JP2012012975A - Fuel saving driving evaluation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel saving driving evaluation device capable of evaluating whether the driving of a driver is fuel saving driving more meticulously while having a simple and inexpensive structure.SOLUTION: This fuel saving driving evaluation device for a vehicle determines whether the fuel saving driving is being performed based on operation of the driver, and when it is determined that the fuel saving driving is being performed, the device adds a fuel saving evaluation point. When it is determined that the fuel saving driving is not being performed, the device deducts the fuel saving evaluation point. The criteria of whether the fuel saving driving is being performed based on the operation of the driver is changed according to the running resistance of the vehicle.

Description

  The present invention relates to a vehicle control device. For example, it is determined whether or not the driving state is a fuel-saving driving. When the fuel-saving driving is performed, the fuel-saving driving degree (evaluation) is added, and when the fuel-saving driving is not performed The present invention relates to a fuel-saving driving evaluation apparatus that reduces the fuel-saving driving degree (evaluation).

  For example, in order to promote fuel-saving driving for the driver, it is determined whether or not fuel-saving driving is possible. If fuel-saving driving is possible, the eco-driving point is added and fuel-saving driving can be performed. If not, the eco-driving point is reduced, the current score is displayed on a meter or external indicator, and the fuel-saving driving evaluation device that encourages the driver to save fuel is known ( (See Patent Document 1).

JP 2009-122927 A

  Here, as an example of the fuel-saving driving evaluation device, for example, it is determined whether or not the driver has stepped on the accelerator pedal too much to generate an acceleration larger than eco acceleration (vehicle acceleration suitable for fuel-saving driving). In the case of excessive acceleration, the driver is encouraged to correct the depression of the accelerator pedal by issuing an accelerator warning. On the other hand, the driving mode is such that the accelerator warning is not generated, or the accelerator is If the driving mode is to correct the opening, it may be possible to add eco-driving points. However, when the road surface gradient changes, or commercial vehicles (trucks, buses, etc.) with large vehicle weight changes When the vehicle weight changes as in the case of, it becomes difficult to determine whether the accelerator pedal is depressed too much

  Also, for example, in order to prevent the driver from pulling the engine speed excessively (that is, the delay in the shift-up timing), if the engine speed becomes higher than a predetermined value while driving, the shift-up alarm is issued to shift up. When the driving mode is such that the driver is prompted to do so while the upshift warning is not generated, or the upshift is performed immediately even when the upshift warning is generated. It is assumed that eco-driving points will be added, but vehicle driving conditions (vehicle driving resistance) such as driving road gradient and vehicle weight may change. There is a risk that the vehicle will run out of power after the upgrade, and that smooth shifting will not be possible at that shift position (shift position). A.

  The present invention has been made in view of such circumstances, and has a simple and inexpensive configuration, and more precisely, a fuel-saving driving evaluation apparatus capable of performing a more detailed evaluation on whether or not the fuel-saving driving is performed with respect to the driving of the driver. The purpose is to provide.

For this reason, the fuel-saving driving evaluation device according to the present invention is:
Based on the driver's operation, it is determined whether or not the fuel-saving driving is performed. If it is determined that the fuel-saving driving is performed, the fuel-saving evaluation point is added while the fuel-saving driving is performed. A fuel-saving driving evaluation device for a vehicle in which the fuel-saving evaluation score is deducted when it is determined that it is not performed,
The criterion for determining whether or not the fuel-saving driving is performed based on the operation of the driver is changed according to the running resistance of the vehicle.

  In the present invention, a criterion for determining whether or not fuel-saving driving is being performed based on a driver's operation may be changed according to the size of the fuel-saving evaluation score.

  In the present invention, the fact that the internal combustion engine is idling can be a target for deducting the fuel efficiency evaluation score.

  According to the present invention, there is provided a fuel-saving driving guidance device capable of guiding a driver with more detailed and appropriate fuel-saving driving without giving a sense of incongruity to the driver while having a simple and inexpensive configuration. can do.

1 is a system configuration diagram illustrating a drive system and a control system of a vehicle provided with a fuel-saving driving guidance device according to an embodiment of the present invention. It is a figure which shows an example of the eco-acceleration map used in the fuel-saving driving guidance apparatus which concerns on embodiment same as the above. It is an example of the flowchart explaining the control which issues the accelerator warning performed in the fuel-saving driving | operation guidance apparatus which concerns on embodiment same as the above. It is a figure which shows an example of the weight gain for correct | amending eco-acceleration with a vehicle gross weight in the fuel-saving drive guidance apparatus which concerns on embodiment same as the above. It is a figure which shows an example of the eco-acceleration map changed according to a vehicle gross weight in the fuel-saving drive guidance apparatus which concerns on embodiment same as the above. It is a figure which shows an example of the road surface gradient gain for correct | amending eco-acceleration with a travel road surface gradient in the fuel-saving driving | operation guidance apparatus which concerns on embodiment same as the above. It is an example of the block diagram for demonstrating the control which issues the upshift warning in the fuel-saving driving | operation guidance apparatus which concerns on embodiment same as the above. It is a figure which shows an example of the setting map of the upshift rotational speed according to the gear position which concerns on embodiment same as the above. It is a block diagram for demonstrating an example of the eco-drive count-up in the fuel-saving driving | operation evaluation apparatus which concerns on embodiment same as the above. It is a figure which shows an example of the setting (setting of count-up gain) of the accumulation time according to an eco level (size of a fuel-saving evaluation point) in the fuel-saving driving evaluation apparatus which concerns on embodiment same as the above. It is a block diagram for demonstrating an example of the eco-drive countdown in the fuel-saving drive evaluation apparatus which concerns on embodiment same as the above.

  Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. The present invention is not limited to the embodiments described below.

  In order to describe the fuel-saving driving guidance apparatus according to the present embodiment, the main parts (internal combustion engine 1, clutch mechanism 4, transmission 2 and vehicle (or automatic transmission control) electronic control unit 10 of the drive system of the vehicle are described. 1 is schematically shown in FIG. 1. As shown in FIG. 1, a vehicle speed sensor 11 is included in an ECU (electronic control unit) 10 that controls the fuel-saving driving guide device. A detection signal such as is input.

  Here, reference numeral 3 is a shift mechanism, reference numeral 4 is a clutch mechanism, reference numeral 11 is a vehicle speed sensor, and reference numeral 12 is a G sensor.

In the present embodiment, a map as shown in FIG. 2 is stored in the memory in the ECU 10.
In this map, eco acceleration (target vehicle acceleration suitable for fuel-saving driving) according to the vehicle speed is set, and the ECU 10 maps based on the current vehicle speed acquired based on the detection signal of the vehicle speed sensor 11. The eco acceleration according to the current vehicle speed is acquired with reference to the above, the acquired eco acceleration is compared with the actual vehicle acceleration acquired based on the detection signal of the G sensor 12, and the actual vehicle acceleration is If the acceleration is exceeded, it is assumed that the accelerator pedal has been depressed too much, and an accelerator warning is issued at a position that is easily recognized by the driver in or near the instrument panel (for example, a level bar is displayed or a warning is given) By displaying a light or making a warning sound, etc., control is made to encourage the driver to save fuel and return the accelerator pedal.

  Here, the amount of depression of the accelerator pedal corresponds to an example of a driver's degree of acceleration request.

  It is also possible to omit the G sensor 12 and obtain a vehicle acceleration by differentiating the detection signal (vehicle speed) of the vehicle speed sensor 11 with respect to time.

  Specifically, the ECU 10 functioning as a fuel-saving driving guide means executes, for example, a flowchart as shown in FIG.

  In step (denoted as S in the figure) 1, actual vehicle speed or information related to the vehicle speed (vehicle speed related information) is acquired based on the detection signal of the vehicle speed sensor 11. Step 1 and the vehicle speed sensor 11 correspond to vehicle speed information acquisition means.

  In step 2, the eco acceleration set according to the current vehicle speed is acquired with reference to the map shown in FIG. 2 based on the vehicle speed or vehicle speed related information acquired in step 1.

  In step 3, the current vehicle acceleration is acquired based on the detection signal of the G sensor 12. Note that the current vehicle acceleration can also be acquired by time-differentiating the vehicle speed obtained from the vehicle speed sensor 11. Step 3 and G sensor 12 (or vehicle speed sensor 11) correspond to vehicle acceleration information acquisition means.

  In step 4, the eco acceleration acquired in step 2 is compared with the actual vehicle acceleration acquired in step 3.

  If it is determined in step 4 that the eco acceleration is greater than or equal to the actual vehicle acceleration, it is determined that the fuel-saving driving is being performed, and this flow ends.

  On the other hand, if it is determined in step 4 that the eco acceleration is smaller than the actual vehicle acceleration, the process proceeds to step 5. In step 5, an accelerator warning is issued (for example, a level bar) on the assumption that the accelerator pedal is excessively depressed. Display control, display a warning light, emit a warning sound, etc.), prompt the driver to save fuel, and return the accelerator pedal to complete the present flow.

  Steps 2, 4, and 5 correspond to fuel-saving driving guide means.

  In the present embodiment, the eco acceleration set and stored in accordance with the vehicle speed is obtained by conducting an experiment or the like and quantifying the acceleration with good fuel efficiency on the actual travel path. However, it is also possible to obtain an acceleration with good fuel efficiency by running simulation or the like and use it as an eco acceleration.

  In this embodiment, eco-acceleration is set according to the vehicle speed regardless of the accelerator pedal depression amount, engine speed, shift position (shift position), etc., so fuel-saving driving is actually realized from low speed to high speed. The acceleration that can be set can be set, and at the same time, smooth fuel-saving driving can be realized.

  That is, according to the present embodiment, for example, even when the shift position (shift position) is different at the same vehicle speed or when the accelerator pedal is depressed, the relationship between the shift position, the engine speed, and the accelerator pedal is depressed. Because eco-acceleration that can achieve fuel-saving driving based only on the vehicle speed is set, frequent information for fuel-saving driving is not provided and the driver is required to perform busy operations. Therefore, it is possible to contribute to the realization of smooth fuel-saving driving by a sufficient operation without giving the driver an uncomfortable feeling by presenting appropriate information.

  By the way, when the load is small and the total vehicle weight is small, or when traveling downhill (when the vehicle running resistance is small), it is easy to give an accelerator warning, but when the load is large and the total vehicle weight is large or uphill When the vehicle is traveling (when the vehicle running resistance is large), it is difficult to issue an accelerator warning.

  Therefore, when it is required to realize a more detailed fuel-saving driving, it is desirable to change or correct the eco acceleration according to the total vehicle weight, the road surface condition, or the like.

  In such a case, for example, the driver manually inputs the current load amount (predicted value, etc.) via the operation screen, switch button, etc., or the driver predicts the road surface gradient and drives the road surface gradient information. A person or the like can manually input via an operation screen, a switch button, or the like, and can correct (change) the eco acceleration set according to the vehicle speed based on the input data.

  By the way, in the case of a large vehicle having a large variation in the gross weight of the vehicle, there is a relatively large difference from an empty vehicle (about 6 tons) to a loaded vehicle (about 25 tons). However, the accelerator warning may be issued frequently, and if the accelerator pedal is returned in accordance with the accelerator warning, there is a risk of disturbing smooth vehicle driving, which may cause the driver to feel uncomfortable. It would be convenient if the eco acceleration could be corrected automatically.

For this reason, in the present embodiment, the ECU 10 obtains the actual total vehicle weight by estimation, acquires the weight gain with reference to a map as shown in FIG. 4 based on the estimation result, and obtains the acquired weight gain. By multiplying the eco acceleration or the like, the eco acceleration can be corrected according to the total vehicle weight.
Such a configuration corresponds to the target fuel saving acceleration weight correction means.

  Various methods can be used for estimating the total vehicle weight. For example, the estimated vehicle mass at the time of shift estimated by the method of estimating the vehicle mass at the time of shift described in JP-A-2002-13620 Average values can be used.

  Also, for example, a vehicle mass estimation method described in Japanese Patent Application Laid-Open No. 2008-20141 can be used. This means that the vehicle acceleration before the start of a speed change operation (in a state where the driving force is transmitted to the drive wheels, for example, when the clutch is engaged) and the state during the speed change operation (a state in which the drive force is not transmitted to the drive wheels, for example, the clutch is disconnected The vehicle estimated mass (shift vehicle estimated mass) dRWM is averaged, and the obtained shift vehicle estimated mass dRWM is averaged, and the averaged shift vehicle estimated mass is obtained. A vehicle traveling road surface gradient is estimated based on the RWM, and the estimated gradient is substituted into an acceleration type mass formula to obtain a vehicle estimated mass dMAM, which is averaged to obtain an average value MAM. The estimation method of bringing the estimated mass close to the true value is useful because it is possible to estimate the vehicle mass with high accuracy even when there are few opportunities for shifting.

  When the eco acceleration is corrected according to the total vehicle weight in this way, for example, as shown in FIG. 5, the eco acceleration map line is changed according to the total vehicle weight.

  As a result, in this embodiment, when the total vehicle weight is large, the eco acceleration is small, and when the total vehicle weight is small, the eco acceleration is set large. Thus, it is possible to realize fuel-saving driving guidance within a range that does not deviate.

  Further, when the total vehicle weight (vehicle mass) is acquired, the traveling road surface gradient can also be acquired by estimation according to the equation of motion.

Therefore, the ECU 10 according to the present embodiment obtains an actual traveling road surface gradient by estimation, acquires a road surface gradient gain with reference to a map as shown in FIG. 6 based on the estimation result, and acquires the acquired road surface gradient gain. The eco acceleration can be corrected according to the traveling road surface gradient by multiplying the eco acceleration by, for example.
Such a configuration corresponds to the target fuel saving acceleration gradient correcting means.

  As described above, according to the present embodiment, the eco acceleration according to the vehicle speed can be corrected (changed) according to the vehicle running resistance (total vehicle weight or running road surface gradient). Highly fuel-saving driving guidance can be provided.

  The present invention includes a so-called manual transmission, a mechanical automatic transmission that shifts the transmission while automatically connecting and disconnecting the clutch mechanism in accordance with a shift instruction from a driver or a control device, and a drive source and a transmission. The present invention is also applicable to a vehicle equipped with an automatic transmission equipped with a torque converter.

  In the present embodiment, in combination with such an accelerator warning, a configuration that issues a shift-up warning (alarm that prompts the driver to shift up) is adopted, thereby making the driver more fuel-efficient driving more precise. It is comprised so that it can guide with respect to.

  That is, in this embodiment, when the accelerator warning is issued and the engine speed is higher than a predetermined value, a shift up warning is issued for fuel-saving driving and the driver shifts up accordingly. Even if is executed, since the acceleration force has a margin, there is no situation where the vehicle becomes insufficient in force and cannot smoothly run.

  Therefore, as shown in the block diagram of FIG. 7, when the accelerator alarm is ON and the actual engine rotation speed> the shift-up rotation speed, as shown as condition 1 in FIG. The shift up alarm is turned on.

  Here, the function provided by the block diagram shown in FIG. 7 corresponds to a shift-up warning fuel-saving driving guidance means.

  The shift-up rotation speed is set in advance according to the gear position (shift position), and can be acquired by referring to a map as shown in FIG. 8, for example.

  The gear position (shift position) can be detected by the shift sensor 13, but the present invention is not limited to this. For example, the engine rotational speed (input rotational speed to the transmission) and the detection result of the vehicle speed sensor 11 (output of the transmission). The gear position can also be acquired from the rotation speed).

  It should be noted that a shift up alarm may be issued even if the engine speed increases in a driving state where the accelerator alarm is not issued only in a state where the accelerator alarm is issued and the engine speed is not less than a predetermined value. Therefore, the driver cannot be urged to perform fuel-saving driving, and there is a risk that the fuel consumption will be deteriorated.

  For this reason, in the present embodiment, as shown in FIG. 7, with respect to Condition 1, as another condition, the accelerator pedal is depressed within a certain range of accelerator opening (half throttle). Or the half-accelerator state) is detected, and if the accelerator pedal is depressed within such a range and the engine speed (speed)> shift-up speed (speed), a shift-up alarm is issued. It comes to turn on.

  In other words, when the accelerator pedal is not depressed too much, it is a time when you don't want to accelerate, so to give priority to maintaining the low speed and applying the engine brake, When the accelerator pedal is depressed more than a certain amount, there is not enough driving force and the driver wants acceleration power, so issuing a shift-up alarm gives the driver a sense of incongruity and actually If the driver shifts up, the smooth running may be hindered.

  For this reason, in the present embodiment, when the accelerator pedal is depressed to a predetermined range of accelerator opening and the engine speed is greater than or equal to a predetermined value, a shift-up alarm is issued, and at other accelerator openings Even if the engine rotational speed is equal to or higher than a predetermined value, an appropriate and smooth fuel-saving driving can be realized by not issuing a shift-up alarm.

Next, Condition 2 in FIG. 7 will be described.
In the condition 1 alone, in the state where the driving torque is high on the uphill (the accelerator pedal is depressed) and the vehicle is slowly accelerating, the engine speed increases without raising the upshift warning, and the internal combustion engine 1 May overrun (over rev).

  For this reason, even when the accelerator warning is not issued, if the predetermined engine speed stored in memory before overrun (overlev) is exceeded, an upshift warning is issued to prompt the driver to shift up and The engine 1 is prevented from overrun (over rev).

  As described above, in this embodiment, when the accelerator warning is issued and the driving force of the vehicle has a margin, the engine rotational speed is observed and the maximum allowable engine rotational speed is exceeded. Has issued a shift-up warning and also issued a shift-up warning before overrun to protect the internal combustion engine 1, so that the driver can perform detailed fuel-saving driving with little discomfort and respect for the driver's intention. Can guide.

  Here, in the present embodiment, the ECU 10 functions as a fuel-saving driving evaluation device, and adds / subtracts the degree of eco-driving based on the accelerator warning and the shift-up warning as described above, and the result is displayed in the meter panel. In addition, it is displayed at a position where the driver in the vicinity can easily recognize. For example, the level bar can be displayed for the evaluation point, the point can be displayed as a number, or the number of lighting of the indicator lamp can be increased or decreased according to the score.

In the fuel-saving driving evaluation device according to the present embodiment, an eco-driving count-up (addition of fuel-saving evaluation points) is performed based on a block diagram as shown in FIG.
That is, as shown in FIG. 9, the count-up condition (addition condition) is that “accelerator alarm is OFF” and “shift-up alarm is OFF” in all of conditions A to C. By being included, points are not added when excessive acceleration or excessive engine speed is generated.

  In this embodiment, the accelerator warning and the upshift warning are not turned on when there is not enough driving force. Therefore, even if the vehicle is heavy on the uphill or the load is heavy, the points can be deducted indefinitely. Therefore, a fair evaluation that is not influenced by vehicle running resistance such as road surface gradient and vehicle weight can be performed.

Here, the condition A in FIG. 9 will be described in detail.
Points are added when the accelerator alarm is OFF, the upshift alarm is OFF, and the vehicle is traveling at a speed equal to or lower than the upshift speed. The condition that the engine speed is below the upshift speed is that the engine speed (engine speed) is pulled to the high speed side under the condition that the upshift warning is not issued. Therefore, when the engine speed is low, the fuel consumption is saved, so it is added. However, when the engine speed is high, the fuel consumption is not saved. However, even in this case, in order to prioritize running performance, it is not subject to deduction. This is because it is assumed that there is a possibility of unreasonable running such as extremely low speed because he dislikes deduction.

  Further, in the present embodiment, the legal speed limiter is applied (for example, the limiter travel state is set at a lower speed than the highest speed, and the accelerator opening is set so that the maximum speed is equal to or lower than a predetermined legal speed. Regardless of whether the fuel supply amount is limited to a predetermined value and the vehicle is in a traveling state where the vehicle is traveling at a constant vehicle speed)), no points are added and no points are deducted.

Next, the condition B will be described.
The difference from condition A is that the engine speed is equal to or lower than the upshift speed, and the vehicle is traveling at the highest speed. In other words, if you are traveling at the highest speed, you cannot shift up any further, so you can not reduce the engine speed to a low speed. This is because a fair evaluation cannot be performed.

Next, the condition C will be described.
Under condition C, a variable speed limiter (control for limiting the amount of fuel supply so that the speed only increases to a set speed equal to or lower than the legal speed) is to be added. That is, to respect the driver's positive intention to drive at a speed lower than the legal speed.

  In the present embodiment, when the accelerator alarm or the shift-up alarm is ON, the point is to be deducted. However, for example, when the accelerator warning or the shift-up alarm is turned off in a very short time, it is possible not to be deducted.

  Regardless of the driver's accelerator operation, if eco-run control is performed to automatically operate the accelerator and shift up to achieve fuel efficiency, it will automatically be activated even if an accelerator warning is issued. Unnecessary acceleration and the like are limited, so they are not targeted for deduction.

  By the way, in the fuel-saving driving evaluation apparatus as described above, when the driver's own driving mode is fuel-saving driving, the level display of eco-driving is displayed at a high level so that a sense of achievement is generated. Become.

  However, if a high score can be obtained very easily, the sense of accomplishment will be lacking, and there may be a lack of interest, and the interest in fuel-saving driving may be diminished.

  For this reason, in the present embodiment, the difficulty of counting up is changed according to the level of eco-driving (eco-level, size of fuel saving evaluation point).

  That is, as shown in FIG. 10, as the eco level increases, the accumulated time of the time that satisfies the count-up condition required for counting up by 1 becomes longer, so that it is counted up by one. The difficulty will increase.

  As a result, the eco-level can be raised to the driver relatively easily at the beginning, so that the driver can enjoy the performance of fuel-saving driving, while at the same time achieving a sense of accomplishment by gradually making it difficult to count up. Therefore, it contributes to the promotion of fuel-saving driving.

  Note that, for example, the curvature of the curve shown in FIG. 10 can be configured so that the driver or administrator can set it according to his / her preference by manual operation or the like, thereby enabling a user-friendly fuel-saving driving evaluation apparatus. It can be provided.

Furthermore, in the fuel-saving driving evaluation device according to the present embodiment, the following considerations are made.
That is, it is assumed that the internal combustion engine 1 is operated idling. In such a case, it is assumed that the fuel consumption is wasted.

  For this reason, in the present embodiment, as shown in FIG. 11, when the engine speed of the internal combustion engine 1 is idling and the vehicle speed is 0 km / h, it is determined that the engine is idling and the idling state is If it continues for a certain time, it will be deducted (countdown).

  However, even in the idling state, when working with PTO (power take-off: taking out engine output as power other than running), when regenerating the diesel particulate filter (DPR), During idling control, the idling state is continued regardless of the driver's intention even in the idling state for a long time, so that the points are not deducted.

  By doing in this way, it becomes possible to provide a fuel-saving driving evaluation apparatus with little discomfort to the driver.

  In the above-described embodiment, a so-called manual transmission is applicable, and when an automatic transmission is applied, the clutch mechanism is automatically connected / disconnected in accordance with a shift instruction from a driver or a control device. However, it is also possible to apply a mechanical automatic transmission that changes the speed of the transmission, an automatic transmission that includes a torque converter between the drive source and the transmission, and CVT.

  The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.

1 Internal combustion engine (drive source)
2 Transmission 3 Shift mechanism 4 Clutch mechanism 10 ECU (electronic control unit)
11 Vehicle speed sensor 12 G sensor (acceleration sensor)

Claims (3)

Based on the driver's operation, it is determined whether or not the fuel-saving driving is performed. If it is determined that the fuel-saving driving is performed, the fuel-saving evaluation point is added while the fuel-saving driving is performed. A fuel-saving driving evaluation device for a vehicle in which the fuel-saving evaluation score is deducted when it is determined that it is not performed,
A fuel-saving driving evaluation apparatus, wherein a criterion for determining whether or not a fuel-saving driving is performed based on a driver's operation is changed in accordance with a running resistance of the vehicle.   2. The fuel-saving driving evaluation according to claim 1, wherein a criterion for determining whether or not the fuel-saving driving is performed based on a driver's operation is changed according to a size of the fuel-saving evaluation point. apparatus.   The fuel-saving driving evaluation apparatus according to claim 1 or 2, wherein an internal combustion engine is idling is a target for deducting the fuel-saving evaluation score.

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