JP2007255271A - Control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a vehicle enabling a driver to surely recognize that a pre-assist is performed. <P>SOLUTION: When the pre-assist becomes ON when an initial state of a headlamp is OFF, a back light of a meter panel is turned on by turning on the headlamp (Step 104). When the pre-assist becomes ON when the initial state is P-lamp or Lo-beam, a quantity of light of the headlight is increased at night, and the optical axis is changed upward (Step 112), and the quantity of light of the headlight is increased except for the night (Step 110). When the pre-assist becomes ON when the initial state is Hi-beam, the optical axis of the headlight is changed upward (Step 114). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus having an electric supercharger, and more particularly to a vehicle control apparatus capable of executing pre-assist driving an electric supercharger prior to a driver's acceleration request.

  An apparatus including an electric supercharger is known (for example, see Patent Document 1). According to this device, the responsiveness of supercharging can be improved by pre-rotating the electric supercharger when the supercharging request frequency is high.

An apparatus that adjusts the irradiation angle of a headlamp when adjusting or decelerating a vehicle is known (see, for example, Patent Document 2).
JP 2005-61361 A Japanese Utility Model Publication No. 6-11236 JP-A-3-202630 JP-A-2-123242

  By the way, when the pre-assist driving the electric supercharger is executed prior to the driver's acceleration request, the turbocharger rises faster than when the electric supercharger is driven after the acceleration request. Acceleration also increases. Therefore, when pre-assist is being executed, it is desirable that the driver perform an accelerator operation after recognizing the fact. The driver may be able to recognize the pre-assist due to a change in sound caused by driving the electric supercharger, but the driver may not be able to recognize the pre-assist only by this change in sound.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that allows a driver to reliably recognize that pre-assist has been executed. .

In order to achieve the above object, a first invention is a control device for a vehicle having an electric supercharger,
Pre-assist execution means for executing pre-assist driving the electric supercharger prior to the acceleration request by the driver;
A headlamp control means for changing a headlamp state from a state before the pre-assist is executed when the pre-assist is executed;
The headlamp control means turns on the headlamp when the headlamp is not lit, increases the light quantity of the headlamp when the headlamp is lit, and / or The optical axis is changed upward.

The second invention is the first invention, wherein
Turbine rotation speed acquisition means for acquiring the turbine rotation speed of the electric supercharger;
The headlamp control means determines an increase amount of the light amount and / or a change amount of the optical axis based on the turbine rotational speed.

The third invention is the first invention, wherein
Further comprising a possibility evaluation means for determining an evaluation value of the possibility that the acceleration request is issued based on one or more parameters relating to the operation state of the vehicle;
The parameters include the travel position of the vehicle, the accelerator operation amount, the increase speed of the accelerator operation amount, the brake operation amount, the increase speed of the brake operation amount, the steering angle, and the increase speed of the steering angle. And at least one selected from a distance between the front vehicle traveling in front of the vehicle, a speed difference between the front vehicle and the vehicle, and a degree of congestion on a road on which the vehicle is traveling. ,
The headlamp control means determines an increase amount of the light amount and / or a change amount of the optical axis based on the evaluation value.

  According to the first invention, the state of the headlamp is changed when pre-assist is executed. As a result, the driver of the vehicle can be surely recognized that the pre-assist has been executed.

  According to the second aspect of the invention, the light amount increase amount and / or the optical axis change amount of the headlamp is determined based on the turbine rotational speed. As a result, the driver of the vehicle can recognize that the pre-assist has been executed, and can recognize the turbine speed. Therefore, it is possible to prompt the driver to perform an appropriate accelerator operation according to the turbine speed.

  According to the third aspect, the light amount increase amount and / or the optical axis change amount of the headlamp is determined based on the evaluation value of the acceleration request possibility determined based on the parameter relating to the operation state of the vehicle. As a result, the driver of the vehicle can recognize that the pre-assist has been executed, and can recognize the operation state of the vehicle. Therefore, it is possible to prompt the driver to perform an appropriate accelerator operation according to the operation state of the vehicle.

  Embodiments of the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected to the element which is common in each figure, and the overlapping description is abbreviate | omitted.

Embodiment 1 FIG.
[Description of system configuration]
FIG. 1 is a diagram showing a system configuration according to Embodiment 1 of the present invention. The system according to the first embodiment is a vehicle 1 having a supercharger 26 with an electric motor 26c.

  As shown in FIG. 1, the vehicle 1 includes an engine body 2 having a plurality of cylinders 2a. A piston (not shown) of each cylinder 2 a is connected to the crankshaft 3. A crank angle sensor 4 that detects the rotation angle of the crankshaft 3 is provided in the vicinity of the crankshaft 3. The engine body 2 is provided with a coolant temperature sensor 5 that detects the coolant temperature of the engine. The engine body 2 has four injectors 6 corresponding to the four cylinders 2a. The injector 6 is configured to inject high-pressure fuel directly into the cylinder 2a. The plurality of injectors 6 are connected to a common common rail 8. The common rail 8 communicates with the fuel tank 12 via the supply pump 10. The supply pump 10 is configured to compress the fuel pumped from the fuel tank 12 to a predetermined pressure and supply the compressed fuel to the common rail 8.

  An intake manifold 14 is connected to the engine body 2. The intake manifold 14 is provided with a supercharging pressure sensor 16. The supercharging pressure sensor 16 is configured to detect the pressure (supercharging pressure PIM) of air supercharged by a compressor 26a described later. An intake passage 18 is connected to the intake manifold 14. An intake air temperature sensor 19 is provided in the vicinity of the connection portion between the intake manifold 14 and the intake passage 18. The intake air temperature sensor 19 is configured to measure the temperature of the supercharged air. A throttle valve 20 is provided upstream of the intake air temperature sensor 19. The throttle valve 20 is an electronically controlled valve that is driven by a throttle motor 21. The throttle valve 20 is driven based on the accelerator opening AA (also referred to as “accelerator operation amount” or “accelerator depression amount”) detected by the accelerator opening sensor 23. A throttle opening sensor 22 that detects the throttle opening TA is provided in the vicinity of the throttle valve 20. Further, an intercooler 24 is provided upstream of the throttle valve 20. The intercooler 24 is configured to cool the supercharged air.

A compressor 26 a of a turbocharger with a motor (motor-assisted turbocharger; hereinafter referred to as “MAT”) 26 is provided upstream of the intercooler 24. The turbine 26b of the MAT 26 is provided in an exhaust passage 40 described later. The impeller (rotary blade) of the compressor 26a is connected to the impeller (rotary blade) of the turbine 26b via a connecting shaft (also referred to as “turbine shaft”) 26d. Thereby, when the impeller of the turbine 26b is rotationally driven by the exhaust energy, the impeller of the compressor 26a is rotationally driven. A turbine rotation speed sensor 26e is provided in the vicinity of the turbine 26b. The turbine speed sensor 26e is configured to detect the turbine speed Nt.
An AC motor, which is an electric motor 26c, is provided between the compressor 26a and the turbine 26b. The electric motor 26 c is connected to the motor controller 28. The motor controller 28 is configured to supply the electric power stored in the battery 29 to the electric motor 26c based on a command from the ECU 60. The drive shaft of the electric motor 26c also serves as the connecting shaft 26d. Therefore, the impeller of the compressor 26a is configured to be forcibly rotated by the electric motor 26c.
Further, the electric motor 26c is configured to be able to perform a regenerative operation. The motor controller 28 can charge the battery 29 with the electric power generated by the regenerative operation of the electric motor 26c.

  An air flow meter 30 is provided upstream of the compressor 26a. The air flow meter 30 is configured to measure the amount of air taken into the intake passage 18 from the atmosphere (intake air amount). An air cleaner 32 is provided upstream of the air flow meter 30. Furthermore, the upstream of the air cleaner 32 is open to the atmosphere.

  The upstream side and the downstream side of the compressor 26 a are bypassed by the intake bypass passage 34. An intake bypass valve 36 is provided at a connection portion between the downstream side of the intake bypass passage 34 and the intake bypass passage 34. The intake bypass valve 36 is opened when pre-assist described later is executed. Then, a part of the air supercharged by the MAT 26 is returned to the intake side of the compressor 26 a through the intake bypass passage 34. Thereby, the raise of a supercharging pressure can be suppressed and a torque fluctuation | variation can be suppressed. Further, the intake bypass valve 36 is closed when there is an acceleration request (accelerator depression) during pre-assist execution. Thereby, a supercharging pressure can be raised instantaneously.

  An exhaust manifold 38 is connected to the engine body 2 so as to face the intake manifold 14. An exhaust passage 40 is connected to the exhaust manifold 38. As described above, the exhaust passage 40 is provided with the turbine 26b of the MAT 26. The impeller of the turbine 26b is configured to be rotationally driven by the energy of the exhaust gas flowing through the exhaust passage 40. A catalyst 42 for purifying exhaust gas is provided downstream of the turbine 26b.

  One end of an EGR passage 44 is connected to the exhaust manifold 38. The other end of the EGR passage 44 is connected in the vicinity of the connection portion between the intake manifold 14 and the intake passage 18. An EGR valve 46 is provided in the vicinity of the connection portion between the intake passage 18 and the other end of the EGR passage 44. An EGR cooler 48 for cooling the exhaust gas flowing through the EGR passage 44 is provided in the middle of the EGR passage 44. When the EGR valve 46 is opened, the pressure of the exhaust gas is reduced by the differential pressure between the pressure of the exhaust manifold 38 (hereinafter referred to as “exhaust manifold pressure”) and the pressure of the intake manifold 14 (hereinafter referred to as “in manifold pressure”). A part is returned to the intake passage 18 through the EGR passage 44 and the EGR cooler 48. Then, a part of the exhaust gas is supplied to each cylinder 2a. Since the exhaust gas has a smaller amount of oxygen than air, the amount of NOx produced can be reduced.

  The vehicle 1 also includes a headlamp 51. The headlamp 51 is connected to the headlamp controller 52. The headlamp controller 52 is configured to be able to continuously change the light amount and the optical axis of the headlamp 51 based on a command from the ECU 60.

  The vehicle 1 includes a car navigation 53 and a position sensor 54. The car navigation 53 stores map information. The position sensor 54 is configured to detect the current position of the vehicle 1 and is, for example, a GPS (Global Positioning System).

  The vehicle 1 also includes an ECU (Electronic Control Unit) 60 that is a control device. On the input side of the ECU 60, a crank angle sensor 4, a cooling water temperature sensor 5, a supercharging pressure sensor 16, an intake air temperature sensor 19, a throttle opening sensor 22, an accelerator opening sensor 23, a turbine speed sensor 26e, an air flow meter 30, A car navigation 53, a position sensor 54, and the like are connected. An injector 6, a pump 10, a throttle motor 21, a motor controller 28, an intake bypass valve 36, an EGR valve 46, a headlamp controller 52, and the like are connected to the output side of the ECU 60.

  The ECU 60 grasps the travel point of the vehicle 1 based on the map information of the car navigation 53 and the current position detected by the position sensor 54. The ECU 60 executes pre-assist when predetermined conditions are satisfied (when it is determined that there is a high possibility that acceleration is required). Here, pre-assist means that the motor 26c is driven by controlling the motor controller 28 prior to the driver's acceleration request (depressing the accelerator pedal).

[Features of Embodiment 1]
According to the above system, it is possible to execute pre-assist driving the electric motor 26c prior to the driver's acceleration request. By executing the pre-assist, the turbine rotational speed Nt can be sufficiently increased prior to the driver's acceleration request. Therefore, when there is an acceleration request during pre-assist execution, the supercharging rises compared to the case where the drive of the electric motor 26c is started after the acceleration request is made (that is, when normal motor assist is executed). It becomes faster and the acceleration increases accordingly. Therefore, the accelerator opening AA for obtaining the predetermined acceleration is smaller when pre-assist is executed than when pre-assist is not executed. For this reason, if the driver performs an accelerator operation without recognizing that pre-assist is being executed, acceleration exceeding the driver's request will be obtained, and drivability will be required, such as the need to step on the brake pedal. It can get worse. Therefore, it is desirable to let the driver recognize that the pre-assist is being executed and then perform the accelerator operation. Although the driver may be able to recognize the pre-assist due to a change in sound caused by the increase in the turbine speed Nt, the driver may not be able to recognize only by this change in sound.
In addition, when the driver performs an accelerator operation during the pre-assist operation, it is desirable that the visibility should be better than the normal time prior to the acceleration request, particularly when the pre-assist is executed during night driving. . However, in Patent Document 2 already described, there is no description about adjusting the optical axis before requesting acceleration.

Therefore, in the first embodiment, the state of the headlamp is changed when pre-assist is executed. That is, the headlamp control is coordinated with the pre-assist execution.
FIG. 2 is a diagram illustrating an example of headlamp control when pre-assist is executed in the first embodiment. As shown in FIG. 2, the control of the headlamp 51 is determined according to the initial state of the headlamp 51 (hereinafter referred to as “headlamp initial state”) and the time zone. The initial state of the headlamps is, in order of increasing light intensity, when the lamp is not lit (OFF), when the position lamp (P-lamp; also referred to as “small lamp” or “vehicle width lamp”) is lit, and when the low beam (Lo- beam) and high beam (Hi-beam) lighting. The time zone is divided into four areas: morning, daytime, evening, and nighttime.

  When pre-assist is executed when the initial state of the headlamp is not lit, the headlamp 51 is lit regardless of the time zone. Then, the backlight of the meter panel in which the speedometer or the like is incorporated is turned on. As described above, the backlight of the meter panel is turned on even though the driver does not operate the lighting switch, so that the driver can be surely recognized that the pre-assist has been executed. .

  In addition, when the pre-assist is executed when the initial state of the headlamp is when the position lamp is lit or when the low beam is lit, the light amount of the headlamp 51 is increased regardless of the time zone. As described above, the light amount of the headlamp 51 is increased even though the driver is not operating the lighting switch, so that the driver can be surely recognized that the pre-assist has been executed. . Furthermore, when the time zone is nighttime, the amount of light of the headlamp 51 is increased and the optical axis is changed upward. Thereby, if pre-assist is performed during night driving, visibility can be improved. Therefore, even when pre-assist is executed during night driving, the driver can perform an appropriate accelerator operation (acceleration request).

  Further, when the pre-assist is executed when the initial state of the headlamp is when the high beam is on, the optical axis of the headlamp 51 is changed upward regardless of the time zone. In this way, the driver can be surely recognized that pre-assist has been executed by changing the optical axis of the headlamp 51 even though the driver has not operated the lighting switch. Can do.

[Specific Processing in Embodiment 1]
FIG. 3 is a flowchart showing a routine executed by the ECU 60 in the first embodiment.
In the routine shown in FIG. 3, it is first determined whether or not pre-assist is being executed (step 100). Here, in a routine different from this routine, the ECU 60 determines whether or not the pre-assist start condition is satisfied. For example, the ECU 60 can determine whether or not the pre-assist start condition is satisfied based on the travel point. If the pre-assist start condition is satisfied, pre-assist is executed by controlling the motor controller 28 to drive the electric motor 26c (pre-assist ON). If it is determined in step 100 that the pre-assist is not ON, this routine is temporarily terminated.

If it is determined in step 100 that the pre-assist is ON, it is determined whether or not the initial state of the headlamp is OFF (not lit) (step 102). If it is determined in step 102 that the initial state of the headlamp is OFF, the headlamp controller 52 turns on the headlamp (for example, Lo-beam) 51 (step 104).
On the other hand, if it is determined in step 102 that the initial state of the headlamp is not OFF, that is, if the initial state of the headlamp is on, the process of step 106 is executed.

In step 106, it is determined whether or not the initial state of the headlamp is P-lamp or Lo-beam. If it is determined in step 106 that the initial state of the headlamp is not P-lamp or Lo-beam, that is, if it is determined that the initial state of the headlamp is Hi-beam, the headlamp controller 52 performs the headlamp. The optical axis 51 is changed upward by a predetermined amount (step 114).
On the other hand, if it is determined in step 106 that the initial headlamp state is P-lamp or Lo-beam, it is determined whether or not the time zone is night (step 108). If it is determined in step 108 that the time zone is not nighttime, that is, if the time zone is morning, daytime or evening, the headlamp controller 52 increases the light amount of the headlamp 51 by a predetermined amount (step 110). If it is determined in step 108 that the time zone is nighttime, the headlamp controller 52 increases the light quantity of the headlamp 51 by a predetermined amount and changes the optical axis upward by a predetermined amount (step 112). ).

  Thereafter, it is determined whether or not a predetermined time has elapsed after the processing of step 110, 112 or 114 described above, that is, after the state of the headlamp 51 is changed from the initial state (step 116). If it is determined in step 116 that the predetermined time has elapsed, that is, if there is no acceleration request within the predetermined time, the headlamp controller 52 returns the headlamp 51 to the initial state (step 118).

  As described above, according to the first embodiment, when the pre-assist is executed, the state of the headlamp 51 is changed from the initial state. That is, headlamp control is coordinated with pre-assist execution. Thereby, it can be made to recognize reliably that the vehicle driver performed pre-assist. It is possible to prompt the driver to perform an appropriate accelerator operation during pre-assist execution.

  By the way, in the first embodiment, FIG. 2 shows an example of the headlamp control when the pre-assist is executed. However, the control content of the headlamp is changed without departing from the gist of the present invention. Also good. For example, when pre-assist is executed when the initial state of the headlamp is P-lamp or Lo-beam and the time zone is daytime, the light amount may be increased and the optical axis may be changed upward. .

  In addition, when pre-assist is executed while the vehicle is traveling on a curve, the light amount may be increased and / or the optical axis may be changed upward, and the optical axis may be changed in the steering direction (described later). The same applies to the second embodiment).

  In the first embodiment, MAT 26 corresponds to “electric supercharger” in the first invention, and headlamp controller 52 and ECU 60 correspond to “headlamp control means” in the first invention. In the first embodiment, the “headlamp control means” according to the first aspect of the present invention is realized by the ECU 60 executing the processing of step 104, 110, 112 or 114.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIGS.
FIG. 4 is a diagram showing a system configuration of the second embodiment.
The vehicle shown in FIG. 4 includes a vehicle speed sensor 55, a brake sensor 56, a steering sensor 57, a distance sensor 58, and a congestion degree sensor 59 in addition to the vehicle shown in FIG. The vehicle speed sensor 56 is configured to detect the speed P20 of the vehicle 1. The brake sensor 55 is configured to detect a depression amount P40 of a brake pedal (not shown). The steering sensor 57 is configured to detect a steering angle P50 of a steering wheel (not shown) (hereinafter abbreviated as “steering”). The distance sensor 58 is configured to detect an inter-vehicle distance P60 between the vehicle 1 and a vehicle traveling in front of the vehicle 1 (hereinafter referred to as “front vehicle”). Radar device. The congestion degree sensor 59 is configured to detect the congestion degree P80 of the road on which the vehicle 1 is traveling, and is, for example, VICS (Vehicle Information and Communication System).

  The ECU 60 has a possibility evaluation module 61 and a pre-assist execution module 62. These modules 61 and 62 can be configured as programs executed in the ECU 60, for example. Although the details will be described later, the possibility evaluation module 61 calculates a probability fp with an acceleration request (accelerator depression) by a future driver, and further determines whether or not to perform pre-assist based on the probability fp. is there. The pre-assist execution module 62 determines the rotational speed RV and duration D of the motor 26c at the time of pre-assist execution based on the probability fp.

[Features of Embodiment 2]
Next, the flow of pre-assist execution in the vehicle 1 will be described.
FIG. 5 is a schematic diagram showing a flow of pre-assist execution in the second embodiment.
As shown in FIG. 5, the possibility evaluation module 61 of the ECU 60 first acquires the parameter values P10 to P80 necessary for calculating the probability fp. Specifically, the possibility evaluation module 61 acquires the vehicle position (for example, latitude and longitude) P10 from the position sensor 54, and acquires the vehicle speed P20 from the vehicle speed sensor 56. Further, the possibility evaluation module 61 acquires the accelerator operation amount (accelerator depression amount) P30 and the accelerator speed (change amount per unit time of the accelerator operation amount P30) P35 from the accelerator opening sensor 23. Further, the possibility evaluation module 61 obtains a brake operation amount P40 and a brake speed (change amount per unit time of the brake operation amount P40) P45 from the brake sensor 55. Further, the possibility evaluation module 61 acquires the steering operation amount P50 and the steering angular velocity (change amount per unit time of the steering operation amount P50) P55 from the steering sensor 57. Further, the possibility evaluation module 61 obtains the inter-vehicle distance P60 and the speed difference (change amount per unit time of the inter-vehicle distance P60) P70 from the distance sensor 58, and obtains the congestion degree P80 from the congestion sensor 59. To do. These parameter values P10 to P80 are parameter values related to the operating state of the vehicle 1.

Next, the possibility evaluation module 61 obtains the probability fp using the acquired parameter values P10 to P80. This probability fp means the probability that there is an acceleration request (for example, accelerator depression) by the driver within a predetermined time from the original time point. This predetermined time can be set to an arbitrary time within the range of the duration D that can be set by the pre-assist execution module 62, for example. In the second embodiment, the probability fp is calculated by the following equation (1).
fp = kp × kv × ka × kb × ks × kd × kr × kj (1)
In the above equation (1), kp, kv, ka, kb, ks, kd, kr, kj represent the probabilities (hereinafter referred to as “parameter probabilities”) determined based on the parameter values P10 to P80, respectively. Yes. Each of the parameter probabilities kp to kj takes a value in the range from 0 to 1. For this reason, the probability fp calculated according to the above equation (1) also takes a value in the range of 0 to 1. Details of these parameter probabilities kp to kj will be described later with reference to FIGS.

  Thereafter, the possibility evaluation module 61 determines whether or not the obtained probability fp is greater than or equal to the threshold value PL, that is, whether or not the pre-assist start condition is satisfied. When the probability fp is greater than or equal to the threshold value PL, that is, when the pre-assist start condition is satisfied, a pre-assist start command is issued to the pre-assist execution module 62 and the calculated probability fp is provided.

  The pre-assist execution module 62 determines the rotational speed RV and the duration D of the motor 26c based on the probability fp received from the possibility evaluation module 61. A graph G1 in FIG. 5 shows the relationship between the probability fp, the rotational speed RV, and the duration D. As shown in the graph G1, the duration (motor drive time) D is made longer as the probability fp is lower. This is because by increasing the duration D when the probability fp is low, pre-assist is started but there is no acceleration request from the driver, so the number of times that the duration D elapses is reduced. However, if the duration D is increased, the amount of heat generated by the motor 26c increases. Therefore, in order to suppress the deterioration of the electric motor 26c, the longer the duration D (that is, the lower the probability fp), the lower the rotation speed RV.

  Thereafter, the pre-assist execution module 62 outputs the rotational speed RV and the duration D to the motor controller 28. The motor controller 28 supplies the electric power for realizing the rotational speed RV to the electric motor 26c only for the duration D. Thus, pre-assist driving the electric motor 26c is executed prior to the acceleration request by the driver.

  If the driver further depresses the accelerator during the duration D (that is, if the driver requests acceleration), the turbine speed Nt has already been increased, so that supercharging quickly starts. Thereby, since a large acceleration is obtained, the response of the engine to the driver's acceleration request can be improved.

Next, the details of the parameter probabilities kp to kj will be described with reference to FIGS.
(Own vehicle position probability kp)
FIG. 6 is a diagram for explaining the vehicle position probability kp. Specifically, FIG. 6 (A) is a diagram showing a map MAP, and FIG. 6 (B) is a correspondence between the identification number ID, category name, own vehicle position probability kp, and hatching of each area shown in the map MAP. It is a figure which shows a relationship.
The map MAP shows a first road R1 to a fourth road R4 that are general roads and a fifth road R5 that is an expressway. These roads R1 to R5 are divided into a plurality of regions. Each area is classified into a plurality of categories. Each area has a category ID (a number enclosed in square brackets []) and hatching corresponding to the category. The normal part (ID = 99) is not hatched.
On the map MAP, the partial area immediately after passing the intersection on the roads R3 and R4 is classified into the first category “immediately after the intersection (ID = 1)”. In the region “immediately after the intersection”, since the vehicle frequently accelerates to the cruising speed after passing the intersection, it is estimated that the possibility that the accelerator is further depressed is relatively high. Therefore, the vehicle position probability kp “just after the intersection” is set to “0.8”. In the map MAP shown in FIG. 6A, it is assumed that the vehicle travels on the left side of the road, and the region “immediately after the intersection” is set to the left side portion after passing the intersection on the road.
Similarly, in areas classified into the fourth category “uphill (ID = 4)” and the sixth category “near the expressway junction (ID = 6)”, it is estimated that the accelerator is likely to be further depressed. Is done. Accordingly, the vehicle position probabilities kp of these “uphill” and “near the highway junction” are both set to “0.9”.
On the other hand, in areas classified into the second category “narrow street (ID = 2)”, the third category “steep curve (ID = 3)”, and the fifth category “downhill (ID = 5)”, the accelerator is further increased. Is unlikely to be stepped on. Therefore, the own vehicle position probability kp of “narrow street” is set to “0.3”, and the own vehicle position probability kp of “steep curve” and “downhill” is set to “0.2”.
In addition, in the other category “normal part (ID = 99)” area, the vehicle position probability kp is set to an intermediate value “0.5”.

(Vehicle speed probability kv)
FIG. 7 is a diagram for explaining the vehicle speed probability kv. Specifically, FIG. 7 is a diagram illustrating a correspondence relationship between the vehicle speed probability kv and the vehicle speed P20.
A first vehicle speed probability kv1 in FIG. 7 is a vehicle speed probability on a general road, and a second vehicle speed probability kv2 is a vehicle speed probability on a highway. The symbol “vn” represents the legal maximum speed on a general road, and the symbol “vh” represents the legal maximum speed on a highway.
When the vehicle is traveling on a general road and the vehicle speed P20 is less than or equal to the legal maximum speed vn, the first vehicle speed probability kv1 is set to a smaller value as the vehicle speed P20 is faster. Similarly, when the vehicle is traveling on a highway and the vehicle speed P20 is equal to or lower than the legal maximum speed vh, the second vehicle speed probability kv2 is set to a smaller value as the vehicle speed P20 is higher. This is because when the vehicle speed P20 is high, the possibility that the accelerator is further depressed is low.

(Accelerator operation probability ka)
FIG. 8 is a diagram for explaining the accelerator operation probability ka. Specifically, FIG. 8A is a diagram showing a correspondence relationship between the accelerator amount probability ka1 and the accelerator operation amount (accelerator depression amount) P30, and FIG. 8B shows the accelerator speed probability ka2 and the accelerator speed P35. It is a figure which shows the correspondence of these. The accelerator operation probability ka is obtained by multiplying the accelerator amount probability ka1 and the accelerator speed probability ka2 (ka = ka1 × ka2).
As shown in FIG. 8A, the accelerator amount probability ka1 is set to a smaller value as the accelerator operation amount P30 is larger. This is because when the accelerator operation amount P30 is large, the possibility that the accelerator is further depressed is low.
Further, as shown in FIG. 8B, the accelerator speed probability ka2 when the accelerator speed P35 is a positive value is set to a value larger than the accelerator speed probability ka2 when the accelerator speed P35 is a negative value. This is because if the driver has increased the power to step on the accelerator pedal, there is a high possibility that the power will be further increased. On the other hand, when the driver weakens the force to step on the accelerator pedal, the driver is less likely to increase the force.

(Brake operation probability kb)
FIG. 9 is a diagram for explaining the brake operation probability kb. Specifically, FIG. 9A is a diagram showing a correspondence relationship between the brake amount probability kb1 and the brake operation amount (brake depression amount) P40, and FIG. 9B shows the brake speed probability kb2 and the brake speed P45. It is a figure which shows the correspondence of these. The brake operation probability kb is obtained by multiplying the brake amount probability kb1 and the brake speed probability kb2 (kb = kb1 × kb2).
As shown in FIG. 9A, when the brake operation amount P40 is smaller than the predetermined value Bth, the brake amount probability kb1 is made smaller as the brake operation amount P40 is larger. This is because when the brake operation amount P40 is large, the possibility that the accelerator is further depressed is low. When the brake operation amount P40 is equal to or greater than the predetermined value Bth, the brake amount probability kb1 is set to zero.
As shown in FIG. 9B, when the brake speed P45 is smaller than zero, the brake speed probability kb2 is set to a larger value as the brake speed P45 is smaller. This is because the higher the speed at which the force to depress the brake pedal is faster, the higher the possibility that the accelerator will be depressed. When the brake speed P45 is equal to or higher than zero, the brake speed probability kb2 is set to zero.

(Steering operation probability ks)
FIG. 10 is a diagram for explaining the steering operation probability ks. Specifically, FIG. 10A is a diagram showing a correspondence relationship between the steering angle probability ks1 and the steering operation amount (steering angle) P50, and FIG. 10B is a graph showing the relationship between the steering speed probability ks2 and the steering angular velocity P55. It is a figure which shows a correspondence. The steering operation probability ks is obtained by multiplying the steering angle probability ks1 and the steering speed probability ks2 (ks = ks1 × ks2).
In FIG. 10A, the steering operation amount P50 means an angle when the straight traveling direction is zero. Therefore, when the steering operation amount P50 is a positive value, it means that the steering is steered in the right direction. On the other hand, when the steering operation amount P50 is a negative value, it means that the steering is steered in the left direction. As shown in FIG. 10A, when the absolute value of the steering operation amount P50 is smaller than the predetermined value Anth, the steering angle probability ks1 is set to a smaller value as the steering operation amount P50 is larger. This is because the greater the change in the traveling direction of the vehicle 1 (that is, the greater the degree of bending of the vehicle 1), the lower the possibility that the accelerator will be depressed. When the absolute value of the steering operation amount P50 is equal to or greater than the predetermined value Anth (that is, when the change in the traveling direction of the vehicle 1 is remarkably large), the steering angle probability ks1 is set to zero.
Further, as shown in FIG. 10B, the larger the absolute value of the steering angular velocity P55, the smaller the steering speed probability ks2. This is because the higher the steering speed, the lower the possibility that the accelerator will be depressed. Here, when the same steering speed probability ks2 is obtained in the range where the steering angular velocity P55 is a positive value and the range where the steering angle velocity P55 is a negative value, the value in the range where the negative value is positive is the range where the value is positive Far from zero than the value at. This is because when the steering is performed so that the steering is returned to the straight traveling direction, the accelerator is more likely to be depressed than when the steering is steered away from the straight traveling direction.

(Inter-vehicle distance probability kd)
FIG. 11 is a diagram for explaining the inter-vehicle distance probability kd. Specifically, FIG. 11 is a diagram illustrating a correspondence relationship between the inter-vehicle distance probability kd and the inter-vehicle distance P60.
As shown in FIG. 11, the longer the inter-vehicle distance P60, the greater the inter-vehicle distance probability kd.

(Previous vehicle speed difference probability kr)
FIG. 12 is a diagram for explaining the front vehicle speed difference probability kr. Specifically, FIG. 12 is a diagram illustrating a correspondence relationship between the front vehicle speed difference probability kr and the speed difference P70 between the front vehicle. This speed difference P70 means the relative speed of the front vehicle viewed from the vehicle 1. Therefore, when the speed of the front vehicle is faster than the speed P20 of the vehicle 1 (when the front vehicle leaves), the speed difference P70 becomes a positive value. On the other hand, when the speed of the front vehicle is slower than the speed P20 of the vehicle 1 (when the front vehicle approaches), the speed difference P70 is a negative value.
As shown in FIG. 12, when the speed difference P70 is greater than zero, the front vehicle speed difference probability kr is increased as the speed difference P70 increases. This is because the greater the speed difference P70, the higher the possibility that the accelerator will be depressed. Further, when the speed difference P70 is less than or equal to zero, the front vehicle speed difference probability kr is set to zero.

(Congestion probability kj)
FIG. 13 is a diagram for explaining the congestion degree probability kj. Specifically, FIG. 13 is a diagram illustrating a correspondence relationship between the congestion degree probability kj and the congestion degree P80.
As shown in FIG. 13, the higher the congestion degree P80, the smaller the congestion degree probability kj. This is because the higher the degree of congestion P80, the lower the possibility that the accelerator will be depressed.

As described above, in the second embodiment, the probabilities are based on the parameter probabilities kp, kv, ka, kb, ks, kd, kr, kj obtained according to the parameter values P10 to P80 relating to the operation state of the vehicle 1. fp is calculated. Therefore, the accuracy of the probability fp at which the acceleration request is issued can be increased. Furthermore, since it is determined whether or not pre-assist execution is necessary based on this probability fp, it is possible to determine whether or not pre-assist execution is appropriate according to the operation status of the vehicle 1.
The correspondence relationship (FIGS. 6 to 13) between the parameters P10 to P80 and the parameter probabilities kp to kj is stored in the ECU 60 in advance.

  By the way, in the first embodiment, when the pre-assist is executed, the light amount of the headlamp 51 is increased by a predetermined amount and / or the optical axis of the headlamp 51 is changed upward by a predetermined amount.

  However, as shown in the graph G1 (FIG. 5), the motor rotation speed RV at the time of pre-assist execution is not constant, and is increased as the obtained probability fp is higher. Since the motor rotation speed RV and the turbine rotation speed Nt have a predetermined proportional relationship, the higher the probability fp, the higher the turbine rotation speed Nt. When the turbine rotational speed Nt is high, the turbocharger rises faster and the acceleration is larger than when it is low. Therefore, it is desirable to make the driver recognize that pre-assist has been executed as in the first embodiment, and to recognize the turbine speed Nt.

Therefore, in the second embodiment, when the pre-assist is executed, the light amount increase amount and / or the optical axis change amount of the headlamp is calculated according to the turbine rotational speed Nt. FIG. 14 is a diagram showing the relationship between the turbine speed at the time of pre-assist execution, the amount of light increase of the headlamp, and the amount of optical axis change in the second embodiment. As shown in FIG. 14, the light amount increase amount and the optical axis change amount of the headlamp 51 are increased as the turbine rotational speed Nt during the pre-assist execution is higher.
Further, as described above, there is a relationship that the higher the probability fp, the higher the turbine speed Nt. Therefore, the higher the probability fp that the acceleration is requested at the time of assist execution is, the larger the light amount increase amount and the optical axis change amount of the headlamp 51 are.

[Specific Processing in Second Embodiment]
FIG. 15 is a flowchart showing a routine executed by the ECU 60 in the second embodiment.
In the routine shown in FIG. 15, first, as in the first embodiment, the determination in step 100 is executed. Prior to this step 100, the ECU 60 calculates the probability fp according to the flow shown in FIG. 5, and executes pre-assist based on the probability fp. If it is determined in step 100 that the pre-assist is ON, the determination in step 102 is executed. When it is determined in step 102 that the initial state of the headlamp is not OFF, that is, when the initial state of the headlamp is on, the turbine rotational speed Nt is acquired (step 122). The turbine rotational speed Nt acquired in step 122 is used to calculate the light amount increase amount and / or the optical axis change amount in step 124, 126, or 128 described later.

  Thereafter, if it is determined in step 106 that the initial state of the headlamp is P-lamp or Lo-beam, and if it is determined in step 108 that the time zone is not nighttime, the process of step 124 is executed. . In this step 124, for example, with reference to a map in which the relationship as shown in FIG. 14 is defined, the amount of light increase corresponding to the turbine speed Nt acquired in the above step 122 is calculated. Then, the headlamp controller 52 increases the amount of light of the headlamp 51 by the increased amount calculated in step 124 (step 110).

  On the other hand, if it is determined in step 106 that the initial state of the headlamp is P-lamp or Lo-beam, and if it is determined in step 108 that the time zone is nighttime, the process of step 126 is executed. . In this step 126, for example, with reference to a map in which the relationship shown in FIG. 14 is determined, the light amount increase amount and the optical axis change amount corresponding to the turbine rotational speed Nt acquired in step 122 are calculated. Then, the headlamp controller 52 increases the light amount of the headlamp 51 by the increased amount calculated in the step 126, and changes the optical axis of the headlamp 51 upward by the changed amount calculated in the step 126 ( Step 112).

  If it is determined in step 106 that the initial state of the headlamp is not P-lamp or Lo-beam, that is, if the initial state of the headlamp is Hi-beam, the process of step 128 is executed. In this step 128, for example, with reference to a map in which the relationship as shown in FIG. 4 is defined, the optical axis change amount corresponding to the turbine rotational speed Nt acquired in the above step 122 is calculated. Then, the headlamp controller 52 changes the optical axis of the headlamp 51 upward by the change amount calculated in step 128 (step 114).

  After step 110, 112 or 114 is executed, the processing of steps 116 and 118 is executed as in the first embodiment.

  As described above, according to the routine shown in FIG. 15, according to the second embodiment, when the pre-assist is executed, the state of the headlamp 51 is changed from the initial state. Further, the light amount increase amount and / or the optical axis change amount is calculated according to the turbine rotational speed Nt. As a result, the driver of the vehicle can be surely recognized that the pre-assist has been executed, and the turbine speed Nt can be recognized. Therefore, it is possible to prompt the driver to perform an appropriate accelerator operation according to the turbine speed Nt, and to avoid excessive depression of the accelerator, so that drivability can be improved.

  By the way, in this Embodiment 2, although the light quantity increase amount and the optical axis change amount are calculated | required based on the turbine rotation speed Nt, light quantity is calculated based on the probability fp calculated based on parameters P10-P80 regarding the operation state of the vehicle. The increase amount and the optical axis change amount may be obtained. In this case, it is possible to prompt the driver to perform an appropriate accelerator operation according to the operation state of the vehicle, and to avoid excessive depression of the accelerator, so that drivability can be improved.

  In the second embodiment, the probability fp is calculated by multiplying all the parameter probabilities kp to kj determined based on the parameters P10 to P80, but at least of these parameter probabilities kp to kj. The probability fp can be obtained based on one or more. However, in order to obtain the probability fp with high accuracy, it is desirable that the parameter probability to be used is large.

  In the second embodiment, the turbine rotational speed sensor 26e is the “turbine rotational speed acquisition means” in the second invention, and the headlamp controller 52 and the ECU 60 are the “headlamp control means” in the second invention. The possibility evaluation module 61 corresponds to “possibility evaluation means” in the third invention. In the second embodiment, the “headlamp control means” according to the second aspect of the present invention is realized by the ECU 60 executing the processing of step 104, 124, 126 or 128.

It is a figure which shows the system configuration | structure by Embodiment 1 of this invention. In Embodiment 1 of this invention, it is a figure which shows an example of headlamp control when pre-assist is performed. 5 is a flowchart showing a routine that is executed by the ECU 60 in the first embodiment of the present invention. It is a figure which shows the system configuration | structure of Embodiment 2 of this invention. In Embodiment 2 of this invention, it is the schematic which shows the flow of pre-assist execution. It is a figure for demonstrating the own vehicle position probability kp. It is a figure for demonstrating the vehicle speed probability kv. It is a figure for demonstrating the accelerator operation probability ka. It is a figure for demonstrating the brake operation probability kb. It is a figure for demonstrating steering operation probability ks. It is a figure for demonstrating the inter-vehicle distance probability kd. It is a figure for demonstrating the front vehicle speed difference probability kr. It is a figure for demonstrating the congestion degree probability kj. In Embodiment 2 of this invention, it is a figure which shows the relationship between the turbine rotation speed at the time of pre-assist execution, the light quantity increase amount of a headlamp, and an optical axis change amount. In Embodiment 2 of this invention, it is a flowchart which shows the routine which ECU60 performs.

Explanation of symbols

1 vehicle 2 engine body 26 MAT
26a Compressor 26b Turbine 26c Electric motor 26d Connecting shaft 26e Turbine speed sensor 28 Motor controller 29 Battery 51 Headlamp 52 Headlamp controller 53 Car navigation 54 Position sensor 55 Vehicle speed sensor 56 Brake sensor 57 Steering sensor 58 Distance sensor 59 Congestion degree sensor 60 ECU
61 Possibility evaluation module 62 Pre-assist execution module

Claims (3)

A control device for a vehicle having an electric supercharger,
Pre-assist execution means for executing pre-assist driving the electric supercharger prior to the acceleration request by the driver;
A headlamp control means for changing a headlamp state from a state before the pre-assist is executed when the pre-assist is executed;
The headlamp control means turns on the headlamp when the headlamp is not lit, increases the light quantity of the headlamp when the headlamp is lit, and / or A control apparatus for a vehicle, wherein the optical axis is changed upward. The vehicle control device according to claim 1,
Turbine rotation speed acquisition means for acquiring the turbine rotation speed of the electric supercharger;
The headlamp control means determines the amount of increase in the light amount and / or the amount of change in the optical axis based on the turbine rotational speed. The vehicle control device according to claim 1,
Further comprising a possibility evaluation means for determining an evaluation value of the possibility that the acceleration request is issued based on one or more parameters relating to the operation state of the vehicle;
The parameters include the travel position of the vehicle, the accelerator operation amount, the increase speed of the accelerator operation amount, the brake operation amount, the increase speed of the brake operation amount, the steering angle, and the increase speed of the steering angle. And at least one selected from a distance between the front vehicle traveling in front of the vehicle, a speed difference between the front vehicle and the vehicle, and a degree of congestion on a road on which the vehicle is traveling. ,
The headlamp control means determines the amount of increase in the amount of light and / or the amount of change in the optical axis based on the evaluation value.

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