JP2009173061A - Fuel consumption adequacy determination system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel consumption adequacy determination system suppressing deterioration of AT in the state of economic operation. <P>SOLUTION: The fuel consumption adequacy determination system includes an economy determination part 13 and a display control part 21 for correcting fuel consumption adequacy determination reference for determining adequacy of the fuel consumption at traveling of the vehicle and determined based on the vehicle condition based on operation oil temperature information input from an operation oil temperature detection part for detecting the temperature of the operation oil of a transmission, determining whether or not the fuel consumption during traveling is fitted to the fuel consumption adequacy determination reference after correction based on vehicle condition information input from a vehicle condition detection part for detecting the vehicle condition, and displaying the determination result on an economy display part 41. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a fuel efficiency appropriateness determination system that supports a driver's eco-driving.

  In recent years, fuel efficiency appropriateness determination systems that support eco-driving of drivers (hereinafter referred to as drivers) have come to be installed in vehicles from the viewpoint of environmental protection. For example, it is determined whether or not the vehicle is in a driving state with good fuel efficiency from the amount of depression of the accelerator, the engine efficiency, and the traveling speed and acceleration. A technology has been proposed that turns on a diode and recognizes that the vehicle is eco-friendly.

  For example, in Patent Document 1, it is determined whether or not the current driving state of the vehicle is low fuel consumption based on the transmission efficiency characteristics of a transmission mounted on the vehicle so that the driver can recognize low fuel consumption driving. The technology for displaying on the driver is disclosed.

JP 2006-315479 A

  By the way, because the AT oil temperature (the temperature of the hydraulic fluid of the transmission) is not low or high, the driver can set the oil temperature to operate the accelerator in order to maintain the eco notification state. It cannot be put into an appropriate state. For example, when the AT oil temperature is high and the driver wants to keep the eco notification state and drive the vehicle at a high speed, that is, operate the accelerator at the limit that does not exceed the upper limit of the eco judgment standard. If this is the case, the AT oil temperature will not drop from a high temperature to an appropriate temperature. On the other hand, when the AT oil temperature is low and the driver continues to maintain the eco notification state, the AT oil temperature does not readily rise from a low temperature to an appropriate temperature.

  This invention is made | formed in view of such a situation, and it aims at providing the fuel-consumption appropriateness determination system which suppresses degradation of AT in the state of eco-driving.

In order to achieve such an object, the fuel efficiency appropriateness determination system of the present invention is a fuel efficiency appropriateness determination standard for determining the appropriateness of fuel efficiency when the vehicle is running, and is determined based on the vehicle state, and the operation of the transmission is determined. Correction based on hydraulic oil temperature information input from the hydraulic oil temperature detection unit that detects the oil temperature, and based on the vehicle state information input from the vehicle state detection unit that detects the vehicle state, It is characterized by having a control part which judges whether it meets the fuel efficiency appropriate judgment standard after this amendment, and displays the judgment result on a display part.
According to this structure, the display mode which shows eco-drive changes according to AT oil temperature.

Further, the control unit described above sets the appropriate fuel efficiency determination criterion suitable for high temperature when the AT oil temperature is high, and the appropriate fuel efficiency determination criterion suitable for low temperature when the AT oil temperature is low.
According to this configuration, a display mode suitable for the AT oil temperature is provided.

  According to the present invention, the driver is aware of the accelerator operation based on the display content of the display unit, and tries to maintain eco-driving. Thereby, AT oil temperature is adjusted and deterioration of AT can be suppressed. In addition, the driver can recognize the optimum eco-driving according to the AT oil temperature.

Embodiments of the present invention will be specifically described below with reference to the drawings.
FIG. 1 is a configuration diagram of a fuel efficiency appropriateness determination system according to an embodiment of the present invention, and FIG. 2 is a functional block diagram showing a hardware configuration of a powertrain ECU 10 and a meter ECU 10.

  As shown in FIG. 1, the fuel efficiency appropriateness determination system includes a powertrain ECU 10, a meter ECU 20, and the like. These ECUs (electronic control units) 10 and 20 are connected to each other via a network 30 such as an in-vehicle LAN, and a protocol such as CAN (Controller Area Network) is used, for example. In addition, in this embodiment, although powertrain ECU10 and meter ECU20 are described as a different body, these may be integrally formed.

  The power train ECU 10 detects an engine control unit 11 that controls the engine, a transmission control unit 12 that controls the transmission, a hydraulic oil temperature detection unit (not shown) that detects the hydraulic oil temperature of the transmission, and a vehicle state. A vehicle state detection unit (not shown) is provided, and measurement data such as the intake air amount and air-fuel ratio are acquired from the sensor 50. Based on these measurement data, control command values such as fuel injection amount, ignition timing, and shift timing are obtained. An operation is performed, and an actuator 60 such as an injector or an ignition coil is controlled based on the calculation result. In this embodiment, the engine control unit 11 and the transmission control unit 12 are formed in the powertrain ECU 10, but the engine control unit 11 and the transmission control unit 12 may be formed in separate ECUs. Good.

  Further, the powertrain ECU 10 includes an eco judgment unit 13, which is based on hydraulic oil temperature information input from the hydraulic oil temperature detection unit and vehicle state information input from the vehicle state detection unit. It is determined whether or not the driving state is eco-driving. In addition, the control part of this invention is comprised from the eco judgment part 13 and the display control part 21 etc. which are mentioned later. Eco driving means, for example, driving with good fuel efficiency, and it is determined whether or not the vehicle is eco driving by comparing a calculated value calculated from measurement data or the like with a predetermined threshold value. Is done. Details of the operation of the eco judgment unit 13 will be described later.

Meter ECU20 is provided with display control part 21, and display control part 21 controls various indicator lamps in indicator panel 40 carried in vehicles, and eco display part 41 as a display part of the present invention. The eco display unit 41 includes a bar graph indicating the degree of eco driving (hereinafter referred to as eco bar), a lamp that is turned on when eco driving is performed (hereinafter referred to as eco lamp), and the like.

  The ECUs 10 and 20 described above are so-called computers, that is, as shown in FIG. 2, a processing device 10a such as a CPU, SRAM (Static Random Access Memory), DRAM (Dynamic RAM), SDRAM (Synchronous DRAM), NVRAM. A hardware configuration in which a RAM 10b such as (Non Volatile RAM), a ROM (Read Only Memory) 10c such as a flash memory, and an I / F 10d that controls input / output in communication with each other is connected by a bus 10e.

  Therefore, the CPU 10a reads a required program stored in the ROM 10c or the like and performs calculations according to the program, thereby realizing the functions in the ECUs 10 and 20. In addition, as such a program, it can be set as the program according to the flowchart mentioned later.

Next, the operation of the fuel efficiency appropriateness determination system will be described.
First, the processing procedure of the eco judgment unit 13 in the powertrain ECU 10 will be described with reference to FIGS.
3 is a flowchart showing an example of the processing procedure of the eco judgment unit 13, FIG. 4 is an accelerator opening upper limit threshold calculation map, FIG. 5 is a graph for explaining the guard processing, and FIG. FIG. 7 is a graph showing the eco-driving state amount after the annealing process.

  As shown in FIG. 3, when the various measurement data is input from the sensor 50, the eco determination unit 13 first determines whether or not the input measurement data is normal (step S1). This determination process is performed, for example, based on whether the same measurement data is continuously input within a predetermined time. When the same measurement data is continuously input, it is determined that the measurement data is not normal. In this case, it can be determined that a sticking abnormality or the like has occurred in the sensor 50.

  If it is determined that the measurement data is normal, the eco judgment unit 13 then determines whether or not to provide fuel saving advice, that is, an indication of an eco-driving of the vehicle state, for example, an indication by an eco bar. It is determined whether or not a display with an eco lamp can be provided to the driver (step S2). This determination process is performed, for example, depending on whether the shift lever is in the back or parking position or a signal for turning on the power switch is input. It is determined that the state is not possible. Conversely, when the shift lever is in the drive range position, it is determined that eco-drive display is possible.

  If it is further determined that the eco driving can be displayed, the eco determination unit 13 then calculates an upper limit threshold value for determining the eco driving (step S3). The calculation of the upper threshold value is performed, for example, with reference to accelerator opening upper limit threshold calculation coordinates (hereinafter referred to as a map) shown in FIG. In the map, the relationship between the vehicle speed and the upper limit threshold value of the accelerator opening for determining whether or not the vehicle is eco-friendly at the vehicle speed is recorded. A curve a on the map corresponds to the fuel efficiency appropriateness determination criterion of the present invention, and is a boundary line that divides the eco region and the non-eco region, and the value on the boundary line indicates the upper threshold value at the vehicle speed. The eco judgment unit 13 holds such a map, and calculates the upper limit threshold value of the accelerator opening from the vehicle speed measured by the sensor 50.

Next, the eco judgment unit 13 calculates the eco-driving state quantity from the upper threshold value calculated in the process of step S3 and the current accelerator opening obtained from the measurement data of the sensor 50, and the calculation. The display mode of the eco lamp, for example, lighting or extinguishing, blinking, etc. is determined from the value (step S4). This eco-driving state quantity is

Eco-drive state quantity = ((current accelerator opening) / upper threshold) x 100

Can be calculated. As for the lighting of the eco lamp, for example, if the eco driving state amount is 100% or less, it is determined that the eco driving state is in effect and the eco lamp is turned on, and conversely, the eco driving state amount is 100%. If it is larger, it is determined that the vehicle is in the non-eco driving state, and the eco lamp is turned off.

  Next, the eco judgment unit 13 performs a guard process (step S5). The guard process is a process for preventing a deviation between the display of the eco lamp and the display of the eco bar.

Here, the guard process will be briefly described with reference to FIGS.
As shown in FIG. 5, the eco judgment unit 13 calculates a guard threshold value by adding a predetermined value to the upper limit threshold value. When the eco-driving state quantity is increasing, a predetermined time after the eco-driving state quantity exceeds the guard threshold is defined as a guard time. Further, when the eco-driving state quantity is decreasing, a predetermined time after the eco-driving state quantity falls below the upper limit threshold is set as the guard time.

  Within this guard time, the eco-driving state quantity is changed so that the eco-driving state quantity does not change. That is, the eco-driving state amount is maintained 100% during the guard time. Thereby, the eco-drive state quantity after the guard process as shown in FIG. 6 can be obtained.

Next, the eco judgment unit 13 performs an annealing process (step S6). In order to prevent the eco-driving state quantity from temporarily changing due to noise or the like, or the eco-driving state quantity from changing suddenly, a smoothing process is performed according to the following equation.
P _(n) = (1-D) P _(n-1) + D * P
Note that P represents an eco-driving state quantity, P _(n) is the current value after the eco-driving state quantity is smoothed, and P _(n-1) is the previous value of the eco-driving state quantity. D is an annealing constant.
In addition to this, a moving average obtained by adding a predetermined number of eco-driving state quantities generated each time measurement data is input from various sensors 2, a rate limit, an output value filter (low-pass filter) process, etc. Processing may be performed.

  Next, the eco judgment unit 13 performs a process of removing the mismatch between the eco driving state quantity subjected to the annealing process and the display state of the eco lamp (step S7). That is, as shown in FIG. 7, the eco lamp is switched on and off in accordance with the timing at which the eco operation state amount after the annealing process becomes 100%.

  Next, the eco judgment unit 13 determines whether or not the vehicle is currently stopped (step S8). The processing is performed based on whether or not the vehicle is stopped based on the vehicle speed input from the sensor 50. For example, when the vehicle speed falls below 2 km / h, it is determined that the vehicle is in a stopped state, and when the vehicle speed exceeds 4 km / h, it is determined that the vehicle is in a traveling state. Further, when the vehicle speed is between 2 km / h and 4 km / h, the vehicle is not immediately determined to stop, and then waits until there is a change in the vehicle speed.

  Here, when it is determined that the vehicle is not in a stopped state, for example, when it is determined that the vehicle is in a traveling state, the eco determination unit 13 performs notification control of the calculated eco driving state amount and information indicating the display state of the eco lamp. The meter ECU 20 is notified as a signal (step S9), and the process is terminated.

  In the process of step S1 described above, when the eco determination unit 13 determines that the input measurement data is not normal, 0% is calculated as the eco driving state amount at the time of failure of the sensor 50 (step S10). ). In the process of step S2, when the eco determination unit 13 determines that the eco driving display is not possible, 0% is calculated as the eco driving state amount at the time of exclusion (step S11). Furthermore, if it is determined in step 8 that the vehicle is in a stopped state, 0% is calculated as the eco-driving state amount when the vehicle is stopped (step S12).

Next, the processing procedure of the display control unit 21 in the meter ECU 20 will be described with reference to FIGS. 8 and 9.
FIG. 8 is a flowchart illustrating an example of a processing procedure of the display control unit 21, and FIG. 9 is a display example of the eco display unit 41.

  As shown in FIG. 8, the display control unit 21 continues to stand by until a notification control signal is received from the powertrain ECU 10 (step S <b> 21), and when it is determined that the notification control signal has been received, the notification control signal Based on the above, the display of the eco display unit 41 of the indicator panel 40 is controlled (step S22). Examples of display control of the eco display unit 41 include lighting of an eco lamp and display of an eco bar.

  In this manner, the fuel efficiency appropriateness determination system displays the eco-driving state quantity as an eco bar on the indicator panel 40 and turns on the eco lamp by the functions of the powertrain ECU 10 and the meter ECU 20.

  For example, as shown in FIG. 9A, in the case of eco driving, an eco bar is displayed in the eco driving area 41a between 0% and 100%, and as an operation surplus amount until the eco bar reaches 100%. Indicated. In this case, the eco lamp 41d is turned on. On the other hand, as shown in FIG. 5B, in the case of non-eco-driving, an eco-bar is displayed up to the non-eco-driving region 41b exceeding 100%, and an excess of 100% is indicated as an operation deviation amount. In this case, the eco lamp 41d is turned off. The reference 100% indicates the upper threshold value of the eco-driving region. As a result, the driver can visually recognize eco-driving. The eco lamp 41d may be blinked when the eco bar is in the range from the upper threshold value 100% to less than plus or minus 5%. This alerts the driver to eco-driving.

  The region less than 0% is a regenerative operation region 41c where it can be determined that the vehicle is in a regenerative operation state, and is a region prepared for a hybrid vehicle. It shows that the driving state of the vehicle is in the regenerative region by operating the regenerative brake.

Next, the calculation form of the upper limit threshold value in the process of step S3 described above will be described with reference to FIGS.
FIG. 10 is a flowchart showing an example of the upper threshold calculation process, FIG. 11 is a map when the AT oil temperature is high, and FIG. 12 is a map when the AT oil temperature is low.

  As shown in FIG. 9, the eco judgment unit 13 first sets the map to itself (step S31). The map described with reference to FIG. 4 is used.

  Next, the eco determination unit 13 determines whether or not the AT oil temperature is equal to or higher than the high temperature determination threshold value (step S32). The temperature can be about 90 ° C., for example, but is not particularly limited.

  If the eco judgment unit 13 determines that the AT oil temperature is equal to or higher than the high temperature determination threshold value, the eco determination unit 13 corrects the map to a high temperature map instead of the set map (step S33). As shown in FIG. 10, the high temperature map is based on a standard that is difficult to determine that it is eco-friendly, that is, by a curve b that moves the upper threshold curve a downward so that the non-eco area expands. Composed. For example, the amount of decrease can be about 5%. If it is determined that the AT oil temperature is lower than the high temperature determination threshold value, the subsequent process is performed without performing the process of step S33.

  Next, the eco determination unit 13 determines whether or not the AT oil temperature is lower than a low temperature determination threshold value (step S34). The temperature can be about 40 ° C., for example, but is not particularly limited.

  If the eco determination unit 13 determines that the AT oil temperature is lower than the low temperature determination threshold value, the eco determination unit 13 corrects the low temperature map instead of the set map (step S35). As shown in FIG. 11, the low temperature map is configured by a curve c obtained by moving the upper limit threshold curve “a” upward so that the eco region is enlarged, based on a standard that is easily determined as eco-operation. Is done. This raising width can be set to about 5%, for example. If it is determined that the AT oil temperature is equal to or higher than the low temperature determination threshold value, the subsequent process is performed without performing the process of step S35.

  Next, the eco judgment unit 13 calculates an upper limit threshold value from the current vehicle speed based on the set map (step S36), and ends the process.

  In this way, when the AT oil temperature is low, a map for low temperature is used, and the calculation criterion of the upper threshold is changed so that the eco-region is expanded. However, it can be made to be aware that the accelerator can be depressed more than usual, leading to a quick rise in oil temperature. As a result, the viscosity of the AT hydraulic fluid is softened, and the AT responsiveness to shifting is improved.

  On the other hand, if the AT oil temperature is high, use the map for high temperature and change the upper threshold calculation standard so that the non-eco area is expanded (eco area is reduced) So, for example, the driver is conscious of not stepping on the accelerator as much as possible. Thereby, it is suppressed that AT oil temperature falls and the lifetime of the hydraulic fluid of AT becomes a short period. For this reason, the AT shift failure is suppressed.

  The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the specific embodiments according to the present invention, and various modifications are possible within the scope of the gist of the present invention described in the claims.・ Change is possible. For example, the program of the present invention can be provided not only by communication means but also stored in a recording medium such as a CD-ROM.

  For example, in the above-described embodiment, the eco judgment unit 13 is configured in the powertrain ECU 10, but may be configured in the meter ECU 20 as shown in FIG.

  In addition, the navigation ECU that controls the navigation device (so-called car navigation) can be provided with the function of the eco-determining unit 13 described above to display the eco-bar display described above on the display of the navigation device. The eco judgment unit 13 may be provided in the drive recorder ECU.

  Further, in the above-described embodiment, the eco-driving state amount is calculated by obtaining the accelerator opening and comparing it with the upper threshold value. However, in addition to the accelerator opening, the eco-driving state is based on the vehicle power. The amount can also be calculated.

  In the above-described embodiment, the entire boundary line a is moved upward or downward. However, only the boundary point corresponding to the current vehicle speed may be moved. Thereby, the computational complexity of powertrain ECU10 can be reduced.

  Further, for example, even if the average vehicle speed in a predetermined time of about 10 minutes is calculated and only the boundary line of the portion related to the average vehicle speed is moved, the calculation amount of the powertrain ECU 10 can be reduced. It should be noted that the predetermined time that is the calculation reference for the average vehicle speed is not limited to minutes, but may be hours or days. Thus, by reducing the amount of calculation, consumption of the battery mounted on the vehicle is suppressed.

  In the present embodiment, the AT oil temperature is divided into three temperatures, ie, a high temperature, a low temperature, and a temperature between them (medium temperature), and the boundary line is switched according to these temperatures. Compared to the case of switching continuously every time, the calculation amount of the powertrain ECU 10 is reduced. Conversely, the display accuracy of the eco-driving system may be improved by making the division fine.

It is a block diagram of an eco-driving system. It is a functional block diagram which shows the hardware constitutions of ECU. It is a flowchart which shows an example of operation | movement of an eco judgment part. It is a map for accelerator opening upper limit threshold value calculation. It is a graph for demonstrating a guard process. It is a graph which shows the amount of eco-drive states after a guard process. It is a graph which shows the amount of eco-drive states after an annealing process. It is a flowchart which shows an example of the process sequence of a display control part. It is an example of a display of an eco display part. It is a flowchart which shows an example of an upper limit threshold value calculation process. It is a map in case AT oil temperature is high temperature. It is a map in case AT oil temperature is low temperature. It is another block diagram of an eco-driving system.

Explanation of symbols

10 Powertrain ECU
11 Engine control unit 12 Transmission control unit 13 Eco judgment unit 20 Meter ECU
21 display control unit 30 network 40 indicator panel 41 eco display unit 41a eco operation region 41b non-eco operation region 41c regeneration region 41d eco lamp 50 sensor 60 actuator

Claims (7)

Hydraulic oil input from a hydraulic oil temperature detection unit that detects the hydraulic oil temperature of a transmission, which is a fuel efficiency appropriateness determination standard for determining the appropriateness of fuel consumption during vehicle travel and that is determined based on the vehicle state Correct based on temperature information,
Based on the vehicle state information input from the vehicle state detection unit that detects the vehicle state, it is determined whether or not the fuel efficiency during traveling meets the corrected fuel efficiency appropriateness criteria,
A fuel consumption appropriateness determination system comprising a control unit for displaying the determination result on a display unit.   The control unit, when determining that the hydraulic oil temperature is equal to or higher than a high temperature determination threshold value, corrects the fuel efficiency appropriate determination criterion to a criterion that makes it difficult to determine that the vehicle is eco-friendly. Item 4. The fuel efficiency appropriateness determination system according to Item 1.   The control unit, when determining that the hydraulic oil temperature is lower than a low temperature determination threshold value, corrects the fuel efficiency appropriate determination criterion to a criterion that is easily determined to be eco-driving. Item 3. The fuel efficiency appropriateness determination system according to Item 1 or 2.   The fuel consumption appropriateness determination system according to any one of claims 1 to 3, wherein the control unit changes a boundary point of a portion of the fuel efficiency appropriateness determination reference related to a current vehicle speed.   The fuel consumption according to any one of claims 1 to 4, wherein the control unit calculates an average vehicle speed in a predetermined time and changes a boundary line of a fuel consumption appropriateness determination criterion part related to the average vehicle speed. Appropriateness judgment system.   The fuel efficiency determination system according to any one of claims 1 to 5, wherein the controller switches the boundary line according to the hydraulic oil temperature. Computer
Hydraulic oil input from a hydraulic oil temperature detection unit that detects the hydraulic oil temperature of the transmission, which is determined based on the vehicle state, is a fuel consumption appropriateness determination criterion for determining the appropriateness of fuel consumption during vehicle travel. Correct based on temperature information,
Based on the vehicle state information input from the vehicle state detection unit for detecting the vehicle state, it is determined whether or not the fuel efficiency during traveling meets the corrected fuel efficiency appropriateness criterion,
A fuel efficiency determination program that functions as a control unit that displays the determination result on a display unit.

Images