JP2015000578A - Vehicular travel control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress fuel consumption efficiently by increasing the chance of switching to a drive mode putting fuel economy in priority.SOLUTION: A vehicular travel control device includes: travel control means 18 enabled for a first drive mode and a second drive mode that suppresses fuel consumption; a changeover switch 26 for switching drive modes; and brake means 30 for applying braking to the travel by stepping on a brake pedal 31. Vehicle-stop detection means 27 is provided for detecting a vehicle-stop state, and when the vehicle-stop detection means detects the vehicle-stop state as a result of the brake pedal 31 being stepped on, the travel control means 18 switches to the second drive mode. Once switched to a mode other than the second drive mode, a drive mode other than the second drive mode is executed until the changeover switch 26 is switched over again or the vehicle-stop detection means re-detects a vehicle-stop state after detecting a state other than the vehicle-stop state.

Description

  The present invention relates to a travel control device for a vehicle that includes travel control means capable of at least two operation modes of a first operation mode and a second operation mode that prioritizes fuel consumption over the first operation mode. .

  2. Description of the Related Art Conventionally, a vehicle includes an engine that generates power and a transmission that can shift power from the engine. And in recent years, from the viewpoint of energy saving, a travel control device comprising a travel control means capable of at least two operation modes of a first operation mode and a second operation mode that prioritizes fuel consumption over the first operation mode. Has been proposed (see, for example, Patent Document 1). In the vehicle running control means, the second operation mode giving priority to fuel consumption is control for executing an upshift at a relatively low vehicle speed or control for using a relatively high speed gear ratio on a low vehicle speed side. is there. On the other hand, the first operation mode is control for improving driving force or acceleration characteristics, and control for executing an upshift at a relatively high vehicle speed or using a relatively low speed side gear ratio at a high vehicle speed side. It is control to do. Such control is performed by switching the shift map, correcting the drive request amount, or correcting the calculated gear ratio.

  In recent years, so-called electric vehicles that use electric power charged in a battery as driving energy and rotate a driving wheel by a motor that is rotationally driven by the electric power have started to spread. Even in such a vehicle, it is controlled by at least two operation modes of the first operation mode and the second operation mode in which priority is given to the consumption of electric power as a fuel over the first operation mode, and the changeover switch It has been proposed to select one of them to run (for example, see Patent Document 2).

  Here, in a vehicle including travel control means capable of at least two operation modes, such as the first operation mode and the second operation mode in which fuel efficiency is given priority over the first operation mode, those operation modes are provided. A changeover switch is provided for switching between. Further, since the amount of fuel consumed by the vehicle traveling in the second operation mode is suppressed, it is difficult to accelerate the vehicle suddenly. For this reason, the driver who wants to accelerate the vehicle traveling in the second driving mode switches, for example, the first driving mode other than the second driving mode from the second driving mode to the first driving mode by the changeover switch. There is a tendency that the vehicle is accelerated by the accompanying increase in output torque.

Japanese Patent Laying-Open No. 2005-42872 (paragraph number “0014”) JP-A-6-121405

  However, there is provided a vehicle including travel control means capable of at least two operation modes, such as the first operation mode and the second operation mode that prioritizes fuel consumption over the first operation mode. For example, the driver who has switched to the first driving mode other than the driving mode forgets to be in the first driving mode and switches to the second driving mode even when it is not necessary to accelerate the vehicle. May not do that. Then, the significance of providing a plurality of operation modes is lost.

  In order to eliminate this point, in order to drive the vehicle, the ignition key is first put in. Therefore, if this ignition key is put in, it is considered to switch to the second operation mode giving priority to fuel consumption. It is done. However, the driver who puts the ignition key first does not turn off the ignition key unless reaching the destination. For this reason, even if driving | running | working is started from 2nd operation mode, the driver | operator who switched to the 1st operation mode other than 2nd operation mode comparatively early after that, for example is 1st operation mode. If this is forgotten, the vehicle travels to the destination in the first operation mode, and it is difficult to effectively suppress fuel consumption.

  An object of the present invention is to provide a travel control device for a vehicle that can efficiently suppress fuel consumption by increasing opportunities to switch to an operation mode that prioritizes fuel consumption.

  The present invention provides a travel control means capable of at least two operation modes of a first operation mode and a second operation mode in which fuel efficiency is prioritized over the first operation mode, and switching for switching the operation mode in the travel control means This is an improvement of a vehicle travel control device including a switch and braking means for braking travel by depressing a brake pedal.

  The characteristic configuration is provided with stop detection means for detecting the stop state of the vehicle, and the travel control means switches to the second operation mode when the brake pedal is depressed and the stop detection means detects the stop state. It is in the place where was configured.

  Here, the travel control means that has been switched to an operation mode other than the second operation mode by the changeover switch while the stop detection means has detected the stop state is operated again, or the stop detection means is in the stop state. It is preferable to perform an operation mode other than the second operation mode until the stop detection unit detects the stop state again after detecting the other than the above, and in that case, even if the stop detection unit detects a state other than the stop state, When the vehicle speed is less than the predetermined threshold, it is preferable to maintain an operation mode other than the second operation mode even if the stop detection unit detects a stop state next time.

  In the vehicle travel control device of the present invention, even if the vehicle is switched to, for example, the first operation mode other than the second operation mode, if the brake pedal is depressed and the stop detection means detects the stop state, Since the mode is switched to the operation mode, the opportunity to switch from the operation mode other than the second operation mode to the second operation mode giving priority to fuel consumption is increased as compared with the conventional mode, and the fuel consumption can be suppressed.

  Even when the stop detection means detects the stop state, if the changeover switch can be used to switch to an operation mode other than the second operation mode, the vehicle starts running from the stop state, for example, in the first operation mode. can do. And, for example, after the start of traveling in the first operation mode, even if the stop detection means detects a state other than the stop state, if the vehicle speed is less than a predetermined threshold, the first operation mode is maintained. Thus, frequent switching to the second operation mode can be prevented.

It is a flowchart which shows operation | movement of the traveling control apparatus of the vehicle of this invention embodiment. It is a block diagram of the vehicle which has the traveling control apparatus. It is a block diagram of the vehicle which has another traveling control apparatus.

  Next, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 2 shows a configuration of a vehicle 10 having the travel control device of the present invention. A vehicle 10 shown in the figure is a truck, and an engine 12 as a power source is provided at the front of the vehicle 10, and a transmission 15 is connected to the engine 12, and a rear wheel is connected via a propeller shaft 16. 17b is further connected. The transmission 15 that transmits the output of the engine 12 to the rear wheels 17b is an automatic transmission that can be shifted down and up, and is connected to the control output of the automatic transmission ECU 18. Further, the vehicle 10 is provided with an engine ECU 19, and the control output is connected from the engine ECU 19 to the fuel injection device 12 a in the engine 12.

  Further, the vehicle 10 includes an accelerator sensor 24 that detects the depression amount of the accelerator pedal 11, a changeover switch 26 that switches between a first operation mode and a second operation mode, which will be described later, and a range that detects the position of the select lever 22. A sensor 21 is provided. The automatic transmission ECU 18, the engine ECU 19, the accelerator sensor 24, the changeover switch 26, and the range sensor 21 described above and the other sensors (not shown) are connected via a CAN (Controller Area Network) 23 and can communicate with each other. The

  The engine ECU 19 is provided with a memory 19a, and the memory 19a stores an injection map 19b indicating the relationship between the depression amount of the accelerator pedal 11 and the fuel consumption amount. The engine ECU 19 is configured to control the fuel injection device 12a based on the injection map 19b and drive the engine 12 at a desired rotational speed based on the depression amount of the accelerator pedal 11.

  The select lever 22 has a P (parking) position where the vehicle 10 is stopped, an R (reverse) position where the vehicle 10 is moved backward, an N (neutral) position where the power of the engine 12 is not transmitted to the propeller shaft 16, and It is configured to be movable to a D (drive) position or the like for traveling. The automatic transmission ECU 18 shifts the automatic transmission 15 downshifting or upshifting according to conditions such as the detection output of the range sensor 21, the amount of depression of the accelerator pedal 11, the vehicle speed, etc. It is configured to efficiently transmit to the wheel 17b.

  Here, the engine 12 that is a power source and the engine ECU 19 that controls the engine 12, and the automatic transmission 15 and the automatic transmission ECU 18 that controls the automatic transmission 15 desire the propeller shaft 16 by the power generated by the engine 12. The traveling control means in the present invention is configured in that the vehicle 10 travels by rotating the rear wheel 17b by the rotating propeller shaft 16 at the rotational speed of the vehicle.

  The vehicle 10 is provided with stop detection means for detecting the stop state of the vehicle 10. The stop detection means in this embodiment is a vehicle speed sensor 27 that detects the speed of the vehicle from the rotational speed of the propeller shaft 16, and the detection output of the vehicle speed sensor 27 is an automatic shift via a CAN (Controller Area Network) 23. Connected to the ECU 18. On the other hand, the automatic transmission ECU 18 is provided with a memory 18a, and the memory 18a stores shift maps 18b and 18c in which driving points determined by the accelerator opening and the vehicle speed are set in advance. When the select lever 22 selects the D range, the automatic transmission ECU 18 outputs an upshift command to the automatic transmission 15 when the upshift line on the shift maps 18b and 18c is exceeded, and the operating point is the shift map 18b, When the downshift line on 18c is exceeded, a command to downshift is output to the automatic transmission 15 to automatically change the gear position.

  Here, the memory 18a of the automatic transmission ECU 18 has a first shift map 18b for performing an upshift determined from the vehicle speed at a relatively high vehicle speed or using a relatively low speed side gear ratio on the high vehicle speed side, The second shift map 18c is stored that uses the control for executing the upshift at a relatively low vehicle speed or the relatively high speed side gear ratio at the low vehicle speed side. Therefore, the automatic transmission ECU 18 constituting the travel control means controls the automatic transmission 15 based on the first operation mode for controlling the automatic transmission 15 based on the first shift map 18b and the second shift map 18c. Thus, both of the second operation modes that suppress fuel consumption compared to the first operation mode are configured.

  The changeover switch 26 is configured such that the driver tilts the operating lever 26a with his hand as indicated by the dotted line. When the operating hand is released from the operating lever 26a, the changeover switch 26a is again shown by the solid line in FIG. This is a self-returning switch 26 that returns to the basic state shown. When the operation lever 26a is operated in the second operation mode, the automatic transmission ECU 18 is configured to switch to the first operation mode for controlling the automatic transmission 15 based on the first transmission map 18b. Is done. Conversely, when the operation lever 26a is operated in the state of the first operation mode, the automatic transmission ECU 18 switches to the second operation mode for controlling the automatic transmission 15 based on the second transmission map 18c. Composed.

  In addition, the vehicle 10 is provided with a braking means 30 that brakes traveling by depressing the brake pedal 31. The braking means 30 includes a brake pedal 31, a master cylinder 32 that generates a brake fluid pressure when the brake pedal 31 is depressed, and a caliper 33 that presses a brake pad (not shown) against the disc rotor 17c by the brake fluid pressure. Here, the disk rotor 17c is provided on the axle 17a supporting the rear wheel 17b so as to be coaxial with the rear wheel 17b, and the caliper 33 is a friction braking force generated by pressing a brake pad (not shown) against the rotating disk rotor 17c. And the vehicle 10 is configured to be decelerated and braked.

  Further, the vehicle 10 is provided with a brake sensor 36 that detects an operation amount of the brake pedal 31, and a detection output of the brake sensor 36 is input to the above-described automatic transmission ECU 18 via a CAN (Controller Area Network) 23. The The characteristic configuration of the present invention is that the automatic transmission ECU 18 constituting the traveling control means is depressed in the state in which the brake pedal 31 is depressed in the state where the automatic operation ECU 18 is switched to the first operation mode. When a stop state of zero vehicle speed is detected, the vehicle is configured to switch from the first operation mode to the second operation mode.

  Here, the fact that the brake pedal 31 is depressed to switch to the second operation mode requires a positive intention to stop traveling. In addition, the fact that the vehicle speed sensor 27 serving as a stop detection means detects a stop state of zero vehicle speed requires that the vehicle 10 actually stops. Then, when the stop detection means detects the stop state, the operation mode is switched to the second operation mode. However, when the changeover switch 26 is operated in the stop state, the operation mode is switched to the first operation mode even in the stop state. Composed. This is to enable the vehicle 10 to start traveling in the first operation mode from the stopped state according to the driver's intention.

  The automatic transmission ECU 18 that is the travel control means of the vehicle that has started traveling in the first operation mode is stopped after the changeover switch 26 is operated again or the vehicle speed sensor 27 that is the stop detection means detects a state other than the stop state. The vehicle speed sensor 27 serving as the detection means is configured to perform the first operation mode until it detects a stop state where the vehicle speed is zero. In this case, the automatic transmission ECU 18 detects that the vehicle speed sensor 27 detects that the vehicle speed is zero and then the vehicle speed sensor 27 detects that the vehicle speed is zero when the vehicle speed is less than the predetermined threshold value. Even so, the first operation mode is configured to be maintained.

  Next, the operation of the vehicle travel control apparatus configured as described above will be described.

  In order to run the vehicle 10, an ignition key (not shown) is first entered. When the ignition key is turned on, the engine 12 is started, and the select lever 22 is moved to the D (drive) position, whereby the power generated by the engine 12 is transmitted to the propeller shaft 16 via the transmission 15 to rotate. The propeller shaft 16 rotates the rear wheel 17b further so that the vehicle 10 travels. Then, the engine ECU 19 controls the engine 12 to be driven at a desired rotational speed based on the depression amount of the accelerator pedal 11 while the vehicle 10 is traveling.

  On the other hand, when the ignition key is turned on, the automatic transmission ECU 18 constituting the travel control means controls the automatic transmission 15 based on the second shift map 18c to start the second operation mode that suppresses fuel consumption. . Therefore, during traveling of the vehicle 10, the automatic transmission ECU 18 controls the automatic transmission 15 based on the second shift map 18c in accordance with conditions such as the amount of depression of the accelerator pedal 11 and the vehicle speed, and performs upshifts relative to each other. Therefore, control executed at a low vehicle speed or a relatively high speed side gear ratio is used on the low vehicle speed side.

  On the other hand, when the vehicle 10 travels on an uphill road, or when it is necessary to pass or overtake a vehicle ahead and the vehicle 10 needs to be accelerated quickly, the driver can operate the operation lever 26a of the changeover switch 26. 2 is tilted from the state shown by the solid line in FIG. 2 to switch to the first operation mode in which the automatic transmission 15 is controlled based on the first transmission map 18b.

  This switching can be performed even in a so-called stop state in which the vehicle speed sensor 27 detects zero vehicle speed. However, after the vehicle speed sensor 27 detects that the vehicle speed is zero and is switched to the first operation mode by the changeover switch 26, the changeover switch 26 is operated again or the vehicle speed sensor 27 serving as a stop detection means is turned on. The first operation mode is performed until the stop state of the vehicle speed zero is detected again.

  In this first operation mode, the automatic transmission ECU 18 that constitutes the travel control means controls the automatic transmission 15 based on the first shift map 18b, and performs control or relative control for executing an upshift at a relatively high vehicle speed. In addition, the control to use the low speed side gear ratio on the high vehicle speed side is performed to improve the driving force or the acceleration characteristic. As a result, it is possible to travel on the uphill road at a desired speed and to quickly pass or overtake the vehicle ahead.

  When traveling on the uphill road, overtaking or overtaking of the vehicle is completed, it is not necessary for the vehicle 10 to travel in the first operation mode, so that the driver indicates the operation lever 26a of the changeover switch 26 with a dotted line. The first operation mode is switched to the second operation mode in which the automatic transmission 15 is controlled based on the second shift map 18c. This suppresses fuel consumption.

  However, a driver who has once switched to the first driving mode due to climbing or the like may forget that the traveling state of the vehicle 10 is the first driving mode. In this case, after that, the brake pedal 31 is depressed, and the vehicle speed sensor 27 serving as the stop detection means is automatically switched to the second operation mode when the stop state of the vehicle speed zero is detected. Thus, FIG. 1 shows a flow until the operation mode is automatically switched from the first operation mode to the second operation mode without using the changeover switch 26.

  As shown in FIG. 1, when the second operation mode is switched to the first operation mode and the first operation mode is set (S1), it is next determined whether or not the changeover switch 26 has been operated. (S2). Then, when the changeover switch 26 is operated by the driver, the automatic transmission ECU 18 constituting the travel control means controls the automatic transmission 15 based on the second transmission map 18c from the first operation mode. Switch to the operation mode (S8). As a result, switching to the second operation mode based on the driver's intention is performed, and fuel consumption can be suppressed.

  On the other hand, in the first operation mode (S1), when the changeover switch 26 is not operated (S2), the detection output of the vehicle speed sensor 27 is input to determine whether the vehicle speed is equal to or higher than a predetermined threshold value. Judgment is made (S3). And if the vehicle speed is less than the predetermined threshold, the first operation mode is maintained. On the contrary, after switching to the first driving mode (S1), once the vehicle 10 has traveled and the vehicle speed exceeds a predetermined threshold value, it is next determined whether or not the brake pedal 31 is depressed (S5).

  Here, when the vehicle speed is detected to be equal to or higher than a predetermined threshold (S3), and the changeover switch 26 is operated by the driver (S4) even after the vehicle 10 has once traveled, the travel control means is configured. The automatic transmission ECU 18 switches from the first operation mode to the second operation mode for controlling the automatic transmission 15 based on the second shift map 18c (S8). Therefore, even after the vehicle 10 has traveled once, it is possible to switch to the second operation mode based on the driver's intention.

  When the brake pedal 31 is depressed after the vehicle 10 has traveled once (S5), it is next determined whether or not the vehicle is stopped at the vehicle speed zero by the vehicle speed sensor 27 serving as a stop detection means (S6). When the vehicle is in the stopped state, the automatic transmission ECU 18 constituting the travel control means switches from the first operation mode to the second operation mode for controlling the automatic transmission 15 based on the second transmission map 18c (S7). ). As a result, even if the driver forgets that it is the first operation mode, after the vehicle 10 stops, the second operation mode is entered, and the opportunity to switch from the first operation mode to the second operation mode increases. Thus, fuel consumption can be suppressed.

  Here, even when the vehicle speed sensor 27 serving as a stop detection means detects a stop state of zero vehicle speed and is switched to the second operation mode, by operating the changeover switch 26 again, the first operation mode is set. You can switch to However, even if the vehicle speed sensor 27 detects a vehicle speed other than zero next time, the automatic transmission ECU 18, which is the travel control means when the vehicle is stopped and switched to the first operation mode, has a vehicle speed that is less than a predetermined threshold value. (S3), the first operation mode is maintained. For this reason, after switching to the first operation mode, if the vehicle 10 does not travel at a speed equal to or higher than a predetermined threshold value, it cannot be switched to the second operation mode when the vehicle stops again. Thereby, frequent switching to the second operation mode can be prevented.

  In the above-described embodiment, the first transmission map 18b and the second transmission map 18c are stored in the memory 18a of the automatic transmission ECU 18, and the automatic transmission ECU 18 that constitutes the travel control means based on either of them is automatically changed. The case where it was comprised so that both the 1st operation mode and the 2nd operation mode which suppresses fuel consumption compared with the 1st operation mode by controlling the machine 15 was demonstrated. However, the travel control means is not limited to this as long as at least two operation modes, the first operation mode and the second operation mode that prioritizes fuel consumption over the first operation mode, are possible. You may make it perform 1st operation mode and 2nd operation mode by another form. For example, the fuel injection amount may be directly limited by the engine ECU 19 constituting the travel control means. FIG. 3 shows a case where the fuel injection amount is limited.

  As shown in FIG. 3, a memory 19a is provided in the engine ECU 19 constituting the travel control means, and the injection maps 19b and 19c indicating the relationship between the depression amount of the accelerator pedal 11 and the fuel consumption amount are stored in the memory 19a. The injection maps 19b and 19c show the relationship between the depression amount of the accelerator pedal 11 and the fuel injection amount that generates the output torque required from the depression amount. The first injection map 19b indicating the relationship between the fuel injection amount and the second injection map 19c for injecting fuel smaller than the fuel injection amount indicated by the first injection map 19b is stored. Based on the first injection map 19b, the engine ECU 19 injects a small amount of fuel based on, for example, the first operation mode other than the second operation mode for controlling the fuel injection device 12a and the second injection map 19c. Thus, both the second operation modes for controlling the fuel injection device 12a are possible.

  Even in the engine ECU 19 that constitutes such a travel control means, the brake pedal 31 is depressed in a state in which it is switched to the first operation mode, and the vehicle speed sensor 27 that is a stop detection means is in a stop state where the vehicle speed is zero. When detected, switching to the second operation mode increases the opportunity to switch from the first operation mode to the second operation mode. In the second operation mode, it is possible to efficiently suppress the fuel consumption by injecting less fuel than in the first operation mode.

  In the above-described embodiment, although the description has been made using the travel control means capable of the two operation modes of the first operation mode and the second operation mode, the number of operation modes is not limited to two, and the travel As long as the control means includes the second operation mode that prioritizes fuel consumption, the number of operation modes may be three, or four or more operation modes.

  In the above-described embodiment, the vehicle 10 including the engine 12 and the transmission 15 has been described. However, in the first operation mode and the second operation mode in which fuel efficiency is given priority over the first operation mode. As long as the vehicle has a traveling control means capable of at least two operation modes, the vehicle may be a hybrid vehicle having an engine and a conductive motor, and without using an engine, using electric power charged in a battery as driving energy, It may be a so-called electric vehicle in which driving wheels are rotated by a motor that is rotationally driven by the electric power. For example, in the case of an electric vehicle, for example, by increasing the opportunity to switch from the first driving mode to the second driving mode that prioritizes fuel consumption, the electric power in the second driving mode is less than that in the first driving mode. It is expected that the consumption of fuel, which is said to be electricity, will be efficiently suppressed.

  In the embodiment described above, the case where the stop detection means is the vehicle speed sensor 27 that detects the speed of the vehicle from the rotational speed of the propeller shaft 16 has been described. However, the stop detection means detects the stop state of the vehicle. It is not limited to this as much as possible, and the stop state of the vehicle 10 may be detected by other means.

10 Vehicle 18 Automatic transmission ECU (travel control means)
19 Engine ECU (travel control means)
26 switch 27 vehicle speed sensor 30 braking means 31 brake pedal

Claims (3)

Travel control means (18) capable of at least two operation modes of a first operation mode and a second operation mode giving priority to fuel consumption over the first operation mode, and an operation mode in the travel control means (18) In a vehicle travel control device comprising a changeover switch (26) for switching between and a braking means (30) for braking travel by depressing a brake pedal (31),
Stop detection means (27) for detecting the stop state of the vehicle is provided,
The travel control means (18) is configured to switch to the second operation mode when the brake pedal (31) is depressed and the stop detection means (27) detects a stop state. A vehicle travel control device.   The travel control means (18), which has been switched to an operation mode other than the second operation mode by the changeover switch (26) while the stoppage detection means (27) has detected a stoppage state, is operated again by the changeover switch (26). The operation mode other than the second operation mode is performed until the stop detection means (27) detects a stop state again after the stop detection means (27) detects a stop state other than the stop state. Vehicle travel control device.   The travel control means (18) that has been switched to an operation mode other than the second operation mode by the changeover switch (26) in a state in which the stop detection means (27) has detected a stop condition, then the stop detection means (27) If the vehicle speed is less than a predetermined threshold even if a vehicle other than the stop state is detected, the operation mode other than the second operation mode is maintained even if the stop detection means (27) detects the next stop state. The vehicle travel control apparatus according to claim 2.

Images