stored.
  • there is a method of identifying an optimum shift stage by referring to a shift map based on the vehicle speed from the vehicle speed sensor 21 and determining the optimum shift stage as a target shift stage.
  • the method for determining the target shift speed is not limited to this, and any method can be used.
  • a shift speed corresponding to an operation of a shift lever (not shown) by the driver of the vehicle 1 may be set as the target shift speed.
  • the shift execution unit 53 performs control to switch the shift stage of the transmission 12 when the current shift stage is different from the determined target shift stage.
  • the coasting control end execution unit 52 performs control for bringing the clutch into an engaged state. Before the execution is started, control for switching the gear position is performed. In this way, since the clutch is already in the disengaged state during the shortest duration, it is not necessary to again disengage the clutch for the control to switch the gear position. For this reason, there is no occurrence of a shock that occurs when the clutch is disengaged from the clutch-engaged state and the gear position is released. As a result, the occurrence of shock at the time of shifting can be reduced.
  • FIG. 3 is a flowchart of a vehicle control process according to an embodiment of the present disclosure.
  • This vehicle control process is started, for example, at the same time as starting the engine 10 (ignition switch key switch ON).
  • the coasting control start execution unit 51 determines whether or not the state of the vehicle matches the coasting control start condition (S10). As a result, when the state of the vehicle does not match the coasting control start condition, the coasting control start execution unit 51 repeats the process of step S10 (S10: NO).
  • the coasting control start execution unit 51 starts coasting control (S11). Specifically, the coasting control execution unit 51 performs control to reduce the rotational speed of the engine 10 to a predetermined rotational speed (for example, a rotational speed lower than the idle rotational speed of the engine 10), and controls the hydraulic control device 18. Control is performed so that the clutch 11 is disengaged. As a result, fuel consumption in the engine 10 can be appropriately reduced.
  • a predetermined rotational speed for example, a rotational speed lower than the idle rotational speed of the engine 10
  • the coasting control end execution unit 52 determines whether or not a predetermined time (shortest duration) has elapsed since the coasting control was started (S12). As a result, when the shortest duration has not elapsed (S12: NO), the coasting control end execution unit 52 maintains the coasting control state and repeats the process of step S12.
  • the coasting control end execution unit 52 determines whether or not the state of the vehicle matches the coasting control end condition (S13). As a result, when the state of the vehicle does not match the coasting control end condition (S13: NO), the coasting control end execution unit 52 maintains the state of coasting control and repeats the process of step S13.
  • the coasting control end execution unit 52 shifts the control to the execution of the shift process by the shift execution unit 53.
  • the shift execution unit 53 detects that the current shift stage is different from the determined target shift stage during the shortest duration, the shift execution unit 53 performs control to switch the shift stage, and then performs control.
  • the process returns to the coasting control end execution unit 52 (S14).
  • the clutch 11 is completely disengaged, so that almost no shock is generated when the gear position is changed. If the current shift speed is not different from the determined target shift speed, the shift execution section 53 immediately returns control to the coasting control end execution section 52.
  • the coasting control end execution unit 52 performs coasting control end processing when the control is returned from the shift execution unit 53 (S15).
  • the coasting control end execution unit 52 starts control to increase the rotational speed of the engine 10 so as to match the rotational speed of the input shaft of the transmission 12, for example, and causes the hydraulic control device 18 to 11 is controlled to be in a contact state.
  • the clutch 11 is brought into the engaged state in a state where the transmission 12 is at the target shift stage.
  • FIG. 4 is a timing chart of control by the vehicle control device according to the conventional example.
  • FIG. 5 is a timing chart of control by the vehicle control device according to an embodiment of the present disclosure.
  • the coasting control is immediately terminated. That is, the process for bringing the clutch 11 into the engaged state is started.
  • the control to bring the clutch 11 into the engaged state is started from the time when the change of the gear position is completed (time T3), and at the time T4, the clutch is completely in the engaged state, and the shift is completed.
  • a shock is generated at the time of shifting immediately after the coasting control is finished.
  • the process of ending coasting control (the process of bringing the clutch into an engaged state) until the time T5 when the shortest duration has elapsed from the time T0 when the coasting control was started.
  • the process of increasing the engine speed is limited.
  • the clutch 11 is completely disengaged.
  • the shift execution unit 53 performs the shift before the clutch 11 is brought into the engaged state by the coasting control end processing. Stage switching is performed. At this time, the clutch 11 is completely disengaged, so that even when the gear shift execution unit 53 switches the gear position, the shock hardly occurs.
  • the process of bringing the clutch 11 into the engaged state is started from the time (time T5) when the shift stage is switched by the shift execution unit 53.
  • the clutch is completely engaged at time T6 earlier than time T4 at which the shift is completed in the conventional example, and the shift is completed.
  • the coasting control is continued until the minimum duration time has elapsed since the coasting control was started. There is no need to disengage the clutch again, and the occurrence of shocks related to shifting can be reduced. Further, the shift can be completed earlier than in the past.
  • the AMT has been described as an example.
  • the transmission may be another type of automatic transmission (for example, a torque controller) as long as the clutch can be automatically connected and disconnected.
  • Type transmission for example, a torque controller
  • the vehicle control device of the present disclosure can be used to reduce the occurrence of a shock when performing a shift.
  • Vehicle 10 Engine 11 Clutch 12 Transmission 13 Propeller Shaft 14 Differential Device 15 Drive Shaft 50 ECU 51 coasting control start execution unit 52 coasting control end execution unit 53 shift execution unit

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

In the present invention, a vehicle control device includes: a coasting control start execution unit (51) for starting coasting by putting a clutch (11) in a cut-off state and lowering the engine rotation speed if prescribed coasting control starting conditions are met; and a coasting control termination execution unit (52) for limiting the execution of termination processing for coasting control that increases the engine rotation speed and puts the clutch (11) in a connected state after the start of coasting control and until a prescribed amount of time has elapsed.

Description

車両制御装置及び車両の制御方法Vehicle control apparatus and vehicle control method
　本開示は、車両制御装置及び車両の制御方法に関し、特に、エンジンと駆動輪との間の動力伝達を遮断して車両を惰行走行させる惰行制御に関する。 The present disclosure relates to a vehicle control device and a vehicle control method, and more particularly to coasting control in which power transmission between an engine and driving wheels is interrupted to cause the vehicle to coast.
　車両の走行時に、クラッチを断状態にして、もしくは、変速機をニュートラルにすることによりエンジンと駆動輪との間の動力伝達を遮断し、その間、エンジンの回転数を低下させることにより、燃料の消費を低減する惰行制御が知られている。 When the vehicle is running, the clutch is disengaged or the transmission is set to neutral to cut off the power transmission between the engine and the drive wheels. Coasting control that reduces consumption is known.
　このような惰行制御を行う車両において、変速を行う場合における種々の技術が開示されている（例えば、特許文献１、特許文献２参照）。 In a vehicle that performs such coasting control, various techniques for shifting are disclosed (for example, see Patent Document 1 and Patent Document 2).
日本国特開２０１２－０３１９４２号公報Japanese Unexamined Patent Publication No. 2012-031942 日本国特開２０１２－０３１９４４号公報Japanese Unexamined Patent Publication No. 2012-031944
　例えば、惰行制御を行う車両においては、所定の惰行制御の終了条件を満たした場合には、エンジン回転数を上昇させて、クラッチを接状態にさせて惰行制御を終了する。また、惰行制御を終了した後に、人為的又は自動的に変速する可能性がある。この場合には、再度クラッチを断状態にさせて、ギアを変えて、クラッチを接状態にさせることとなる。 For example, in a vehicle that performs coasting control, when a predetermined coasting control termination condition is satisfied, the engine speed is increased, the clutch is brought into contact, and coasting control is terminated. Further, there is a possibility that the speed is changed artificially or automatically after the coasting control is finished. In this case, the clutch is disengaged again, the gear is changed, and the clutch is brought into the engaged state.
　例えば、惰行制御を開始した直後に、惰行制御の終了条件を満たし、その直後に、変速が行われることがあり得る。この場合には、惰行制御の終了条件を満たしたことにより惰行制御が終了されて、クラッチが接状態にされるのでクラッチとギアとの間にトルクがかかった状態が維持される。このため、変速を行うために再びクラッチを断状態にする際や、変速前のギアを抜く際にショックが発生する。 For example, immediately after starting coasting control, the coasting control end condition may be satisfied, and immediately after that, shifting may be performed. In this case, the coasting control is terminated when the coasting control termination condition is satisfied, and the clutch is brought into the engaged state, so that a state where torque is applied between the clutch and the gear is maintained. For this reason, a shock is generated when the clutch is disengaged again for shifting, or when the gear before shifting is removed.
　本開示は、変速を行う際のショックの発生を低減することのできる車両制御装置を提供する。 The present disclosure provides a vehicle control device that can reduce the occurrence of shock when performing a gear shift.
　本開示の一観点に係る車両制御装置は、所定の惰行制御開始条件を充足する際に、クラッチを断状態にするとともにエンジン回転数を低下させて惰行制御を開始する惰行制御開始実行手段と、惰行制御を開始してから所定時間が経過するまで、エンジン回転数を上昇させるとともにクラッチを接状態にさせる惰行制御の終了処理の実行を制限する惰行制御終了実行手段と、を有する。 The vehicle control device according to an aspect of the present disclosure includes a coasting control start execution unit that starts coasting control by setting the clutch disengaged and reducing the engine speed when satisfying a predetermined coasting control start condition. Coasting control end execution means for restricting the execution of coasting control end processing for increasing the engine speed and bringing the clutch into a contact state until a predetermined time elapses after starting coasting control.
　上記車両制御装置において、惰行制御終了実行手段は、惰行制御を開始してから所定時間が経過するまで、惰行制御の終了処理を実行する条件である所定の惰行制御終了条件の充足を判定しないようにしてもよい。 In the vehicle control device, the coasting control end execution means does not determine whether a predetermined coasting control end condition, which is a condition for executing coasting control end processing, is satisfied until a predetermined time has elapsed after the start of coasting control. It may be.
　上記車両制御装置において、惰行制御終了実行手段は、惰行制御の終了処理を実行する条件である所定の惰行制御終了条件を充足することを検知した場合であっても、惰行制御を開始してから所定時間が経過するまで、惰行制御の終了処理の実行を待機するようにしてもよい。 In the vehicle control device, the coasting control end execution means starts coasting control even when it detects that the predetermined coasting control termination condition, which is a condition for executing coasting control termination processing, is satisfied. You may make it wait for execution of the end process of coasting control until predetermined time passes.
　上記車両制御装置において、所定時間は、惰行制御開始実行手段によるクラッチが完全に断状態になるまでの時間以上であってもよい。 In the above vehicle control device, the predetermined time may be equal to or longer than the time until the clutch by the coasting control start execution means is completely disengaged.
　上記車両制御装置において、惰行制御終了実行手段によってクラッチが接状態になるまでに、所定の変速段に切り替える変速実行手段をさらに有するようにしてもよい。 The vehicle control device may further include shift execution means for switching to a predetermined gear stage before the clutch is engaged by the coasting control end execution means.
　本開示の一観点に係る制御方法は、所定の惰行制御開始条件を充足する際に、クラッチを断状態にするとともにエンジン回転数を低下させて惰行制御を開始し、前記惰行制御を開始してから所定時間が経過するまで、エンジン回転数を上昇させるとともに前記クラッチを接状態にさせる惰行制御の終了処理の実行を制限する。 When a predetermined coasting control start condition is satisfied, the control method according to an aspect of the present disclosure starts the coasting control by disengaging the clutch and reducing the engine speed to start the coasting control. Until the predetermined time elapses, the execution of coasting control end processing for increasing the engine speed and bringing the clutch into contact is restricted.
　本開示の車両制御装置によれば、変速を行う際のショックの発生を低減することができる。 According to the vehicle control device of the present disclosure, it is possible to reduce the occurrence of shock when performing a shift.
図１は、本開示の一実施形態に係る車両を示す模式的な全体構成図である。FIG. 1 is a schematic overall configuration diagram illustrating a vehicle according to an embodiment of the present disclosure. 図２は、本開示の一実施形態に係る電子制御ユニット及び関連する構成を示す機能ブロック図である。FIG. 2 is a functional block diagram illustrating an electronic control unit and related configurations according to an embodiment of the present disclosure. 図３は、本開示の一実施形態に係る車両制御処理のフローチャートである。FIG. 3 is a flowchart of a vehicle control process according to an embodiment of the present disclosure. 図４は、従来例に係る車両制御装置による制御のタイミングチャートである。FIG. 4 is a timing chart of control by the vehicle control apparatus according to the conventional example. 図５は、本開示の一実施形態に係る車両制御装置による制御のタイミングチャートである。FIG. 5 is a timing chart of control by the vehicle control device according to an embodiment of the present disclosure.
　以下、添付図面に基づいて、本開示の一実施形態に係る車両制御装置を説明する。同一の部品には同一の符号を付してあり、それらの名称および機能も同じである。したがって、それらについての詳細な説明は繰返さない。 Hereinafter, a vehicle control device according to an embodiment of the present disclosure will be described based on the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.
　図１は、本実施形態に係る車両１を示す模式的な全体構成図である。エンジン１０の出力軸は、クラッチ１１を介して変速機１２の入力軸に接続されている。変速機１２の出力軸は、プロペラシャフト１３、差動装置１４、ドライブシャフト１５を介して駆動輪（左右後輪）１６Ｌ，１６Ｒにそれぞれ接続されている。 FIG. 1 is a schematic overall configuration diagram showing a vehicle 1 according to the present embodiment. The output shaft of the engine 10 is connected to the input shaft of the transmission 12 via the clutch 11. The output shaft of the transmission 12 is connected to drive wheels (left and right rear wheels) 16L and 16R via a propeller shaft 13, a differential device 14, and a drive shaft 15, respectively.
　クラッチ１１は、エンジン１０の出力軸と、変速機１２の入力軸との間の動力伝達経路を断接する。本実施形態では、クラッチ１１は、油圧制御装置１８から供給される油圧に応じて動力伝達経路を断接する。油圧制御装置１８は、エンジン１０の駆動力を利用してクラッチ１１に供給する油圧を生成する。 The clutch 11 connects and disconnects a power transmission path between the output shaft of the engine 10 and the input shaft of the transmission 12. In the present embodiment, the clutch 11 connects and disconnects the power transmission path according to the hydraulic pressure supplied from the hydraulic control device 18. The hydraulic control device 18 generates hydraulic pressure to be supplied to the clutch 11 using the driving force of the engine 10.
　変速機１２は、例えば、自動制御式マニュアルトランスミッション（ＡＭＴ）である。 The transmission 12 is, for example, an automatically controlled manual transmission (AMT).
　車両１は、左右前輪１７Ｌ，１７Ｒ、エンジン回転数センサ２０、車速センサ２１、アクセルペダルセンサ２２、ブレーキペダルセンサ２３、車両制御装置の一例としての電子制御ユニット（以下、ＥＣＵと称する）５０を備える。 The vehicle 1 includes left and right front wheels 17L and 17R, an engine speed sensor 20, a vehicle speed sensor 21, an accelerator pedal sensor 22, a brake pedal sensor 23, and an electronic control unit (hereinafter referred to as an ECU) 50 as an example of a vehicle control device. .
　エンジン回転数センサ２０は、エンジン１０の図示しないクランクシャフトの回転数Ｎｅを検出する。車速センサ２１は、プロペラシャフト１３の回転速度から車両１の走行速度ＶＴを検出する。アクセルペダルセンサ２２は、アクセルペダル３１の踏み込み量からアクセル開度Ｑを検出する。ブレーキペダルセンサ２３は、ブレーキペダル３２の踏み込み量から運転者によるブレーキ操作の有無を検出する。これら各種センサ類２０～２３のセンサ値は、電気的に接続されたＥＣＵ５０に送信される。 The engine speed sensor 20 detects a rotation speed Ne of a crankshaft (not shown) of the engine 10. The vehicle speed sensor 21 detects the traveling speed VT of the vehicle 1 from the rotational speed of the propeller shaft 13. The accelerator pedal sensor 22 detects the accelerator opening Q from the depression amount of the accelerator pedal 31. The brake pedal sensor 23 detects the presence or absence of a brake operation by the driver from the amount of depression of the brake pedal 32. The sensor values of these various sensors 20 to 23 are transmitted to the electrically connected ECU 50.
　ＥＣＵ５０は、エンジン１０、クラッチ１１、変速機１２、油圧制御装置１８等の各種制御を行うもので、公知のＣＰＵやＲＯＭ、ＲＡＭ、入力ポート、出力ポート等を備える。 The ECU 50 performs various controls of the engine 10, the clutch 11, the transmission 12, the hydraulic control device 18, and the like, and includes a known CPU, ROM, RAM, input port, output port, and the like.
　図２は、本開示の一実施形態に係る電子制御ユニット及び関連する構成を示す機能ブロック図である。 FIG. 2 is a functional block diagram illustrating an electronic control unit and related configurations according to an embodiment of the present disclosure.
　ＥＣＵ５０は、惰行制御開始実行手段の一例としての惰行制御開始実行部５１と、惰行制御終了実行手段の一例としての惰行制御終了実行部５２と、変速実行手段の一例としての変速実行部５３とを一部の機能要素として有する。これら各機能要素は、本実施形態では一体のハードウェアであるＥＣＵ５０に含まれるものとして説明するが、これらのいずれか一部を別体のハードウェアに設けることもできる。 The ECU 50 includes a coasting control start execution unit 51 as an example of coasting control start execution means, a coasting control end execution unit 52 as an example of coasting control end execution means, and a shift execution unit 53 as an example of shift execution means. As part of functional elements. In the present embodiment, these functional elements are described as being included in the ECU 50, which is an integral piece of hardware. However, any one of these functional elements may be provided in separate hardware.
　惰行制御開始実行部５１は、入力されるセンサ値に基づいて、所定の惰行制御開始条件を満たすか否かを判定する。惰行制御開始条件としては、例えば、アクセル開度が所定量以上低下した場合としてもよい。なお、惰行制御開始条件としては、これに限られず、種々の条件とすることができ、例えば、１以上のセンサ値がのエンジン１０が駆動輪に対して正の仕事をしない運転状態を示す場合を条件としてもよい。 The coasting control start execution unit 51 determines whether or not a predetermined coasting control start condition is satisfied based on the input sensor value. As the coasting control start condition, for example, the accelerator opening may be decreased by a predetermined amount or more. The coasting control start condition is not limited to this, and may be various conditions. For example, when the engine 10 having one or more sensor values indicates a driving state in which the driving wheel does not perform positive work on the driving wheel. As a condition.
　惰行制御開始実行部５１は、惰行制御開始条件を満たすと判定した場合には、惰行制御を開始する。すなわち、惰行制御開始実行部５１は、エンジン１０の回転数を所定の回転数（例えば、エンジン１０の通常（車両停止時）のアイドル回転数よりも低い回転数）に低下させる制御を行うとともに、油圧制御装置１８にクラッチ１１を断状態にさせるように制御する。 The coasting control start execution unit 51 starts coasting control when determining that the coasting control start condition is satisfied. That is, the coasting control start execution unit 51 performs control to reduce the rotational speed of the engine 10 to a predetermined rotational speed (for example, a rotational speed lower than the normal rotational speed of the engine 10 (when the vehicle is stopped)), and Control is performed to cause the hydraulic control device 18 to disengage the clutch 11.
　惰行制御終了実行部５２は、入力されるセンサ値に基づいて、所定の惰行制御終了条件を満たすか否かを判定する。惰行制御終了条件としては、例えば、アクセル開度が所定量以上増加した場合としてもよい。なお、惰行制御終了条件としては、これに限られず、種々の条件とすることができ、例えば、１以上のセンサ値がエンジン１０が駆動輪に対して正の仕事をしない運転状態が解消されたことを示す場合を条件としてもよい。 The coasting control end execution unit 52 determines whether or not a predetermined coasting control end condition is satisfied based on the input sensor value. As the coasting control end condition, for example, the accelerator opening may be increased by a predetermined amount or more. The coasting control end condition is not limited to this, and can be various conditions. For example, an operation state in which one or more sensor values do not cause the engine 10 to perform positive work on the drive wheels has been eliminated. This may be a condition.
　惰行制御終了実行部５２は、惰行制御終了条件を満たすと判定した場合には、惰行制御の終了処理、すなわち、エンジン１０の回転数を、例えば、変速機１２のインプットシャフトの回転数に合わせるように上昇させる制御を行うとともに、クラッチ制御部５２にクラッチ１１を接状態にさせるように制御する処理を実行する。 If the coasting control end execution unit 52 determines that the coasting control end condition is satisfied, the coasting control end process, that is, the rotational speed of the engine 10 is adjusted to, for example, the rotational speed of the input shaft of the transmission 12. And a process of controlling the clutch control unit 52 to bring the clutch 11 into the engaged state.
　惰行制御終了実行部５２は、惰行制御開始実行部５１により惰行制御が開始されてから所定時間（最短継続時間ともいう。）が経過するまで、上述の惰行制御の終了処理の実行を制限する。ここで、最短継続時間は、惰行制御開始実行部５１による制御により、クラッチ１１が完全に断状態となるまでの時間以上としてもよい。本実施形態では、惰行制御終了実行部５２は、惰行制御開始実行部５１により惰行制御が開始されてから最短継続時間が経過するまで、惰行制御終了条件を満たすか否かの判定を実行しないようにすることにより、惰行制御の終了処理の実行を制限している。なお、惰行制御が開始されてから最短継続時間が経過する前に惰行制御終了条件を満たすか否かの判定を実行しておき、最短継続時間が経過した後に惰行制御の終了処理を行うようにして、惰行制御の終了処理の実行を制限するようにしてもよい。 The coasting control end execution unit 52 limits the execution of the coasting control end process until a predetermined time (also referred to as the shortest duration) elapses after the coasting control start execution unit 51 starts coasting control. Here, the shortest duration may be equal to or longer than the time until the clutch 11 is completely disengaged by the control by the coasting control start execution unit 51. In the present embodiment, the coasting control end execution unit 52 does not perform the determination as to whether or not the coasting control end condition is satisfied until the shortest duration has elapsed since the coasting control start execution unit 51 started the coasting control. By doing so, the execution of coasting control end processing is restricted. The coasting control end condition is determined before the coasting control is started before the minimum duration has elapsed, and coasting control end processing is performed after the minimum duration has elapsed. Thus, execution of coasting control end processing may be limited.
　変速実行部５３は、アクセルペダルセンサ２２からのアクセル開度と、車速センサ２１からの車速とに基づいて、目標変速段を決定する。目標変速段を決定する方法としては、例えば、アクセル開度及び車速に対応する好適な変速段を規定する変速マップを予め変速実行部５３に記憶させておき、アクセルペダルセンサ２２からのアクセル開度及び車速センサ２１からの車速とに基づいて変速マップを参照することにより、最適な変速段を特定し、この最適な変速段を目標変速段として決定する方法がある。なお、目標変速段を決定する方法としては、これに限られず任意の方法を用いることができる。また、車両１の運転者による図示しないシフトレバーの操作に対応する変速段を目標変速段としてもよい。 The gear shift execution unit 53 determines a target gear position based on the accelerator opening from the accelerator pedal sensor 22 and the vehicle speed from the vehicle speed sensor 21. As a method for determining the target shift speed, for example, a shift map that prescribes a suitable shift speed corresponding to the accelerator opening and the vehicle speed is stored in the shift execution unit 53 in advance, and the accelerator opening from the accelerator pedal sensor 22 is stored. In addition, there is a method of identifying an optimum shift stage by referring to a shift map based on the vehicle speed from the vehicle speed sensor 21 and determining the optimum shift stage as a target shift stage. The method for determining the target shift speed is not limited to this, and any method can be used. Further, a shift speed corresponding to an operation of a shift lever (not shown) by the driver of the vehicle 1 may be set as the target shift speed.
　変速実行部５３は、現在の変速段が、決定した目標変速段と異なる場合に、変速機１２の変速段を切り替える制御を行う。なお、本実施形態では、最短継続時間中において、現在の変速段が、決定した目標変速段と異なることを検出した場合には、惰行制御終了実行部５２により、クラッチを接状態にする制御の実行が開始される前に、変速段を切り替える制御を行う。このようにすると、最短継続期間中にすでにクラッチが断状態となっているので、変速段を切り替える制御のために、改めてクラッチを断状態とする必要がない。このため、クラッチ接の状態からクラッチを断状態にするとともに変速段を抜く際に発生してしまうショックが発生することがない。これにより、変速時のショックの発生を低減することができる。 The shift execution unit 53 performs control to switch the shift stage of the transmission 12 when the current shift stage is different from the determined target shift stage. In the present embodiment, when it is detected that the current shift stage is different from the determined target shift stage during the shortest duration, the coasting control end execution unit 52 performs control for bringing the clutch into an engaged state. Before the execution is started, control for switching the gear position is performed. In this way, since the clutch is already in the disengaged state during the shortest duration, it is not necessary to again disengage the clutch for the control to switch the gear position. For this reason, there is no occurrence of a shock that occurs when the clutch is disengaged from the clutch-engaged state and the gear position is released. As a result, the occurrence of shock at the time of shifting can be reduced.
　次に、本開示の一実施形態に係る車両制御処理について説明する。 Next, a vehicle control process according to an embodiment of the present disclosure will be described.
　図３は、本開示の一実施形態に係る車両制御処理のフローチャートである。 FIG. 3 is a flowchart of a vehicle control process according to an embodiment of the present disclosure.
　この車両制御処理は、例えば、エンジン１０の始動（イグニッションスイッチのキースイッチＯＮ）と同時に開始される。 This vehicle control process is started, for example, at the same time as starting the engine 10 (ignition switch key switch ON).
　惰行制御開始実行部５１は、車両の状態が惰行制御開始条件に合致するか否かを判定する（Ｓ１０）。この結果、車両の状態が惰行制御開始条件に合致しない場合には、惰行制御開始実行部５１は、ステップＳ１０の処理を繰り返す（Ｓ１０：ＮＯ）。 The coasting control start execution unit 51 determines whether or not the state of the vehicle matches the coasting control start condition (S10). As a result, when the state of the vehicle does not match the coasting control start condition, the coasting control start execution unit 51 repeats the process of step S10 (S10: NO).
　一方、車両の状態が惰行制御開始条件に合致する場合（Ｓ１０：ＹＥＳ）には、惰行制御開始実行部５１は、惰行制御を開始する（Ｓ１１）。具体的には、惰行制御実行部５１は、エンジン１０の回転数を所定の回転数（例えば、エンジン１０のアイドル回転数よりも低い回転数）に低下させる制御を行うとともに、油圧制御装置１８にクラッチ１１を断状態にさせるように制御する。この結果、エンジン１０における燃料消費を適切に低減することができる。 On the other hand, when the state of the vehicle matches the coasting control start condition (S10: YES), the coasting control start execution unit 51 starts coasting control (S11). Specifically, the coasting control execution unit 51 performs control to reduce the rotational speed of the engine 10 to a predetermined rotational speed (for example, a rotational speed lower than the idle rotational speed of the engine 10), and controls the hydraulic control device 18. Control is performed so that the clutch 11 is disengaged. As a result, fuel consumption in the engine 10 can be appropriately reduced.
　次いで、惰行制御終了実行部５２は、惰行制御が開始されてから所定時間（最短継続時間）経過しているか否かを判定する（Ｓ１２）。この結果、最短継続時間を経過していない場合（Ｓ１２：ＮＯ）には、惰行制御終了実行部５２は、惰行制御の状態を維持し、ステップＳ１２の処理を繰り返す。 Next, the coasting control end execution unit 52 determines whether or not a predetermined time (shortest duration) has elapsed since the coasting control was started (S12). As a result, when the shortest duration has not elapsed (S12: NO), the coasting control end execution unit 52 maintains the coasting control state and repeats the process of step S12.
　一方、最短継続時間を経過している場合（Ｓ１２：ＹＥＳ）には、惰行制御終了実行部５２は、車両の状態が惰行制御終了条件に合致するか否かを判定する（Ｓ１３）。この結果、車両の状態が惰行制御終了条件に合致しない場合（Ｓ１３：ＮＯ）には、惰行制御終了実行部５２は、惰行制御の状態を維持し、ステップＳ１３の処理を繰り返す。 On the other hand, when the shortest duration has elapsed (S12: YES), the coasting control end execution unit 52 determines whether or not the state of the vehicle matches the coasting control end condition (S13). As a result, when the state of the vehicle does not match the coasting control end condition (S13: NO), the coasting control end execution unit 52 maintains the state of coasting control and repeats the process of step S13.
　一方、車両の状態が惰行制御終了条件に合致する場合（Ｓ１３：ＹＥＳ）には、惰行制御終了実行部５２は、変速実行部５３による変速処理の実行に制御を移す。この場合、変速実行部５３は、最短継続時間中に、現在の変速段が、決定した目標変速段と異なることを検出している場合には、変速段を切り替える制御を行い、その後、制御を惰行制御終了実行部５２に戻す（Ｓ１４）。この時点においては、クラッチ１１は完全に断状態となっているので、変速段の切り替え時には、ショックがほとんど発生しない。なお、現在の変速段が、決定した目標変速段と異ならない場合には、変速実行部５３は、すぐに制御を惰行制御終了実行部５２に戻す。 On the other hand, when the state of the vehicle matches the coasting control end condition (S13: YES), the coasting control end execution unit 52 shifts the control to the execution of the shift process by the shift execution unit 53. In this case, when the shift execution unit 53 detects that the current shift stage is different from the determined target shift stage during the shortest duration, the shift execution unit 53 performs control to switch the shift stage, and then performs control. The process returns to the coasting control end execution unit 52 (S14). At this time, the clutch 11 is completely disengaged, so that almost no shock is generated when the gear position is changed. If the current shift speed is not different from the determined target shift speed, the shift execution section 53 immediately returns control to the coasting control end execution section 52.
　惰行制御終了実行部５２は、変速実行部５３から制御を戻されると、惰行制御終了処理を行う（Ｓ１５）。惰行制御終了処理においては、惰行制御終了実行部５２は、エンジン１０の回転数を、例えば変速機１２のインプットシャフトの回転数に合わせるように上昇させる制御を開始するとともに、油圧制御装置１８にクラッチ１１を接状態にさせるように制御する。これにより、変速機１２が目標変速段となった状態で、クラッチ１１が接状態となる。 The coasting control end execution unit 52 performs coasting control end processing when the control is returned from the shift execution unit 53 (S15). In the coasting control end process, the coasting control end execution unit 52 starts control to increase the rotational speed of the engine 10 so as to match the rotational speed of the input shaft of the transmission 12, for example, and causes the hydraulic control device 18 to 11 is controlled to be in a contact state. As a result, the clutch 11 is brought into the engaged state in a state where the transmission 12 is at the target shift stage.
　次に、本開示の一実施形態に係る車両制御装置による作用効果について説明する。 Next, functions and effects of the vehicle control device according to an embodiment of the present disclosure will be described.
　図４は従来例に係る車両制御装置による制御のタイミングチャートである。図５は、本開示の一実施形態に係る車両制御装置による制御のタイミングチャートである。 FIG. 4 is a timing chart of control by the vehicle control device according to the conventional example. FIG. 5 is a timing chart of control by the vehicle control device according to an embodiment of the present disclosure.
　従来例に係る車両制御装置においては、時刻Ｔ０に惰行制御が開始されると、クラッチ１１を断状態にするように制御が開始される。ここで、惰行制御が開始された直後の時刻Ｔ１において、車両の状態が惰行制御終了条件に合致するようになったものとし、また、変速実行部５３は、目標変速段（目標ギア）を３速から２速に変えたものとする。 In the vehicle control device according to the conventional example, when coasting control is started at time T0, control is started so that the clutch 11 is disengaged. Here, at the time T1 immediately after the coasting control is started, it is assumed that the state of the vehicle matches the coasting control end condition, and the shift execution unit 53 sets the target gear stage (target gear) to 3 It is assumed that the speed is changed from 2nd speed.
　時刻Ｔ１においては、クラッチ１１は、完全には断状態になっていない。 At time T1, the clutch 11 is not completely disconnected.
　この場合には、直ちに惰行制御を終了する処理が行われる。すなわち、クラッチ１１を接状態にする処理が開始される。 In this case, the coasting control is immediately terminated. That is, the process for bringing the clutch 11 into the engaged state is started.
　時刻Ｔ２において、クラッチ１１が完全に接状態となり、目標変速段が変わっており変速をする必要があるので、その時点からクラッチ１１を断状態にする制御が開始され、時刻Ｔ３において、クラッチ１１が完全に断状態となる。時刻Ｔ２においては、クラッチ１１には、エンジン１０と駆動輪とを接続することによるトルクが発生しており、クラッチ１１を断状態にする際には、このトルクの影響により、ショックが発生する。また、クラッチ１１が完全に断状態となっていない時点（時刻Ｔ３より前）に、変速段の切り替えを開始するようにすると、変速段を抜く場合にショックが発生する。 At time T2, the clutch 11 is completely engaged, and the target gear stage has changed and it is necessary to shift. Therefore, control for disengaging the clutch 11 is started from that point, and at time T3, the clutch 11 is disengaged. Completely disconnected. At time T2, torque is generated in the clutch 11 by connecting the engine 10 and the drive wheels, and when the clutch 11 is disengaged, a shock is generated due to the influence of this torque. In addition, if the shift stage is started at a time point (before time T3) when the clutch 11 is not completely disengaged, a shock occurs when the shift stage is pulled out.
　変速段の切り替えが終了した時点（時刻Ｔ３）からクラッチ１１を接状態にする制御が開始されて、時刻Ｔ４において、クラッチが完全に接状態となり、変速が完了する。 The control to bring the clutch 11 into the engaged state is started from the time when the change of the gear position is completed (time T3), and at the time T4, the clutch is completely in the engaged state, and the shift is completed.
　このように、従来例に係る車両制御装置においては、惰行制御を終了した直後における変速時に、ショックが発生する。 Thus, in the vehicle control device according to the conventional example, a shock is generated at the time of shifting immediately after the coasting control is finished.
　一方、本実施形態に係る車両制御装置においては、時刻Ｔ０に惰行制御が開始されると、クラッチ１１を断状態にする制御が開始される。ここで、惰行制御が開始された直後の時刻Ｔ１において、車両の状態が惰行制御終了条件に合致するようになったものとし、また、変速実行部５３は、目標変速段（目標ギア）を３速から２速に変えたものとする。 On the other hand, in the vehicle control device according to the present embodiment, when coasting control is started at time T0, control for disengaging the clutch 11 is started. Here, at the time T1 immediately after the coasting control is started, it is assumed that the state of the vehicle matches the coasting control end condition, and the shift execution unit 53 sets the target gear stage (target gear) to 3 It is assumed that the speed is changed from 2nd speed.
　本実施形態に係る車両制御装置においては、惰行制御が開始された時刻Ｔ０から最短継続時間が経過した時刻Ｔ５になるまでの間は、惰行制御を終了する処理（クラッチを接状態にする処理と、エンジン回転数を上昇させる処理）が制限される。時刻Ｔ５においては、クラッチ１１は、完全に断状態となる。 In the vehicle control device according to the present embodiment, the process of ending coasting control (the process of bringing the clutch into an engaged state) until the time T5 when the shortest duration has elapsed from the time T0 when the coasting control was started. The process of increasing the engine speed) is limited. At time T5, the clutch 11 is completely disengaged.
　そして、最短継続時間が経過した時刻Ｔ５において、車両の状態が惰行制御終了条件に合致すると判定されると、惰行制御の終了処理によりクラッチ１１を接状態にする前に、変速実行部５３による変速段の切り替えが実行される。この時点においては、クラッチ１１は完全に断状態となっているので、変速実行部５３による変速段の切り替えが行われてもショックはほとんど発生しない。 Then, at time T5 when the shortest duration has elapsed, if it is determined that the state of the vehicle matches the coasting control end condition, the shift execution unit 53 performs the shift before the clutch 11 is brought into the engaged state by the coasting control end processing. Stage switching is performed. At this time, the clutch 11 is completely disengaged, so that even when the gear shift execution unit 53 switches the gear position, the shock hardly occurs.
　そして、変速実行部５３による変速段の切り替えが行われた時点（時刻Ｔ５）からクラッチ１１を接状態にする処理が開始される。この結果、本実施形態では、従来例で変速が完了した時刻Ｔ４よりも早い時刻Ｔ６において、クラッチが完全に接状態となり、変速が完了する。 Then, the process of bringing the clutch 11 into the engaged state is started from the time (time T5) when the shift stage is switched by the shift execution unit 53. As a result, in this embodiment, the clutch is completely engaged at time T6 earlier than time T4 at which the shift is completed in the conventional example, and the shift is completed.
　このように、本実施形態に係る車両制御装置によると、惰行制御が開始されてから最短継続時間が経過するまで惰行制御を継続するようにしているので、惰行制御の終了時に変速を行う場合において改めてクラッチを断状態とする必要がなく、変速に係るショックの発生を低減することができる。また、従来よりも早期に変速を完了することができる。 As described above, according to the vehicle control device according to the present embodiment, the coasting control is continued until the minimum duration time has elapsed since the coasting control was started. There is no need to disengage the clutch again, and the occurrence of shocks related to shifting can be reduced. Further, the shift can be completed earlier than in the past.
　なお、本開示は、上述の実施形態に限定されるものではなく、本開示の趣旨を逸脱しない範囲で、適宜変形して実施することが可能である。 It should be noted that the present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.
　例えば、上記実施形態では、ＡＭＴを例に説明していたが、本開示はこれに限られず、自動でクラッチを断接することができれば、トランスミッションは、他の方式の自動式トランスミッション（例えば、トルクコントローラ式トランスミッション）であってもよい。 For example, in the above-described embodiment, the AMT has been described as an example. However, the present disclosure is not limited thereto, and the transmission may be another type of automatic transmission (for example, a torque controller) as long as the clutch can be automatically connected and disconnected. Type transmission).
　本出願は、2015年03月26日付で出願された日本国特許出願（特願2015-063952）に基づくものであり、その内容はここに参照として取り込まれる。 This application is based on a Japanese patent application (Japanese Patent Application No. 2015-063952) filed on March 26, 2015, the contents of which are incorporated herein by reference.
　本開示の車両制御装置は、変速を行う際のショックの発生を低減することに利用できる。 The vehicle control device of the present disclosure can be used to reduce the occurrence of a shock when performing a shift.
　１　車両
　１０　エンジン
　１１　クラッチ
　１２　変速機
　１３　プロペラシャフト
　１４　差動装置
　１５　ドライブシャフト
　５０　ＥＣＵ
　５１　惰行制御開始実行部
　５２　惰行制御終了実行部
　５３　変速実行部 1 Vehicle 10 Engine 11 Clutch 12 Transmission 13 Propeller Shaft 14 Differential Device 15 Drive Shaft 50 ECU
51 coasting control start execution unit 52 coasting control end execution unit 53 shift execution unit

Claims (6)

  1. 　所定の惰行制御開始条件を充足する際に、クラッチを断状態にするとともにエンジン回転数を低下させて惰行制御を開始する惰行制御開始実行手段と、
    　前記惰行制御を開始してから所定時間が経過するまで、エンジン回転数を上昇させるとともに前記クラッチを接状態にさせる惰行制御の終了処理の実行を制限する惰行制御終了実行手段と、を有する
    　車両制御装置。     Coasting control start execution means for starting coasting control by setting the clutch disengaged and lowering the engine speed when satisfying a predetermined coasting control start condition;
    Coasting control end execution means for restricting execution of coasting control end processing for increasing the engine speed and bringing the clutch into contact state until a predetermined time has elapsed since the coasting control was started. apparatus.
  2. 　前記惰行制御終了実行手段は、前記惰行制御を開始してから所定時間が経過するまで、前記惰行制御の終了処理を実行する条件である所定の惰行制御終了条件の充足を判定しない
    請求項１に記載の車両制御装置。     The coasting control end execution means does not determine whether a predetermined coasting control end condition that is a condition for executing the coasting control end process is satisfied until a predetermined time elapses after the coasting control is started. The vehicle control device described.
  3. 　前記惰行制御終了実行手段は、前記惰行制御の終了処理を実行する条件である所定の惰行制御終了条件を充足することを検知した場合であっても、前記惰行制御を開始してから所定時間が経過するまで、前記惰行制御の終了処理の実行を待機する請求項１に記載の車両制御装置。 Even when the coasting control end execution means detects that the predetermined coasting control end condition, which is a condition for executing the coasting control end process, is satisfied, a predetermined time period from the start of the coasting control The vehicle control device according to claim 1, wherein the vehicle control device waits for the execution of the coasting control end process until a lapse.
  4. 　前記所定時間は、前記惰行制御開始実行手段によるクラッチが完全に断状態となるまでの時間以上である請求項１から３の何れか一項に記載の車両制御装置。 The vehicle control device according to any one of claims 1 to 3, wherein the predetermined time is equal to or longer than a time until the clutch is completely disengaged by the coasting control start execution means.
  5. 　前記惰行制御終了実行手段によって前記クラッチの接状態となるまでに、所定の変速段に切り替える変速実行手段をさらに有する請求項１から４の何れか一項に記載の車両制御装置。 The vehicle control device according to any one of claims 1 to 4, further comprising a shift execution unit that switches to a predetermined shift stage before the coasting control end execution unit is engaged with the clutch.
  6. 　所定の惰行制御開始条件を充足する際に、クラッチを断状態にするとともにエンジン回転数を低下させて惰行制御を開始し、
    　前記惰行制御を開始してから所定時間が経過するまで、エンジン回転数を上昇させるとともに前記クラッチを接状態にさせる惰行制御の終了処理の実行を制限する、
    　車両の制御方法。     When a predetermined coasting control start condition is satisfied, the clutch is disengaged and the engine speed is decreased to start coasting control.
    Limiting the execution of coasting control end processing for increasing the engine speed and bringing the clutch into contact state until a predetermined time has elapsed since the coasting control was started.
    Vehicle control method.
PCT/JP2016/057920 2015-03-26 2016-03-14 Vehicle control device and vehicle control method WO2016152607A1 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006342832A (en) * 2005-06-07 2006-12-21 Isuzu Motors Ltd Controller and control method for running body
JP2008106829A (en) * 2006-10-24 2008-05-08 Toyota Motor Corp Speed-change controller for automatic transmission for vehicle
JP2012031942A (en) * 2010-07-30 2012-02-16 Isuzu Motors Ltd Coasting control device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006342832A (en) * 2005-06-07 2006-12-21 Isuzu Motors Ltd Controller and control method for running body
JP2008106829A (en) * 2006-10-24 2008-05-08 Toyota Motor Corp Speed-change controller for automatic transmission for vehicle
JP2012031942A (en) * 2010-07-30 2012-02-16 Isuzu Motors Ltd Coasting control device

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