JP5628587B2 - Coasting control device - Google Patents

Description

  The present invention relates to a coasting control device mounted on a vehicle equipped with an automatic control manual transmission (automated manual transmission; hereinafter referred to as AMT). The present invention relates to a coasting control device that reduces driver discomfort.

  In the vehicle, when the accelerator pedal is depressed when the clutch is disengaged, the accelerator is opened and the engine is so-called empty, and the engine speed settles at the engine speed corresponding to the accelerator opening. At this time, the driving force generated by the engine and the engine internal resistance (friction) are balanced, and the engine output torque is zero. That is, the engine does not work at all with respect to the outside, and fuel is wasted.

  The state in which the engine does not work to the outside is not limited to the idling when the clutch is disengaged, but also occurs while the vehicle is running. At this time, the engine simply rotates at an engine speed corresponding to the accelerator opening degree as in the case of flying, and does not contribute to acceleration / deceleration of the vehicle. Therefore, fuel is consumed only for rotating the engine, which is very wasteful.

  The present applicant has proposed a coasting control device that performs coasting control that reduces fuel consumption by disengaging the clutch and returning the engine to an idle state when the engine is rotating but does not work to the outside ( Patent Document 1).

  In coasting control, in a vehicle equipped with a mechanism that can automatically connect and disconnect the clutch, when the engine is rotating but does not work to the outside, the clutch is automatically disconnected and the engine speed is set to the idling speed or equivalent. This is a technique to improve fuel efficiency by setting the number of revolutions.

  The coasting control can be applied to any vehicle that can automatically turn off the engine output (automatically engage / disengage the clutch) as described above. Therefore, the coasting control is not limited to a manual clutch system (manual T / M), but is also automatic. The same effect can be obtained also in other clutch systems (ordinary torque converter AT and AMT).

JP 2006-342832 A

  By the way, in an automatic transmission type (AT or AMT) vehicle, it is general that gear shifting is prohibited during coasting control. Therefore, for example, when the current gear is not suitable due to a large change in the vehicle speed during coasting control, after the coasting control ends and the prohibition of gear shifting is released, the gear shifting to the appropriate gear is performed. Will be done.

  However, the automatic shifting operation of the AMT requires a procedure of disengaging the clutch, changing the gear, and engaging the clutch, and the idle running always occurs after the clutch is disengaged until the clutch is engaged. Therefore, if the current gear is no longer appropriate during coasting control, idle running due to shifting occurs when the coasting control ends. The idle running at the end of coasting control also occurs in the AT, but the idle running time in the AT is generally shorter than that in the AMT.

  Such idle running at the end of coasting control hardly causes the driver to feel uncomfortable when the driver is operating the accelerator in the return direction. However, for example, when the driver depresses the accelerator to accelerate during coasting control, the idle running at the end of coasting control leads to a delay in acceleration, often causing the driver to feel uncomfortable. In order to reduce such a driver's uncomfortable feeling, it is desirable to make the idle running time at the end of coasting control as short as possible, particularly in AMT where the idle time is relatively long and the driver feels uncomfortable. .

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned problems, and in a coasting control device applied to a vehicle equipped with an AMT, to shorten the idling time due to a shift at the end of coasting control and reduce a driver's discomfort. An object of the present invention is to provide a coasting control device capable of the above.

  The present invention was devised to achieve the above object. When the engine does not work to the outside while the vehicle is running, the clutch is disengaged and the engine speed is reduced to a predetermined speed. In a coasting control device that performs coasting control, the accelerator opening and the vehicle speed when the coasting control ends are predicted during coasting control, and the gear is shifted to a gear according to the accelerator opening and vehicle speed predicted during the coasting control. A coasting control device including coasting control shifting means for performing coasting control.

  The coasting control threshold line is set along the engine output torque zero line that is the boundary between the negative region where the engine output torque is negative and the positive region where the engine output torque is positive, using the accelerator opening and the clutch speed as indices. Coasting control determination map and the coasting control determination map start the coasting control when the coordinate point of accelerator opening and clutch rotation speed passes the coasting control threshold line in the direction of decreasing accelerator opening. And the coasting control execution determining unit that terminates coasting control when the vehicle goes out of the minus region, wherein the coasting control speed change means subtracts the current vehicle speed from the vehicle speed before a predetermined time. Based on the deceleration, the vehicle speed prediction unit that predicts the vehicle speed when the coasting control ends, the coasting control determination map, and the coasting predicted by the vehicle speed prediction unit From the clutch rotational speed corresponding to the vehicle speed when the control is completed, an accelerator opening prediction unit that predicts the accelerator opening when the coasting control is completed, and the vehicle speed predicted by the vehicle speed prediction unit, Based on the accelerator opening predicted by the accelerator opening prediction unit, a target gear determining unit that determines a target gear according to the vehicle speed and the accelerator opening, and the current gear is determined by the target gear determining unit. If the target gear is different from the target gear, a shift execution unit that shifts to the target gear during coasting control may be provided.

  The coasting control threshold line is set along the engine output torque zero line that is the boundary between the negative region where the engine output torque is negative and the positive region where the engine output torque is positive, using the accelerator opening and the clutch speed as indices. Coasting control determination map and the coasting control determination map start the coasting control when the coordinate point of accelerator opening and clutch rotation speed passes the coasting control threshold line in the direction of decreasing accelerator opening. And a coasting control execution determination unit that terminates coasting control when the coasting control is out of the minus region, and the coasting control speed change means is based on the coasting control determination map and the current clutch rotational speed. An accelerator opening prediction unit that predicts an accelerator opening when the coasting control is completed, a current vehicle speed, and an accelerator opening predicted by the accelerator opening prediction unit Based on the target gear determining unit that determines the target gear according to the vehicle speed and the accelerator opening, and when the current gear is different from the target gear determined by the target gear determining unit, the target gear is determined during coasting control. You may provide the shift execution part which changes gear.

  According to the present invention, it is possible to shorten the idling time by shifting at the end of coasting control and to reduce the driver's uncomfortable feeling.

1 is a system configuration diagram of a vehicle to which a coasting control device of the present invention is applied. In this invention, it is an operation | movement conceptual diagram for demonstrating the outline | summary of coasting control. In this invention, it is a graph image figure of a coasting control determination map. In this invention, it is a graph for demonstrating the fuel consumption reduction effect by coasting control. In this invention, it is a figure of the coasting control determination map in which coasting control was actually performed. It is a flowchart explaining the control flow of the coasting control apparatus of this invention. In this invention, it is a figure explaining the method of calculating | requiring a throttle opening estimated value. (A) is a figure explaining the idle period at the time of the end of coasting control in this invention, (b) is a figure explaining the idle period at the time of the end of coasting control in a prior art. In this invention, when deceleration is set to 0, it is a figure explaining the method of calculating | requiring an accelerator opening predicted value.

  Preferred embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a system configuration diagram of a vehicle to which a coasting control device according to the present embodiment is applied. FIG. 1 shows a system configuration diagram of a vehicle equipped with an AMT (automatic control manual transmission).

  As shown in FIG. 1, the vehicle is provided with an electronic control unit 11 that mainly controls a transmission and a clutch, and an ECM (engine control module) 12 that mainly controls an engine.

  The electronic control unit 11 is connected to input signal lines from a gear selector lever 13, a brake sensor 14, a shift sensor / select sensor / neutral switch 16 of the transmission 15, an input shaft rotation sensor 17, and a turbine shaft rotation sensor 18. ing. Further, a CAN (Controller Area Network) transmission path 22 is connected to the electronic control unit 11, and a vehicle speed signal, an engine speed signal, a gear position signal, a throttle are connected via the transmission path 22. An opening signal, an engine rotation change request, etc. can be received. Each output signal line to the transmission 15 and the clutch system (lock-up clutch & drive clutch) 19 is connected to the electronic control unit 11.

  Input signal lines of the accelerator opening sensor 20 and the engine speed sensor 21 are connected to the ECM 12, and other various input signal lines and output signal lines used for engine control (not shown) are connected. The ECM 12 can transmit each signal of the engine speed, the accelerator opening, and the engine rotation change request to the electronic control unit 11 via the CAN transmission path 22.

  There are six gear selector levers, R (reverse), N (neutral), D (drive), + attached to the upper part of the D range,-attached to the lower part of the D range, and A for switching between manual shift and automatic shift. Have a position.

  In the transmission 15, two shift-side and one select-side solenoids are controlled by PWM (Pulse-Width Modulation) by PID (Proportial Integral Differential) control based on the output of one shift sensor and one select sensor. The gear shift position is determined by controlling the thrust of each solenoid by the output. In addition, since it belongs to a prior art about PID control, description is abbreviate | omitted here.

  Further, in the clutch system 19, the operation of the clutch is controlled via an ON / OFF solenoid valve, and when switching from disengagement to disengagement, the connection is smoothly controlled so that the clutch is disengaged smoothly. Further, in the clutch system 19, the clutch is engaged from a lower speed at the time of relatively slow start acceleration to help fuel-saving operation.

  Next, the coasting control apparatus according to the present embodiment will be described.

  The vehicle has a coasting control device 1 that performs coasting control in which the clutch is disengaged and the engine rotational speed is reduced to the idle rotational speed (or the corresponding rotational speed) when the engine does not work outside while traveling. Is installed.

  First, the operation concept of coasting control will be described with reference to FIG. In FIG. 2, the horizontal axis indicates time and the flow of control, and the vertical axis indicates the engine speed.

  As shown in FIG. 2, while the accelerator pedal 71 is largely depressed and the state of the accelerator opening degree 70% continues, the engine speed 72 increases and the vehicle is accelerated. Assume that the coasting control start condition described later is satisfied when the engine speed 72 is stabilized, the depression of the accelerator pedal 71 is reduced, and the accelerator opening is 35%. By starting coasting control, the clutch is controlled to be disengaged, and the engine speed 72 is controlled to the idle speed. Thereafter, it is assumed that the accelerator pedal 71 is not depressed and the accelerator opening becomes 0% or other coasting control termination conditions are satisfied. When the coasting control ends, the engine is controlled to rotate and the clutch is controlled to contact. In this example, since the accelerator opening is 0%, the engine is braked and the vehicle is decelerated.

  If coasting control is not performed, the engine speed remains high as indicated by the broken line during the coasting control execution period, so that fuel is wasted, but coasting control is performed. Thus, the engine speed 72 becomes the idle speed and fuel is saved.

  Returning to FIG. 1, the coasting control device 1 digitally samples the output signal of the accelerator opening sensor every predetermined time, and detects the accelerator opening that uses the moving average value as the accelerator opening every predetermined time. When the accelerator opening speed is calculated by differentiating the part 2 and the accelerator opening for a predetermined time, and the accelerator opening speed is negative and the absolute value is smaller than a preset start reference value A determination condition detection unit 3 that permits determination of coasting control start, and a boundary between a negative region in which the engine output torque is negative and a positive region in which the engine output torque is positive, using the accelerator opening and the clutch rotational speed as indices. The coasting control determination map 4 in which the coasting control threshold line is set along the engine output torque zero line (no load line) and the coasting control start determination are permitted. A coasting control execution determination unit 5 that starts coasting control when a coordinate point between the accelerator opening and the clutch rotational speed passes the coasting control threshold line in a direction in which the accelerator opening decreases on the determination map 4 is provided. Yes.

  Here, the clutch rotational speed is the rotational speed on the driven side of the clutch, and is the same as the rotational speed of the input shaft of the transmission. In this embodiment, the clutch rotational speed is detected by the input shaft rotational speed sensor 17.

  The accelerator opening detection unit 2, the determination condition detection unit 3, the coasting control determination map 4, and the coasting control execution determination unit 5 are preferably mounted on the electronic control unit 11.

  FIG. 3 shows the coasting control determination map 4 as a graph image.

  The coasting control determination map 4 is created by measuring in advance the correlation between the accelerator opening and the clutch rotational speed for the engine in a clutch disengaged state.

  As shown in FIG. 3, the coasting control determination map 4 is a map in which the horizontal axis is the accelerator opening and the vertical axis is the clutch rotational speed. The coasting control determination map 4 can be divided into a minus region M where the engine output torque is negative and a plus region P where the engine output torque is positive. That is, the minus region M is a region where the engine friction is larger than the engine required torque and the engine output torque is negative. The positive region P is a region where the engine output torque is positive because the engine required torque is larger than the engine friction. An engine output torque zero line (no-load line) Z that is a boundary between the minus region M and the plus region P indicates that the engine does not work to the outside and fuel is wasted.

  In this embodiment, the coasting control threshold line T is set slightly to the left of the engine output torque zero line Z of the coasting control determination map 4 (on the side where the accelerator opening is small).

  In the coasting control determination map 4, a coasting controllable area CA having a finite width including the coasting control threshold line T is set between the minus area M and the plus area P.

  In the coasting control determination map 4, a lower limit threshold line U of the clutch rotational speed is set. The lower limit threshold line U defines the lower limit threshold value of the clutch rotational speed regardless of the accelerator opening. The lower limit threshold line U is set slightly higher than the clutch rotational speed in the idle state as shown in the figure.

The coasting control device 1 starts coasting control when all the following four coasting start conditions are satisfied.
(1) The accelerator pedal operation speed is within the threshold range. (2) The coasting control determination map 4 passes the coasting control threshold line T in the accelerator return direction. (3) The plot point on the coasting control determination map 4 is coasting control. Within the possible area CA (4) In the coasting control determination map 4, the clutch rotational speed is equal to or greater than the lower limit threshold line U.

In addition, the coasting control device 1 is configured to terminate coasting control when at least one of the following two coasting termination conditions is satisfied.
(1) The accelerator pedal operating speed is outside the threshold range. (2) The plot point on the coasting control determination map 4 is outside the coasting control possible area CA.

  The fuel consumption reduction effect by coasting control will be described with reference to FIG.

  First, it is assumed that coasting control is not performed. The engine speed changes in the range of 1600 to 1700 rpm from about 30 s to about 200 s, and decreases from about 1700 rpm to about 700 rpm (idle speed) between about 200 s and about 260 s. .

  The engine torque increases from about 30 s to about 100 s, but then starts to decrease and continues to decrease to about 150 s. The engine torque is approximately 0 Nm at three locations from about 150 s to about 160 s (ellipse B1), from about 200 s to about 210 s (ellipse B2), and from about 220 s to about 260 s (ellipse B3).

  The fuel consumption (no vertical axis scale; for convenience, it is arranged so as to overlap with the engine torque) changes from about 50 s to about 200 s almost accompanying the transition of the engine torque. Even if the engine torque is approximately 0 Nm, the fuel consumption is not zero.

  If coasting control is performed here, the engine speed is controlled to the idle speed during a period in which the engine torque is approximately 0 Nm. The graph shows the engine speed line during thick coasting control (thick solid line) so as to be separated from the engine rotational speed line without solid coasting control (solid line). The coasting control was executed three times for ellipses B1, B2 and B3. The fuel consumption amount in the period when the coasting control is performed is lower than the fuel consumption amount when the coasting control is not performed, and it is understood that the fuel consumption is saved.

  FIG. 5 shows a coasting control determination map 100 in which coasting control is actually performed. Each point shows a plot point of the actually detected accelerator opening and clutch rotational speed. In the coasting control determination map 100, a negative region, a positive region, a coasting control threshold line (acceleration 0 threshold point, deceleration 0 threshold point), and a coasting controllable region are set.

  Now, returning to FIG. 1, the coasting control device 1 according to the present embodiment predicts the accelerator opening and the vehicle speed when the coasting control ends during coasting control, and before the coasting control ends. The vehicle further includes coasting control speed change means 6 that changes gears in advance according to the predicted accelerator opening and vehicle speed.

  The coasting control speed change means 6 includes a vehicle speed prediction unit 7 that predicts a vehicle speed when the coasting control ends, an accelerator opening prediction unit 8 that predicts an accelerator opening when the coasting control ends, and a vehicle speed. Based on the vehicle speed predicted by the prediction unit 7 and the accelerator opening predicted by the accelerator opening prediction unit 8, a target gear determination unit 9 that determines a target gear according to the vehicle speed and the accelerator opening; When the gear is different from the target gear determined by the target gear determination unit 9, a shift execution unit 10 that shifts to the target gear is provided.

  The vehicle speed prediction unit 7 subtracts the deceleration obtained by subtracting the current vehicle speed from the vehicle speed a predetermined time ago (for example, one second ago) from the current vehicle speed, thereby determining the vehicle speed when the coasting control ends. To be predicted. Hereinafter, the vehicle speed when coasting control, which is predicted by the vehicle speed prediction unit 7, is referred to as a vehicle predicted speed.

  On the coasting control determination map 4, the accelerator opening degree prediction unit 8 is a positive region P side where the coordinate point between the accelerator opening degree and the clutch rotation number is the clutch rotation number corresponding to the predicted vehicle speed predicted by the vehicle speed prediction unit 7. In addition, the accelerator opening when the coasting control is completed is predicted by obtaining the accelerator opening when the coasting control is possible outside the CA. Hereinafter, the value of the accelerator opening predicted by the accelerator opening predicting unit 8 when the coasting control is terminated is referred to as an accelerator opening predicted value.

  Based on the predicted vehicle speed calculated by the vehicle speed prediction unit 7 and the predicted accelerator opening value calculated by the accelerator opening prediction unit 8, the target gear determination unit 9 appropriately determines the vehicle predicted speed and the predicted accelerator opening value. The right target gear. The method for determining the target gear is not particularly limited. For example, a map of the target gear (appropriate gear) using the accelerator opening and the vehicle speed (or the clutch rotational speed corresponding to the vehicle speed) as an index is created. In addition, an appropriate target gear corresponding to the accelerator opening predicted value and the vehicle predicted speed may be determined using the map. Since such a map is used in normal AMT, the map used in AMT may be used as it is.

  The shift execution unit 10 compares the target gear determined by the target gear determination unit 9 with the current gear, and when the current gear and the target gear are different, controls the transmission 15 to shift to the target gear. Since the clutch is disengaged during coasting control, it is not necessary to control the clutch system 19 at the time of shifting.

  The vehicle speed prediction unit 7, the accelerator opening prediction unit 8, the target gear determination unit 9, and the shift execution unit 10 are mounted on the electronic control unit 11. The coasting control speed change means 6 may be mounted on a unit other than the electronic control unit 11 (for example, the ECM 12), and the accelerator opening degree detection unit 2, the determination condition detection unit 3, the coasting control determination map 4, It may be mounted on a unit different from the unit on which the coasting control execution determination unit 5 is mounted.

  A control flow in the coasting control speed change means 6 will be described with reference to FIG.

  As shown in FIG. 6, the coasting control speed change means 6 first determines whether the coasting control is being performed (step S1). If it is determined in step S1 that coasting control is not being performed (NO), the process ends.

  When it is determined in step S1 that coasting control is being performed (YES), the vehicle speed prediction unit 7 obtains a vehicle predicted speed, and the accelerator opening prediction unit 8 obtains an accelerator opening prediction value (step S2).

More specifically, the vehicle speed prediction unit 7 is represented by the following formula (1)
Predicted vehicle speed = current vehicle speed-deceleration (1)
Thus, the vehicle predicted speed is obtained. The deceleration is obtained by subtracting the current vehicle speed from the vehicle speed of a predetermined time stored in the electronic control unit 11. For example, when a value obtained by subtracting the current vehicle speed from the vehicle speed one second before is used as the deceleration, the vehicle predicted speed can be a value obtained by predicting the vehicle speed one second after the current.

  As shown in FIG. 7, the accelerator opening prediction unit 8 assumes that the current accelerator opening and the clutch rotational speed coordinate in the coasting control determination map 4 are at the point A, and the point A is the clutch rotation corresponding to the deceleration. And then move out of the coasting controllable area CA when moving horizontally from that position to the plus area P side (plus the coasting controllable area CA). The value of the accelerator opening at point B (which intersects with the threshold line on the region P side) is obtained and used as the predicted accelerator opening. The obtained accelerator opening predicted value can be said to be the value of the accelerator opening at the end of coasting control when it is assumed that the driver has suddenly depressed the accelerator after a predetermined time.

  After obtaining the vehicle predicted speed and the accelerator opening predicted value in step S2, the target gear determination unit 9 determines an appropriate target gear according to the vehicle predicted speed and the accelerator opening predicted value (step S3). .

Specifically, in the example of FIG. 7, the target gear determination unit 9 determines an appropriate gear at point B. In the example of FIG. 7, the appropriate gear (current gear) at point A is the second speed, but at point B, when viewed from the point A, the second gear to the third speed shift line L ₂₃ are straddled. The gear (target gear) is 3rd speed. Incidentally, the second speed-third speed shift line L ₂₃ in FIG. 7 represents the threshold line at the time of shifting from the second speed to the third speed.

  Thereafter, the shift execution unit 10 determines whether the current gear and the target gear determined by the target gear determination unit 9 are not the same (step S4). If it is determined in step S4 that the current gear and the target gear are not the same (YES), the process proceeds to step S5, and the gear is changed to the target gear. If it is determined in step S4 that the current gear and the target gear are the same (NO), the control is terminated because there is no need to change gears. In the example of FIG. 7, since the current gear (point A) is 2nd speed and the target gear is 3rd speed, the shift execution unit 10 changes gears to 3rd speed.

  As described above, in the coasting control device 1 according to the present embodiment, during coasting control, the accelerator opening and the vehicle speed when the coasting control ends are predicted, and before the coasting control ends, A coasting control speed change means 6 is provided for shifting in advance to a gear according to the predicted accelerator opening and vehicle speed.

  In the prior art, as shown in FIG. 8 (b), when the current gear is not suitable during coasting control, when the coasting control is finished, the gear change to the appropriate gear and the clutch engagement are performed. Operation was necessary, and the idle run time at the end of coasting control (referred to as idle run period) was long.

  On the other hand, in coasting control apparatus 1 according to the present embodiment, during coasting control, an appropriate gear is predicted at the end of coasting control, and the gear is changed in advance. If the speed change operation is performed during the coasting control, as shown in FIG. 8A, the idle running period due to the shifting at the completion of the coasting control is only the clutch engagement time, and the idle running period is small. That is, according to the coasting control device 1, it is possible to shorten the idling period (idling period at the end of coasting control), which is a weak point of AMT, and as a result, it is possible to reduce the driver's uncomfortable feeling.

  In the coasting control device 1, the accelerator opening when the accelerator opening and the coordinate point of the clutch rotational speed go out of the coasting controllable area CA to the plus region P side is the accelerator opening when the coasting control ends. Degree (accelerator opening prediction value).

  As mentioned above, the driver feels uncomfortable due to idling when accelerating (when the accelerator is operated in the depressing direction) and when decelerating (when the accelerator is operated in the releasing direction) There is almost no sense of incongruity. That is, at the time of deceleration, even if the gear change is performed at the end of coasting control and the idling period becomes longer, the driver hardly feels uncomfortable.

  Therefore, the coasting control device 1 performs coasting control when the driver suddenly depresses the accelerator when the accelerator travels out of the coasting control possible area CA to the plus region P side, that is, as the predicted accelerator opening. The value of the accelerator opening at the end is used. As a result, it is possible to reduce the driver's uncomfortable feeling (uncomfortable feeling during acceleration), and it is also possible to suppress problems such as a delay in acceleration and the inability to follow the traffic flow.

  Furthermore, in the coasting control device 1, the vehicle speed prediction unit 7 obtains the vehicle speed prediction value, and the accelerator opening degree prediction unit 8 corresponds to the coordinate point of the accelerator opening and the clutch rotational speed corresponding to the vehicle speed prediction value. The accelerator opening predicted value is obtained by obtaining the accelerator opening when going out of the coasting controllable area CA to the plus area P side at the clutch rotational speed to be performed. Thereby, it becomes possible to select the target gear according to the driving situation in consideration of the deceleration. If the deceleration is negative, the vehicle is accelerating, but this case can be handled in the same manner.

  In the above-described embodiment, the accelerator opening degree when the accelerator opening degree when exiting from the coasting control possible area CA to the plus area P side at the clutch rotational speed corresponding to the vehicle speed prediction value predicted by the vehicle speed prediction unit 7 is calculated. However, the current clutch rotational speed may be used as the clutch rotational speed when the accelerator opening prediction value is obtained.

  In this case, as shown in FIG. 9, if the coordinates of the current accelerator opening and the clutch rotational speed in the coasting control determination map 4 are at the point A, when the point A is moved horizontally to the plus region P side, The value of the accelerator opening when going outside the coasting controllable area CA, that is, when the point A is moved horizontally to the positive area P side, crosses the threshold line on the positive area P side of the coasting controllable area CA The value of the accelerator opening at point C is obtained as the predicted accelerator opening. The estimated accelerator opening obtained in this way is the value of the accelerator opening at the end of coasting control when it is assumed that the driver suddenly stepped on the accelerator at the present time, and the deceleration is set to 0 in the above embodiment. This is the same as the predicted accelerator opening in the case. The deceleration is obtained by subtracting the current vehicle speed from the vehicle speed before a predetermined time. However, when the predetermined time is set to 0 seconds, the deceleration is zero.

  In the above embodiment, the case where the present invention is applied to a vehicle equipped with an automatic control type manual transmission (AMT) has been described, but the present invention is naturally applicable to a vehicle equipped with an AT.

1 coasting control device 2 accelerator opening detection unit 3 determination condition detection unit 4 coasting control determination map 5 coasting control execution determination unit 6 coasting control speed change means 7 vehicle speed prediction unit 8 accelerator opening prediction unit 9 target gear determination unit 10 shift Execution part

Claims (4)

A coasting control device that is mounted on an automatic transmission type vehicle and performs coasting control that disengages the clutch and reduces the engine speed to a predetermined speed when the engine does not work outside while the vehicle is running In
A vehicle speed prediction unit that predicts a vehicle speed when the coasting control ends, and an accelerator opening prediction unit that predicts an accelerator opening when the coasting control ends, and the accelerator opening predicted during the coasting control is provided. A coasting control device comprising coasting control shifting means for shifting to a gear according to the vehicle speed and the vehicle speed. The coasting control threshold line is set along the engine output torque zero line that is the boundary between the negative region where the engine output torque is negative and the positive region where the engine output torque is positive, using the accelerator opening and the clutch speed as indices. Coasting control determination map,
On the coasting control determination map, when the coordinate point of the accelerator opening and the clutch rotational speed passes the coasting control threshold line in the direction in which the accelerator opening decreases, coasting control is started, and from the minus region A coasting control execution determination unit that terminates coasting control when going outside,
The coasting control shifting means is:
Based on the current vehicle speed deceleration is subtracted from the predetermined time before the vehicle speed, and the vehicle speed predicting section that predicts the vehicle speed when the coasting control is completed,
Wherein from a coasting control determination map, the clutch rotational speed corresponding to the vehicle speed when said coasting control predicted by the vehicle speed estimation unit is completed, the accelerator for predicting the accelerator opening when the coasting control is terminated An opening prediction unit;
A target gear determining unit that determines a target gear according to the vehicle speed and the accelerator opening, based on the vehicle speed predicted by the vehicle speed predicting unit and the accelerator opening predicted by the accelerator opening predicting unit;
The coasting control device according to claim 1, further comprising: a shift execution unit that shifts to the target gear during coasting control when the current gear is different from the target gear determined by the target gear determination unit. The coasting control threshold line is set along the engine output torque zero line that is the boundary between the negative region where the engine output torque is negative and the positive region where the engine output torque is positive, using the accelerator opening and the clutch speed as indices. Coasting control determination map,
On the coasting control determination map, when the coordinate point of the accelerator opening and the clutch rotational speed passes the coasting control threshold line in the direction in which the accelerator opening decreases, coasting control is started, and from the minus region A coasting control execution determination unit that terminates coasting control when going outside,
The coasting control shifting means is:
It said coasting control determination map, from the current clutch rotational speed, and the accelerator opening prediction unit that predicts the accelerator opening when the coasting control is completed,
A target gear determining unit that determines a target gear according to the vehicle speed and the accelerator opening, based on the current vehicle speed and the accelerator opening predicted by the accelerator opening predicting unit;
The coasting control device according to claim 1, further comprising: a shift execution unit that shifts to the target gear during coasting control when the current gear is different from the target gear determined by the target gear determination unit. A coasting control device that is mounted on an automatic transmission type vehicle and performs coasting control that disengages the clutch and reduces the engine speed to a predetermined speed when the engine does not work outside while the vehicle is running In
During coasting control, a coasting control speed change means for predicting an accelerator opening and a vehicle speed when the coasting control ends and shifting to a gear according to the accelerator opening and the vehicle speed predicted during the coasting control,
The coasting control speed change means includes a vehicle speed prediction unit that predicts a vehicle speed when the coasting control ends based on a deceleration obtained by subtracting the current vehicle speed from the vehicle speed of a predetermined time ago. A coasting control device characterized by that.

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