JP6376174B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to control during coasting in a vehicle including an idle stop mechanism.

  Conventionally, in a vehicle where the shift position is traveling in the D range (drive range), when the accelerator opening and the brake depression amount are both “0” for a certain period of time, the automatic transmission is coasted with the neutral state. Has been proposed (for example, Patent Document 1).

  In Patent Document 1, when the accelerator opening degree and the brake depression amount are both “0” for a certain time during traveling in the D range, the automatic transmission is set to the neutral state and the engine is set to the idle state. A control technique is disclosed. By executing such control, it is possible to prevent the driver from feeling excessive deceleration.

JP2013-204684A

  However, further improvement in fuel efficiency is required for vehicles, and more detailed control technology is required for coasting.

  On the other hand, in the technique proposed in Patent Document 1, when the engine is in an idle state when the coasting condition is satisfied, the state where there is no reacceleration request or engine brake request from the driver continues for a long time. When this happens, fuel consumption will deteriorate. Therefore, the technique proposed in Patent Document 1 has a problem from the viewpoint of improving fuel consumption.

  The present invention has been made to solve the above problem, and an object of the present invention is to provide a vehicle control device that can further improve fuel efficiency during coasting.

  The vehicle control method according to one aspect of the present invention is controlled by a vehicle including an engine and an automatic transmission provided in a power transmission path between the engine and wheels.

The vehicle control apparatus according to this aspect first performs control in the first coast mode when a predetermined coasting condition is satisfied while the vehicle is traveling, and then the speed change of the vehicle is less than a predetermined value. When the mode transition condition that the state has continued for a predetermined period is established, the control shifts to the control in the second coast mode, and when the control in the second coast mode is executed, the predetermined return condition (the second coast condition) When the condition for returning from mode driving) is satisfied, the engine is restarted and the automatic transmission is engaged.

  The first coast mode is a control mode in which the engine is in an idle state and the automatic transmission is in a neutral state while the vehicle is running.

  The second coast mode is a control mode in which the engine is in an idle stop state while maintaining the neutral state of the automatic transmission.

  In the vehicle control apparatus according to this aspect, when the control in the first coast mode is being executed, if the mode shift condition is satisfied, the control shifts to the control in the second coast mode in which the engine is in the idle stop state. . Thereby, compared with the case where an engine is maintained in an idle state, the improvement of a fuel consumption can be aimed at further.

  Further, during coasting, the transition from the first coast mode to the second coast mode is performed when the mode transition condition that the state where the vehicle speed change is less than a predetermined value continues for a predetermined period is satisfied. Thereby, it is possible to suppress the driver from feeling unnecessary anxiety and discomfort. That is, when the speed change is large, particularly when the engine speed is greatly increased, and the engine is in an idle stop state, the driver feels uneasy, but in this aspect, in such a case, Control in the first coast mode in which the engine is in an idle state is continuously executed. Therefore, it is possible to suppress the driver from feeling unnecessary anxiety and discomfort.

  Therefore, in the vehicle control device according to this aspect, it is possible to improve fuel efficiency during coasting while suppressing the driver from feeling unnecessary anxiety and discomfort.

  In the vehicle control device according to another aspect of the present invention, in the above configuration, the control device is configured such that when the vehicle is turning, a lateral G applied to the vehicle is a predetermined value or more, or a steering angle is a predetermined value. In the case described above, the control in the first coast mode is continuously executed even if the mode transition condition is satisfied.

  In the vehicle control device according to this aspect, when the vehicle is turning under the above conditions, the control in the first coast mode is continued. This is considered that if the lateral G is greater than or equal to a predetermined value or the steering angle is greater than or equal to a predetermined value, the driver is likely to use the engine brake next time or turn on the accelerator. For this reason, in this aspect, it is possible to achieve both high responsiveness and improved fuel consumption by suppressing the transition to the second coast mode and continuing the engine idle state.

  In the vehicle control device according to another aspect of the present invention, in the above configuration, the vehicle further includes switching means capable of switching between execution and non-execution of idle stop control, and the control device includes the switching When the non-execution is selected by the means, the transition to the second coast mode is suppressed even if the mode transition condition is satisfied.

  In the vehicle control device according to this aspect, when the driver selects non-execution of the idle stop control, the transition to the second coast mode is suppressed, and the driver's intention is respected. As a result, it is possible to prevent the driver from feeling uncomfortable during coasting.

  In this aspect, the transition to the second coast mode is not necessarily prohibited. For example, it may be possible to delay the switching from the first coast mode to the second coast mode as compared with the case where execution of idle stop is selected, or the transition to the second coast mode until the speed change becomes larger. It may be said that delays.

  Further, in the vehicle control device according to another aspect of the present invention, in the above configuration, when the non-implementation is selected by the switching unit, the control device may satisfy the mode transition condition, The control in the first coast mode is continuously executed. In this way, when non-execution of idle stop is selected by the switching means, if the transition to the second coast mode is prohibited and the control in the first coast mode is continued, the driver feels uneasy. It is possible to reliably suppress feeling uncomfortable.

  In the vehicle control apparatus according to another aspect of the present invention, in the above configuration, the predetermined coasting condition is that a shift position is a manual shift range (M range) and cruise control is off. Including at least one of the conditions. As described above, even when the shift position is in the M range or the cruise control is in an off state, by performing the control in the first coast mode and the second coast mode by satisfying the predetermined condition, It becomes possible to improve fuel consumption.

  In the vehicle control device according to another aspect of the present invention, in the above configuration, the vehicle further detects an exhaust purification device provided in an exhaust path from the engine, and a temperature of the exhaust purification device. Temperature detection means, and the predetermined value relating to the speed change of the vehicle is set to be larger as the detected temperature detected by the temperature detection means is lower. Thus, when the temperature of the exhaust purification device is low, it is possible to suppress the transition from the first coast mode (the engine is in an idle state) to the second coast mode (the engine is in an idle stop state). It can be maintained at high efficiency and is excellent from the viewpoint of reducing environmental load. That is, by maintaining the engine in an idle state, it is possible to maintain the exhaust purification action within the catalyst activation temperature range by suppressing the further decrease in the temperature of the exhaust purification device, thereby reducing the efficiency of exhaust purification. Can be suppressed.

  According to another aspect of the present invention, there is provided a control apparatus for a vehicle, wherein the vehicle further includes an exhaust purification device provided in an exhaust path from the engine, and a temperature detection for detecting a temperature of the exhaust purification device. And the predetermined period relating to the speed change of the vehicle is set longer as the detected temperature detected by the temperature detecting means is lower. Also in this aspect, exhaust purification can be maintained with high efficiency, which is excellent from the viewpoint of reducing environmental load.

  In the vehicle control device according to each of the above aspects, it is possible to further improve fuel efficiency during coasting.

1 is a schematic block diagram illustrating a configuration related to control of a vehicle 1 according to a first embodiment of the present invention. 3 is a flowchart showing a method for coasting control in the vehicle 1. It is a flowchart which shows the determination method of coast driving conditions. It is a flowchart which shows the determination method of the return conditions from coast driving | running | working. It is a timing chart which shows the transition timing to the 2nd coast mode from the 1st coast mode in case M range is selected. It is a timing chart which shows the state of coast driving in case the D range is selected. It is a schematic diagram which shows the prescription | regulation method about the vehicle speed change of the vehicle 1 in step S7, (a) is an example which prescribes | regulates using the difference of the maximum value and minimum value of the vehicle speed change in a period, (b) is a period. The example which prescribes | regulates the vehicle speed change of the vehicle 1 in inside using the difference calculated from a regression line is shown. It is a part of flowchart which shows the method of the coast running control which concerns on 2nd Embodiment of this invention. It is a part of flowchart which shows the method of the coast running control which concerns on 3rd Embodiment of this invention. (A) is a table which shows the transition conditions to the 2nd coast mode which concerns on 4th Embodiment of this invention, (b) is the transition conditions to the 2nd coast mode which concerns on 5th Embodiment of this invention. (C) is a table which shows the conditions for shifting to the second coast mode according to the sixth embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The form described below is one embodiment of the present invention, and the present invention is not limited to the following form except for the essential configuration.

[First Embodiment]
1. System Configuration A system configuration of a vehicle according to the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, a vehicle 1 according to this embodiment includes an engine 11 as a power source and an automatic transmission 12 provided in a power transmission path between the engine 11 and wheels (not shown). And a control unit 10 that executes control of the engine 11 and the automatic transmission 12.

  Further, the vehicle 1 includes an accelerator opening sensor 13, a vehicle speed sensor 14, a wheel speed sensor 15, a brake depression amount sensor 16, a gradient sensor 17, a range sensor 18, an exhaust purification device temperature sensor 19, an idle stop switch 20, a cruise control. A switch 21, a vehicle lateral G sensor 22, and a steering angle sensor 23 are provided.

  In FIG. 1, the exhaust purification device is not shown, but is provided in the exhaust path from the engine 11. The exhaust purification device temperature sensor 19 detects the temperature of the exhaust purification device.

  The control unit 10 which is a control device includes an accelerator opening sensor 13, a vehicle speed sensor 14, a wheel speed sensor 15, a brake depression amount sensor 16, a gradient sensor 17, a range sensor 18, an exhaust purification device temperature sensor 19, an idle stop switch 20, Upon receiving signals from the cruise control switch 21, the vehicle lateral G sensor 22 and the steering angle sensor 23, the engine 11 and the automatic transmission 12 are controlled.

2. Coast Travel Control in Vehicle 1 Coast travel control when the vehicle 1 is traveling will be described with reference to FIGS. FIG. 2 is a flowchart showing a flow executed by the control unit 10 in coasting driving control, FIG. 3 is a flowchart showing a method of determining coasting driving conditions, and FIG. 4 is a determination of return conditions from coasting driving. 3 is a flowchart illustrating a method.

  First, as shown in FIG. 2, the control unit 10 starts reading signals from the sensors 13 to 19, 22, 23 and the switches 20, 21 (step S1). Next, the control unit 10 determines whether or not the coasting condition is satisfied (step S2). A method for determining whether or not the coast running condition is satisfied will be described later.

  When it is determined that the coasting condition is not satisfied (step S2: No), the process returns. On the other hand, when it is determined that the coasting condition is satisfied (step S2: Yes), the flag F is set to “0” next. It is determined whether or not there is (step S3). The determination of the flag F is for determining whether or not the control in the second coast mode described later is being executed. For this reason, when the flag F is set to “1” instead of “0” (step S3: No), control in the second coast mode is executed (step S5).

  Here, the second coast mode is a control mode in which the automatic transmission 12 is in the neutral state and the engine 11 is in the idle stop state.

  If the flag F is set to “0” (step S3: Yes), it is next determined whether the shift position is in the M (manual shift) range or the D (automatic shift) range (step S3). S4). When it is determined that the shift position is not the M range but the D range (step S4: No), the control in the second coast mode is executed (step S5). That is, in the present embodiment, when the flag F is set to “1” (step S3: No), or when the shift position is in the D range (step S4: No), the time is not increased and the time immediately passes. The engine 11 is set in an idle stop state.

  On the other hand, when it is determined that the shift position is in the M range (step S4: Yes), control in the first coast mode is executed (step S6).

  Here, the first coast mode is a control mode in which the automatic transmission 12 is in the neutral state and the engine 11 is in the idle state. In the control in the first coast mode, the rotational speed Ne of the engine 11 is, for example, about 500 to 650 rpm.

  When the control unit 10 executes the control in the first coast mode and the vehicle speed change in the vehicle 1 is less than the predetermined value for a predetermined period (when the mode transition condition is satisfied) (step S7). : Yes), after confirming that the lateral G applied to the vehicle is less than the predetermined value, the steering angle is less than the predetermined value (step S8: Yes), and that the idle stop switch is in the “ON” state (step S9: Yes), the mode is shifted to the second coast mode (step S10). That is, in this embodiment, even if the shift position is in the M range, if the predetermined condition is satisfied, the engine 11 is shifted to the second coast mode in the idle stop state.

  The control unit 10 sets the flag F to “1” (step S11) by shifting to the second coast mode (step S10).

  Note that if any of the determinations in step S7 to step S9 is "No", the process returns.

  Next, after setting the flag F to “1” (step S11), the control unit 10 determines whether or not a return condition from coasting is satisfied (step S12). The return condition from coasting will be described later.

  If it is determined that the return condition is not satisfied (step S12: No), the process is returned and the control in the second coast mode in step S5 is continued.

  On the other hand, when it is determined that the predetermined return condition is satisfied (step S12: Yes), the engine 11 is restarted (step S13), the automatic transmission 12 is set to the engaged state (step S14), and the flag F is set to “ It is reset to 0 ″ (step S15). And it will be returned.

  The control unit 10 according to the present embodiment executes the coast running control as described above.

2-1. Determination of Coast Travel Conditions A method for determining coast travel conditions will be described with reference to FIG.

  As shown in FIG. 3, the control unit 10 according to the present embodiment determines at least the following five conditions to determine whether the coasting condition is satisfied or not (step S2 in FIG. 2).

(Condition 1) Shift position is D range or M range (step S21)
(Condition 2) The accelerator opening is less than a predetermined value (step S22).
(Condition 3) The amount of brake depression is less than a predetermined value (step S23)
(Condition 4) The vehicle speed is equal to or higher than a predetermined value (step S24).
(Condition 5) Climbing slope is less than predetermined (step S25)
When it is determined that all the above five conditions are satisfied (step S21 to step S25: Yes), it is determined that the coast condition is satisfied (step S26). Then, the process proceeds to step S3 in FIG.

  On the other hand, if it is determined that even one of the above five conditions is not satisfied, it is determined that the coast condition is not satisfied (step S27). In this case, the process is returned in the flowchart of FIG.

  Of the above conditions, the accelerator position is determined based on an input signal from the accelerator position sensor 13. In the above (Condition 2), the accelerator opening is set to “less than a predetermined value” when the driver takes his foot off the accelerator and the accelerator opening is “0”. It means that a small accelerator opening can be confirmed by putting it on, but it also includes a state in which it is determined that the accelerator is not actually depressed. For the same reason, the brake depression amount in (Condition 3) is set to “less than a predetermined value”.

  Further, “the climb slope is less than a predetermined value” in the above (Condition 5) means that the vehicle 1 is traveling on a downhill or a flat road.

2-2. Determination of return condition from coasting The method for determining the return condition from coasting will be described with reference to FIG.

  As shown in FIG. 4, the control unit 10 determines at least the following four conditions and determines whether or not the return condition from coasting is satisfied (step S12 in FIG. 2).

(Condition 1) Accelerator opening is not less than a predetermined value (step S121)
(Condition 2) The brake depression amount is a predetermined value or more (step S122).
(Condition 3) The vehicle speed is less than a predetermined value (step S123)
(Condition 4) Climbing slope is not less than a predetermined value (step S124)
If it is determined that at least one of the above four conditions is satisfied, it is determined that a return condition from coasting is satisfied (step S125). And it progresses to step S13 of FIG. 2 (the engine 11 is restarted).

  On the other hand, when it is determined that all of the above four conditions are not satisfied, it is determined that the return condition from coasting is not satisfied (step S126). In this case, the process is returned in the flowchart of FIG. 2 while maintaining the execution of the control in the second coast mode.

  Note that the term “above a predetermined value” in the above (Condition 1) and the term “above a predetermined value” in the above (Condition 2) It means the state where the brake is stepped on. Further, “the climb slope is not less than a predetermined value” in (Condition 4) means that the vehicle 1 is traveling on the climb slope.

3. Changes in the engine speed Ne during coasting and changes in the state of the automatic transmission A specific example of the change in engine speed Ne during coasting and the state change of the automatic transmission will be described with reference to FIGS. 5 and 6. To do.

3-1. When the Shift Position is in the M Range A change in the engine speed Ne and a change in the state of the automatic transmission when the shift position is in the M range (step S4: Yes in FIG. 2) will be described with reference to FIG.

As shown in FIG. 5, at time t _1, the control in the first coast mode execution begins. Specifically, the rotational speed of the engine 11 is decreased from the rotational speed Ne ₂ to the rotational speed Ne ₁ , and the automatic transmission 12 is changed from the engaged state to the neutral state. Engine speed gradually decreases from the time _{t 1,} the rotation speed at the time point _{t 3} Ne ₁ (idle speed: 500~650rpm) become. For even the automatic transmission 12, it moves at the time t ₂ to the neutral state.

Then, the control unit 10 activates the timer from the time t _3, by the timer is up at time t _4, the vehicle speed change in the vehicle 1 is a state of less than the predetermined value is determined to have continued for a predetermined period (in FIG. 2 Step S7: Yes). Then, the control unit 10 starts to reduce the rotational speed of the engine 11 from the rotational speed Ne ₁ to “0” at the time point t ₄ . That is, the engine 11 is shifted from the idle state in the first coast mode to the idle stop state in the second coast mode (step S11 in FIG. 2). Engine 11 is, at time _{t 5,} the idle stop state of the rotational speed "0 rpm".

Subsequently, at time t _6, when the return condition from the coast traveling is satisfied (step of FIG. 2 S12: Yes), the engine 11 is returned from the idle stop state to the drive state (step S13 in FIG. 2) Then, the automatic transmission 12 is returned from the neutral state to the engaged state (step S14 in FIG. 2). Engine speed Ne, returns the at _{t 8} the rotational speed Ne _2, the automatic transmission 12, and returns to the engaged state at time _{t 7.}

  As described above, the coasting control and the return operation when the shift position is in the M range are completed.

3-2. When the Shift Position is in the D Range A change in the engine speed Ne and a state change in the automatic transmission when the shift position is in the D range (step S4: No in FIG. 2) will be described with reference to FIG.

As shown in FIG. 6, when the shift position is the D range (step of FIG. 2 S4: No), at time t _11, if the coast traveling condition is determined to be satisfied, immediately at the second coast mode Control is executed (step S5 in FIG. 2). That is, the engine 11, the rotational speed Ne (the shift to the idle stop state) dropped on "0 rpm" from the rotation speed Ne _2, shifts the automatic transmission 12 from the engaged state to the neutral state. In this case, the engine speed Ne is gradually decreased from the time _{t 11,} the "0 rpm" at time _{t 13.} The automatic transmission 12 shifts in time _{t 12} to the neutral state.

  When the shift position is in the D range, the control in the second coast mode in which the engine 11 is in the idle stop state is continuously executed until the return condition from the coast running is satisfied (step S12: Yes in FIG. 2). .

At time t _14, if the return condition from the coast traveling is satisfied (step of FIG. 2 S12: Yes), (step S13 in FIG. 2) of the engine 11 is returned from the idle stop state to a driving state, the automatic transmission The machine 12 is returned from the neutral state to the fastening state (step S14 in FIG. 2). Rotational speed Ne of the engine 11, returning the at _{t 16} to the rotational speed Ne _2, the automatic transmission 12, and returns to the engaged state at time _{t 15.}

  As described above, the coasting control and the return operation when the shift position is in the D range are completed.

4). Vehicle Speed Change in Step S7 In the judgment of Step 7 in FIG. 2, a condition that the vehicle speed change of the vehicle 1 is less than a predetermined value is adopted. For a specific regulation method for the vehicle speed change of the vehicle 1, FIG. Use and explain. FIG. 7A is a schematic diagram showing a first defining method, and FIG. 7B is a schematic diagram showing a second defining method. 7A and 7B show the case where the speed change of the vehicle is in the increasing direction, but the following description is common even when the speed change is in the decreasing direction.

4-1. As shown in the first prescribed process diagram. 7 (a), in the period between the time point t ₂₄ from the time t _23, the maximum case, the minimum value P _3A the vehicle speed of the vehicle 1 is changed while repeating fine increase or decrease The value _P4A is determined. Then, the difference ΔV _A is calculated. In the first defined method, the calculated [Delta] V _A as "vehicle velocity change" in step S7. That is, the first defining method is a method using the absolute value of the change in the vehicle speed as a criterion.

4-2. As shown in the second prescribed process diagram. 7 (b), in the period between the time point t ₃₄ from the time t _33, when the vehicle speed of the vehicle 1 is changed while repeating fine increase or decrease, first, during the regression line L _{Find Ave.} Then, the minimum value P _3B and the maximum value P _4B of the regression line L _Ave in the period between the time point t ₃₃ and the time point t ₃₄ are obtained. In the second defining method, the difference ΔV _A between the minimum value P _3B and the maximum value P _4B obtained from the regression line L _Ave is set as “vehicle speed change” in step S7. That is, the second defining method is a method using the rate of change of the vehicle speed as a criterion.

  In addition to this regulation method, quadratic regression or cubic regression can also be employed.

5. Effect The control unit 10 of the vehicle 1 according to the present embodiment starts the control in the coast mode without leaving a time when a predetermined coast driving condition is satisfied. At this time, when the shift position is in the D range, the control in the second coast mode in which the engine 11 is in the idle stop state is executed.

  Further, when the shift position is in the M range, the control in the first coast mode in which the engine 11 is in the idle state is executed, and thereafter, by satisfying the conditions from step S7 to step S9, in the case of the M range. Shifts to the control in the second coast mode in the idle stop state.

  Therefore, in the control executed by the control unit 10 according to the present embodiment, even when the control in the first coast mode is executed after a predetermined coasting condition is established, steps S7 to S7 in FIG. Since the engine is set in the idle stop state when the condition of step S9 is satisfied (control in the second coast mode is executed), the fuel efficiency is improved compared to the technique of Patent Document 1 that maintains the engine in the idle state when the coast condition is satisfied. It becomes possible to plan.

  Further, in the control unit 10 according to the present embodiment, when the shift position is in the M range, if the predetermined coast condition as described above is satisfied, the engine is immediately put into an idle state without taking a time, so that a certain time is set. The fuel consumption can be improved as compared with the technique of Patent Document 1 in which the engine is in an idle state after opening. Note that “immediately” in the above is, for example, 1.0 sec. Less than 0.5 sec., Preferably 0.5 sec. Less, more preferably 0.3 sec. Is less than.

  Whether the first coast mode in which the engine 11 is in an idle state or the second coast mode in which the engine 11 is in an idling stop state is selected immediately after the coast condition is established, is a shift position that is a driver's intention display. Since it is determined by (M range or D range), it is possible to suppress the driver from feeling uneasy or uncomfortable when the coasting control is started.

  Further, the control unit 10 according to the present embodiment shifts to the control in the second coast mode in which the engine 11 is in the idling stop state when the requirement of step S7 in FIG. . In other words, when the change in the vehicle speed is larger than a predetermined value, the control in the first coast mode is continued. For this reason, it is possible to suppress the driver from feeling uneasy or uncomfortable.

  Further, in the present embodiment, when the shift position is coasting in the M range, the transition from the first coast mode to the second coast mode is suppressed when the vehicle 1 is turning under the conditions shown in Step 8. To do. If the lateral G is greater than or equal to a predetermined value or the steering angle is greater than or equal to a predetermined value, the driver is likely to use the engine brake next time or depress the accelerator (reacceleration). . For this reason, in the coast running control according to the present embodiment, high responsiveness can be ensured by suppressing the transition of the engine to the idle stop state and continuing the engine idle state.

  In the control when the shift position is coasting in the M range, when the idle stop switch is “OFF” in step S9 (step S9: No), the first coast mode is switched to the second coast mode. It was decided not to migrate. As a result, when the driver dares to select the non-execution by setting the idle stop switch to “OFF”, the engine 11 is maintained in the idle state and follows the intention indicated by the driver. As a result, it is possible to suppress the driver from feeling uneasy or uncomfortable by executing the control according to the intention indicated by the driver during coasting.

  In this embodiment, when the idle stop switch is “OFF”, the transition from the first coast mode to the second coast mode is not performed, but the transition may be suppressed. . For example, it may be possible to delay the switching from the first coast mode to the second coast mode as compared with the case where the idle stop switch is “ON”, or the transition to the second coast mode until the speed change becomes larger. It may be said that delays. As a result, fuel efficiency can be improved while respecting the intention indicated by the driver to some extent.

  As described above, when the shift position is in the D range, the control unit 10 according to the present embodiment executes the control in the second coast mode in which the engine 11 is in the idle stop state without leaving time, In the case of the M range, after executing the control in the first coast mode in which the engine 11 is in the idle state without taking time, if the predetermined condition is satisfied, the mode is shifted to the second coast mode. Therefore, by executing finer control, it is possible to further improve fuel efficiency while respecting the driver's intention.

[Second Embodiment]
A second embodiment of the present invention will be described with reference to FIG. FIG. 8 shows a part of a flowchart executed by the control unit according to the present embodiment as coasting control. The parts omitted in FIG. 8 are the same as those in FIG. 2 of the first embodiment.

  As shown in FIG. 8, in the control executed by the control unit 10 according to the present embodiment, when the flag F = 0 (step S3: Yes), the cruise control is “OFF” in the next step (step S34). The point of judging whether or not there is a difference from the first embodiment. That is, in the first embodiment, whether the step S5 is executed or the step S6 is executed depending on whether the shift position is the D range or the M range. On the other hand, in the present embodiment, when the cruise control is “ON”, the control in the second coast mode is executed without time (step S5), and when the cruise control is “OFF”. Then, the control in the first coast mode is executed without leaving time (step S6).

  As described above, in the present embodiment, as a requirement for determining whether to execute the control in the first coast mode or the control in the second coast mode immediately after the coast running condition is established, the cruise control is performed. It adopts the requirement that is “ON” or “OFF”.

  Also in this embodiment, the steps after step S5 and step S6 are the same as those in the first embodiment.

  Also in the present embodiment, as in the first embodiment, when the coast condition is satisfied, the engine 11 is immediately put into the idle stop state or the idle state, so that it is possible to improve fuel consumption.

  In the present embodiment, whether the first coast mode in which the engine 11 is in an idle state or the second coast mode in which the engine 11 is in an idle stop state is selected immediately after the coast condition is established is determined by the driver's intention. Therefore, it is possible to suppress the driver from feeling uncomfortable at the start of coasting control.

  In the control according to the present embodiment, the shift position may be the D range or the M range. That is, as shown in FIG. 3, it is only necessary to satisfy that “shift position is D range or M range” which is one of the requirements for establishment of coasting.

[Third Embodiment]
A third embodiment of the present invention will be described with reference to FIG. FIG. 9 shows a part of a flowchart executed by the control unit according to the present embodiment as coasting control. The parts omitted in FIG. 9 are the same as those in FIG. 2 of the first embodiment.

  As shown in FIG. 9, in the control executed by the control unit 10 according to the present embodiment, when step S3 is “Yes”, the shift position is the M range in step S4 as in the first embodiment. Determine whether or not. In the present embodiment, in step S34 following step S4, it is determined whether or not the cruise control is “OFF”. If both step S4 and step S34 are “Yes”, the control in the first coast mode is executed without leaving time (step S6), and if either one is “No”, the time is left. Without executing the control in the second coast mode (step S5).

  As described above, in this embodiment, immediately after the coasting condition is satisfied, the shift position is used as a requirement for determining whether to perform the control in the first coast mode or the control in the second coast mode. Both the requirement whether the D is the D range or the M range (step S4) and the requirement whether the cruise control is “ON” or “OFF” (step S34) are determined.

  Also in this embodiment, the steps after step S5 and step S6 are the same as those in the first embodiment.

  Also in the present embodiment, as in the first embodiment, when the coast condition is satisfied, the engine 11 is immediately put into the idle stop state or the idle state, so that it is possible to improve fuel consumption.

  In the present embodiment, the driver selects whether to select the first coast mode in which the engine 11 is in the idle state or the second coast mode in which the engine 11 is in the idle stop state immediately after the coast condition is established. Since the determination is made based on both the shift position (D range or M range) and the ON / OFF of the cruise control switch 21 selected by the driver, the driver's will is more at the start of coasting control. Respected.

[Fourth Embodiment]
A fourth embodiment of the present invention will be described with reference to FIG. FIG. 10A is a table showing the “predetermined value” of the vehicle speed change used in the determination in step S7 in FIG. That is, in step S7, when the state where the vehicle speed change is less than the “predetermined value” shown in FIG. 10A continues for a predetermined period (when the mode transition condition is satisfied), the first coast mode of step S6 is changed to step S10. Is shifted to the second coast mode.

In FIG. 10A, “Temp _C ” is the temperature of the exhaust purification device detected by the exhaust purification device temperature sensor 19 (see FIG. 1), and “ΔVth” is the determination in step S7 in FIG. Is a “predetermined value” of the vehicle speed change used in

As shown in FIG. 10A, when the detected temperature Temp _C = Temp0, ΔVth = V0 is set (mode 10). Similarly, when the detected temperature Temp _C = Temp1, ΔVth = V1 (mode 11), and when the detected temperature Temp _C = Temp2, ΔVth = V2 (mode 12), and the detected temperature Temp _C = In the case of Temp3, ΔVth = V3 (mode 13).

  When the detected temperature is a temperature between the temperatures Temp0 to Temp3 shown in FIG. 10A, the close temperature mode is executed.

  In FIG. 10A, the temperatures Temp0 to Temp3 and the values V0 to V3 satisfy the following relationship.

[Equation 1] Temp0>Temp1>Temp2> Temp3
[Equation 2] V0 <V1 <V2 <V3
As described above, in this embodiment, the “predetermined value” of the vehicle speed change in step S7 is set larger as the temperature of the exhaust purification device detected by the exhaust purification device temperature sensor 19 is lower. By executing such control, when the temperature of the exhaust emission control device is low, the engine 11 shifts from the idle state to the idle stop state (from the first coast mode of step S6 in FIG. 2 to the second coast of step S10). Transition to the mode), exhaust purification can be maintained with high efficiency, and it is excellent from the viewpoint of reducing the environmental load.

  Therefore, in this embodiment, when the temperature of the exhaust gas purification device is low, the temperature of the exhaust gas purification device is further reduced by maintaining the engine 11 in an idle state (maintaining control execution in the first coast mode). And the exhaust purification action within the catalyst activation temperature range can be maintained, and the exhaust purification efficiency can be prevented from decreasing.

  In the present embodiment, the same control as that of the control units of the first to fourth embodiments is executed, so that the same effect as described above can be obtained.

[Fifth Embodiment]
A fifth embodiment of the present invention will be described with reference to FIG. FIG. 10B is a table showing the “predetermined period” used in the determination in step S7 in FIG. That is, in step S7, when the state where the vehicle speed change is less than the predetermined value continues for the “predetermined period” shown in FIG. 10B, the transition from the first coast mode in step S6 to the second coast mode in step S10. Is made.

In FIG. 10B, “Temp _C ” is the temperature of the exhaust gas purification device 19 detected by the exhaust gas purification device temperature sensor 19 (see FIG. 1), as described above. “ΔTth” is a “predetermined period” used in the determination in step S7 in FIG.

As shown in FIG. 10B, when the detected temperature Temp _C = Temp0, ΔTth = T0 is set (mode 10). Similarly, when the detection temperature Temp _C = Temp4, ΔTth = T4 (mode 14), and when the detection temperature Temp _C = Temp5, ΔTth = T5 (mode 15), and the detection temperature Temp _C = In the case of Temp6, ΔTth = T6 is set (mode 16).

  Also in the present embodiment, when the detected temperature is a temperature between the temperatures Temp0 and Temp4 to Temp6 shown in FIG. 10B, a mode of close temperature is executed.

  In FIG. 10B, each temperature Temp0, Temp4 to Temp6 and each value T0, T4 to T6 satisfy the following relationship.

[Equation 3] Temp0>Temp4>Temp5> Temp6
[Equation 4] T0 <T4 <T5 <T6
As described above, in this embodiment, the “predetermined period” in step S7 is set longer as the temperature of the exhaust purification device detected by the exhaust purification device temperature sensor 19 is lower. By executing such control, when the temperature of the exhaust emission control device is low, the engine 11 shifts from the idle state to the idle stop state (from the first coast mode of step S6 in FIG. 2 to the second coast of step S10). Transition to the mode), exhaust purification can be maintained with high efficiency, and it is excellent from the viewpoint of reducing the environmental load.

  Therefore, in this embodiment, when the temperature of the exhaust gas purification device is low, the temperature of the exhaust gas purification device is further reduced by maintaining the engine 11 in an idle state (maintaining control execution in the first coast mode). And the exhaust purification action within the catalyst activation temperature range can be maintained, and the exhaust purification efficiency can be prevented from decreasing.

  In the present embodiment, the same control as that of the control units of the first to fourth embodiments is executed, so that the same effect as described above can be obtained.

[Sixth Embodiment]
A sixth embodiment of the present invention will be described with reference to FIG. FIG. 10C is a table showing the “predetermined value” and “predetermined period” of the vehicle speed change used in the determination in step S7 in FIG. That is, in step S7, when the state where the vehicle speed change is less than the “predetermined value” shown in FIG. 10C continues for the “predetermined period” shown in FIG. 10C, the first coast mode of step S6 is started. Transition to the second coast mode in step S10 is performed.

“Temp _C ”, “ΔVth”, and “ΔTth” in FIG. 10C are the same as those in the fourth and fifth embodiments.

As shown in FIG. 10C, when the detected temperature Temp _C = Temp0, ΔVth = V0 and ΔTth = T0 are set (mode 10). When the detected temperature Temp _C = Temp7, ΔVth = V7 and ΔTth = T7 (mode 17). When the detected temperature Temp _C = Temp8, ΔVth = V8 and ΔTth = T8 (mode 18). ) When the detected temperature Temp _C = Temp9, ΔVth = V9 and ΔTth = T9 are set (mode 19).

  Also in this embodiment, when the detected temperature is a temperature between the temperatures Temp0 and Temp7 to Temp9 shown in FIG. 10C, a mode of close temperature is executed.

  In FIG. 10C, the temperatures Temp0, Temp7 to Temp9 satisfy the following relationship.

[Equation 5] Temp0>Temp7>Temp8> Temp9
In FIG. 10C, the values V0 and V7 to V9 for the “predetermined value” and the values T0 and T7 to T9 for the “predetermined period” satisfy the following relationship.

[Equation 6] V0 <V7 <V8 <V9
[Equation 7] T0 <T7 <T8 <T9
As described above, in this embodiment, the lower the temperature of the exhaust purification device detected by the exhaust purification device temperature sensor 19, the larger the “predetermined value” in step S7 and the longer the “predetermined period”. To do. By executing such control, when the temperature of the exhaust emission control device is low, the engine 11 shifts from the idle state to the idle stop state (from the first coast mode of step S6 in FIG. 2 to the second coast of step S10). Transition to the mode), exhaust purification can be maintained with high efficiency, and it is excellent from the viewpoint of reducing the environmental load.

  Therefore, in this embodiment, when the temperature of the exhaust gas purification device is low, the temperature of the exhaust gas purification device is further reduced by maintaining the engine 11 in an idle state (maintaining control execution in the first coast mode). And the exhaust purification action within the catalyst activation temperature range can be maintained, and the exhaust purification efficiency can be prevented from decreasing.

  In the present embodiment, the same control as that of the control units of the first to fourth embodiments is executed, so that the same effect as described above can be obtained.

[Modification]
In each of the above-described embodiments, the determination as to whether or not the coasting condition is satisfied requires that “the vehicle speed is equal to or greater than a predetermined value”. However, the “predetermined value of the vehicle speed” refers to the type of vehicle and the usage environment. Etc. can be determined in consideration of the above. For example, it can be 60 km / h or 80 km / h.

  In addition, the “predetermined value” and the “predetermined period” in step S7 in FIG. 2 can be determined in consideration of the type of vehicle and the usage environment. The “predetermined value” can be, for example, ± 20 km / h to ± 30 km / h, and the “predetermined period” can be, for example, 2 seconds to 10 seconds or 5 seconds to 10 seconds. As in the fourth to sixth embodiments, the “predetermined value” and the “predetermined period” can be changed in consideration of other factors. Regarding the factors to be taken into account, the temperature of the exhaust gas purification device is an example, and other factors can also be included.

  In each of the above embodiments, the air conditioner and the air temperature (external air temperature, room temperature) are not particularly mentioned, but the present invention controls the air conditioner ON / OFF and the air temperature in the second coast mode. It is also possible to make it a requirement for starting. Moreover, it is possible to make it a requirement that takes into account the remaining capacity of the battery.

  In each of the above embodiments, the control for switching between the two modes of the first coast mode in which the engine is in the idle state and the second coast mode in which the engine is in the idle stop has been described. However, the present invention is not limited to this. For example, depending on the situation, it is also possible to provide a third coast mode in which some of the cylinders are deactivated.

  In addition, when the vehicle is in a coasting state and the distance between the front vehicle and the vehicle ahead is narrower than a predetermined value, an engine idle is provided. It is also possible to perform control to continue the state (continue control in the first coast mode). Thereby, higher safety can be ensured.

  Further, the road surface friction coefficient can be detected, and the detected road surface friction coefficient can be set as one requirement when shifting from the first coast mode to the second coast mode. That is, in the case of a low friction coefficient (low μ) at which road surface freezing is expected, control is performed such as continuing the first coast mode or delaying the transition to the second coast mode. Is also possible. Also by this, higher safety can be ensured.

  Further, when the shift position is in the M range, when the driver is touching the shift lever, the transition from the first coast mode to the second coast mode may be suppressed. Whether or not the driver touches the shift lever can be detected, for example, by attaching a contact sensor or the like to the shift lever. Thus, in the M range, when the driver is touching the shift lever, it can be determined that there is a high possibility that the driver is going to perform an operation such as downshifting. In this state, the engine is idled. This is because it is considered preferable to maintain the state.

1 vehicle 10 control unit (control device)
DESCRIPTION OF SYMBOLS 11 Engine 12 Automatic transmission 13 Accelerator opening sensor 14 Vehicle speed sensor 15 Wheel speed sensor 16 Brake depression sensor 17 Gradient sensor 18 Range sensor 19 Exhaust gas purification device temperature sensor 20 Idle stop switch 21 Cruise control switch 22 Vehicle lateral G sensor 23 Rudder Angle sensor

Claims (7)

Engine,
An automatic transmission provided in a power transmission path between the engine and the wheels;
A vehicle control device comprising:
While the vehicle is running,
When a predetermined coasting condition is established, the engine is set in an idle state, and control in a first coast mode is performed in which the automatic transmission is in a neutral state.
When the control in the first coast mode is being executed, the engine is set in an idle stop state when a mode transition condition is satisfied that a state in which the speed change of the vehicle is less than a predetermined value continues for a predetermined period. Shift to control in 2nd coast mode ,
When the control in the second coast mode is being executed, when the predetermined return condition is satisfied, the engine is restarted and the automatic transmission is controlled to be engaged.
Vehicle control device. The vehicle control device according to claim 1,
When the vehicle is turning and the lateral G applied to the vehicle is greater than or equal to a predetermined value or the steering angle is greater than or equal to a predetermined value, even if the mode transition condition is satisfied, A control device for a vehicle that continuously executes control. In the vehicle control device according to claim 1 or 2,
The vehicle further includes switching means capable of switching between implementation and non-execution of idle stop control,
The control device suppresses the transition to the second coast mode even when the mode transition condition is satisfied when the non-implementation is selected by the switching unit. The vehicle control device according to claim 3,
The control device continues to execute the control in the first coast mode even when the mode transition condition is satisfied when the non-implementation is selected by the switching means. In the vehicle control device according to any one of claims 1 to 4,
The predetermined coast driving condition includes at least one of a condition that a shift position is in a manual shift range and a cruise control is in an off state. The vehicle control device according to any one of claims 1 to 5,
The vehicle further includes an exhaust purification device provided in an exhaust path from the engine, and temperature detection means for detecting a temperature of the exhaust purification device,
The vehicle control device is configured such that the predetermined value related to the speed change of the vehicle is set to increase as the detected temperature detected by the temperature detecting means is lower. The vehicle control device according to any one of claims 1 to 6,
The vehicle further includes an exhaust purification device provided in an exhaust path from the engine, and temperature detection means for detecting a temperature of the exhaust purification device,
The control apparatus for a vehicle, wherein the predetermined period relating to the speed change of the vehicle is set longer as the detected temperature detected by the temperature detecting means is lower.

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