JP2016191325A - vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle capable of performing an operation in which priority is given to fuel consumption, and capable of performing setting of proper combustion noise according to a running environment during an operation.SOLUTION: A vehicle includes: an engine 10; an ECU 25 for controlling an operation condition of the engine 10; a microphone 29 provided at a driver seat 27 in a cabin 26 and for detecting a noise level inside the cabin 26; and a combustion mode selection switch 30 provided in the cabin 26 and for selecting a combustion mode of the engine 10. The combustion mode selection switch 30 selects one of a first combustion mode in which priority is given to fuel consumption, a second combustion mode in which combustion noise accompanying combustion is suppressed and a third combustion mode in which the combustion noise is set according to a running environment. When the third combustion mode is selected, the ECU 25, in the case where the noise level in the cabin 26 detected by the microphone 29 surpasses the combustion noise in the first combustion mode of the engine 10, switches to the first combustion mode and performs operation.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle, and more particularly, to a vehicle provided with a control means for controlling an operating condition of an internal combustion engine.

  As a conventional technique related to a vehicle, for example, a vehicle disclosed in Patent Document 1 and a control method thereof are known. In the vehicle and its control method disclosed in Patent Document 1, an ECO switch (fuel efficiency priority mode selection switch) for selecting a fuel efficiency priority mode is provided in the vicinity of the driver seat of the hybrid vehicle, and the ECO switch controls driving. Connected to the electronic control unit. A noise elimination operation line is set as a noise elimination operation constraint for efficiently operating the internal combustion engine except for a predetermined noise area (buzzing noise area) that generates noise in the operable area of the internal combustion engine. In addition, an efficiency operation line is set as an efficiency operation constraint for efficiently operating the internal combustion engine in the operable range of the internal combustion engine including the noise region.

  When the fuel efficiency priority mode selection switch is off, the electronic control unit controls the operation of the internal combustion engine based on the noise elimination operation line, and when the fuel efficiency priority mode selection switch is on, the electronic control unit is The operation of the internal combustion engine is controlled based on the efficiency operation line. Therefore, when the fuel efficiency priority mode selection switch is turned off, the engine can be operated efficiently while avoiding the muffled noise region, and when the fuel efficiency priority mode selection switch is turned on, the It is possible to improve the fuel efficiency by operating the engine efficiently in all areas including the area. That is, it is possible to freely select whether to give priority to suppression of vehicle vibration and noise even if the fuel consumption is slightly deteriorated, or to give priority to vehicle fuel efficiency even if some vibration and noise occur.

JP 2008-155684 A

  However, the vehicle and the control method disclosed in Patent Document 1 focus only on noise generated by the engine (engine combustion noise). In general, passengers in the passenger compartment receive uncomfortable noise such as road noise (tire sounds, road surface sounds, etc.), wind noise, rain sounds, and reverberation in tunnels in addition to the noise generated by the engine. . For example, it is assumed that noise generated externally (external noise) increases due to a change in the driving environment and exceeds the combustion noise of the engine during driving while the fuel consumption priority mode selection switch is turned off. At this time, in the vehicle and the control method disclosed in Patent Document 1, the operation of the internal combustion engine based on the noise elimination operation line is continued, and the vehicle is operated in a mode in which priority is given to suppression of vehicle vibration and noise. However, passengers in the passenger compartment feel uncomfortable with the magnitude of the noise generated outside the combustion noise of the engine. As described above, in the vehicle and the control method disclosed in Patent Document 1, when setting an appropriate combustion sound in consideration of an increase in external noise accompanying a change in traveling environment, the ECO switch is manually set each time. There was a need to switch.

  The present invention has been made in view of the above-described problems, and an object of the present invention is a vehicle capable of driving with priority on fuel consumption and capable of setting an appropriate combustion sound according to the driving environment during driving. Is in the provision of.

  In order to solve the above-mentioned problem, the invention according to claim 1 is an internal combustion engine, a control means for controlling operating conditions of the internal combustion engine, and a sound volume that is provided in the vehicle interior and detects a noise level in the vehicle interior. And a combustion mode selection unit that is provided in the vehicle interior and selects a combustion mode of the internal combustion engine. The combustion mode selection unit gives priority to fuel consumption over suppression of combustion noise caused by combustion. The control means selects any one of the combustion mode, the second combustion mode for suppressing the combustion noise associated with combustion, and the third combustion mode for setting the combustion noise associated with combustion according to the traveling environment, When the third combustion mode is selected, when the noise level in the vehicle compartment detected by the sound volume detection device exceeds the combustion sound in the first combustion mode, the mode is switched to the first combustion mode. The And controlling the operating conditions of the internal combustion engine so as to rolling.

  According to the first aspect of the present invention, when the third combustion mode is selected by the combustion mode selection means, the noise level in the vehicle compartment detected by the sound volume detection device exceeds the combustion sound in the first combustion mode. In addition, it is possible to operate by increasing the volume of the combustion sound of the internal combustion engine to a level equivalent to the noise level in the first combustion mode. Therefore, it is possible to perform driving giving priority to fuel consumption and to set an appropriate combustion sound according to the driving environment during driving.

  According to a second aspect of the present invention, in the vehicle according to the first aspect, the sound volume detection device is provided on a headrest of a seat seat provided in the vehicle interior.

  According to the second aspect of the present invention, since the sound volume detection device is provided on the headrest of the seat, it is possible to detect noise at a level equivalent to the noise level heard by the driver seated on the seat.

  According to a third aspect of the present invention, in the vehicle according to the first or second aspect, the combustion mode selection means is a changeover switch capable of switching the combustion mode.

  According to the third aspect of the invention, the driver can easily select the desired combustion mode from the first combustion mode, the second combustion mode, and the third combustion mode by operating the changeover switch. is there.

  According to the present invention, it is possible to perform driving that prioritizes fuel consumption and to set an appropriate combustion sound according to the driving environment during driving.

1 is a block diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention. It is a combustion sound map for setting the driving | running condition based on a 2nd combustion mode. It is a combustion sound map for setting the operating condition based on the first combustion mode. It is a flowchart which shows the control flow which sets the combustion mode of an engine.

Hereinafter, a vehicle according to an embodiment of the present invention will be described with reference to FIGS.
As shown in FIG. 1, the vehicle includes a diesel engine (hereinafter referred to as “engine”) 10 as an internal combustion engine. An engine 10 mounted on a vehicle as a power source includes four cylinders 11. Each cylinder 11 is provided with an injector 12 for injecting fuel into the cylinder. The injector 12 of each cylinder 11 is connected to a common common rail 13. In the common rail 13, high-pressure fuel pressurized by the supply pump 14 is stored. The high-pressure fuel stored in the common rail 13 is supplied to each injector 12. The fuel injection into the cylinder by the injector 12 includes a main injection and a pilot injection performed prior to the main injection.

  An intake manifold 15 is connected to an intake port (not shown) of each cylinder 11. An intake passage 16 is connected to the intake manifold 15. The engine 10 of this embodiment includes a turbocharger 17. The turbocharger 17 includes a turbine 17A and a compressor 17B. The intake passage 16 is connected to a compressor 17 </ b> B of the turbocharger 17. An air inlet 18 is provided upstream of the compressor 17 </ b> B in the intake passage 16. The air sucked through the suction port 18 is compressed by the compressor 17 </ b> B of the turbocharger 17, supplied to the intake manifold 15 through the intake passage 16, and distributed to the intake port of each cylinder 11. .

  On the other hand, an exhaust manifold 19 is connected to an exhaust port (not shown) of each cylinder 11. An exhaust passage 20 is connected to the exhaust manifold 19. The exhaust passage 20 is connected to the turbine 17 </ b> A of the turbocharger 17. An exhaust gas discharge port 21 is provided downstream of the turbine 17 </ b> A in the exhaust passage 20. The exhaust gas discharged from the exhaust port of each cylinder 11 is collected by the exhaust manifold 19 and then supplied to the turbine 17A through the exhaust passage 20, and after rotating the turbine 17A, the exhaust gas passes through the exhaust port 21 to the outside. To be discharged.

A throttle valve 22 is provided in the intake passage 16. The amount of air taken in by the throttle valve 22 can be adjusted.
One end of an EGR passage 23 is connected to the intake passage 16 in the vicinity of the intake manifold 15. The other end of the EGR passage 23 is connected to the vicinity of the exhaust manifold 19 of the exhaust passage 20. An EGR valve 24 is provided in the middle of the EGR passage 23. A part of the exhaust gas is recirculated to the intake passage 16 via the EGR passage 23. By adjusting the opening degree of the EGR valve 24, the EGR rate can be adjusted. The EGR rate refers to the ratio of the amount of exhaust gas recirculated to the amount of intake air.
A part of the exhaust gas recirculated through the EGR passage 23 is introduced into each cylinder 11 together with the air taken in through the intake passage 16.

The engine 10 includes an ECU (electronic control unit) 25 that controls the operation of the engine 10. The ECU 25 corresponds to control means for controlling operating conditions of the internal combustion engine. The ECU 25 includes an arithmetic unit that performs various arithmetic processes, a storage unit that stores a control program and data, and a control unit that performs various controls.
The ECU 25 is electrically connected to each injector 12, common rail 13, throttle valve 22, EGR valve 24, and the like. The ECU 25 can adjust the fuel injection amount, the injection timing, and the like into each cylinder 11 by transmitting a control signal to each injector 12. The ECU 25 can adjust the pressure (injection pressure) in the common rail 13 by transmitting a control signal to the common rail 13. The ECU 25 can adjust the opening degree of the throttle valve 22 by transmitting a control signal to the throttle valve 22. The ECU 25 can adjust the opening degree of the EGR valve 24 by transmitting a control signal to the EGR valve 24.

  As shown in FIG. 1, a microphone 29 as a sound volume detection device is installed in a driver seat 27 in the passenger compartment 26. The microphone 29 is provided on the headrest 28 </ b> A of the seat 28 of the driver seat 27. The microphone 29 can detect the noise level in the passenger compartment 26. The microphone 29 is connected to the ECU 25, and a detection signal detected by the microphone 29 is output to the ECU 25. Instead of the microphone 29, a sound level meter or the like can be used as a volume detection device.

  Near the driver's seat 27 in the passenger compartment 26, a combustion mode selection switch 30 is installed as combustion mode selection means. The combustion mode selection switch 30 is provided in the instrument panel 31 in front of the driver seat 27. The combustion mode selection switch 30 is a changeover switch that can be switched in three stages, and can select the combustion mode of the engine 10. The combustion mode selection switch 30 is connected to the ECU 25, and a detection signal detected by the combustion mode selection switch 30 is output to the ECU 25.

  In the present embodiment, the combustion mode selection switch 30 generates a combustion sound according to the first combustion mode that prioritizes fuel consumption over the suppression of the combustion noise associated with combustion, the second combustion mode that suppresses the combustion noise associated with combustion, and the traveling environment. Any one of the third combustion modes to be set can be selected. Note that the fuel efficiency is a numerical value indicating how far a unit of fuel can travel. The driver can select a desired combustion mode from the first combustion mode, the second combustion mode, and the third combustion mode by switching the combustion mode selection switch 30.

The first combustion mode is a mode (fuel consumption combustion mode) in which traveling with priority on fuel efficiency is performed over the entire operation region. The operating conditions are set based on a combustion sound map B described later under all traveling conditions. The second combustion mode is a mode (normal combustion mode) in which traveling that prioritizes fuel consumption is turned off throughout the entire operation region, and traveling while suppressing noise (combustion noise) associated with combustion of the engine 10 is performed. The operating conditions are set based on a combustion sound map A described later under all traveling conditions. The third combustion mode is a mode in which traveling is performed in which the combustion sound of the engine 10 is set according to the traveling environment. When the noise level Nm in the passenger compartment 26 exceeds the combustion noise Ne in the first combustion mode of the engine 10 (the combustion noise Ne of the engine 10 <the noise level Nm in the passenger compartment 26), the ECU 25 detects the combustion noise of the engine 10. The volume of Ne is increased, and the vehicle travels while switching to the combustion advantageous for fuel consumption, that is, the first combustion mode. When the noise level Nm in the passenger compartment 26 is equal to or lower than the combustion noise Ne in the first combustion mode of the engine (the combustion noise Ne of the engine 10 ≧ the noise level Nm in the passenger compartment 26), the travel with priority on fuel efficiency is turned off. Drive in the second combustion mode.
The combustion sound Ne in the first combustion mode of the engine 10 includes the commanded torque, the fuel injection timing from the injector 12, the pressure in the common rail 13 (injection pressure), the opening of the EGR valve 24, and the throttle valve 22. And is stored in the ECU 25 in advance.

  Next, the combustion sound maps A and B shown in FIGS. 2 and 3 will be described. Combustion sound maps A and B are maps for setting operating conditions, with the engine speed set on the horizontal axis and torque set on the vertical axis. The combustion sound level is taken as a parameter. The combustion sound maps A and B are illustrations for explanation. Further, the fuel injection amount and the accelerator opening may be set instead of the torque on the vertical axis.

A combustion sound map A shown in FIG. 2 is a map for setting operating conditions of the engine 10 when the second combustion mode (normal combustion mode) is selected. In the combustion sound map A, characteristic curves E1, E2, E3, E4 indicating equal noise lines are displayed. Assuming that the combustion sound levels on the characteristic curves E1, E2, E3, and E4 are L11, L12, L13, and L14, respectively, the combustion sounds gradually increase from the combustion sound level L11 toward the combustion sound level L14. For example, when the engine 10 is operated at the operation point P1 on the characteristic curve E1, the engine 10 is operated at the torque T1, the engine speed R1, and the combustion sound level L11.
Here, in the combustion sound map A shown in FIG. 2, it is assumed that the combustion sound levels L11 to L14 on the characteristic curves E1 to E4 are 70 dB, 80 dB, 90 dB, and 100 dB, respectively, and are set at intervals of 10 dB. Note that dB (decibel) is a unit indicating a noise level (volume or sound pressure). That is, at the operation point P1, the combustion sound level L11 is 70 dB, and the engine 10 is operated at the torque T1, the engine speed R1, and the combustion sound level 70 dB.

A combustion sound map B shown in FIG. 3 is a map for setting operating conditions of the engine 10 when the first combustion mode (fuel consumption combustion mode) is selected. In the combustion sound map B, characteristic curves F1, F2, F3, and F4 indicating equal noise lines are displayed. Assuming that the combustion sound levels on the characteristic curves F1, F2, F3, and F4 are L21, L22, L23, and L24, respectively, the combustion sounds gradually increase from L21 to L24. For example, when the engine 10 is operated at the operation point Q1 on the characteristic curve F1, the engine 10 is operated at the torque T1, the engine speed R2, and the combustion sound level L21. The combustion sound level L21 in the combustion sound map B is set to be higher than the combustion sound level L11 in the combustion sound map A. Similarly, the combustion sound levels L22 to L24 in the combustion sound map B are set higher than the combustion sound levels L12 to L14 in the combustion sound map A, respectively.
Here, in the combustion sound map B shown in FIG. 3, it is assumed that the combustion sound levels L21 to L24 on the characteristic curves F1 to F4 are 80 dB, 90 dB, 100 dB, and 110 dB, respectively, and are set at intervals of 10 dB. That is, at the operation point Q1, the combustion sound level L21 is 80 dB, and the engine 10 is operated at the torque T1, the engine speed R2, and the combustion sound level 80 dB.

In the ECU 25, operating conditions corresponding to the combustion sound maps A and B and the combustion sound maps A and B are stored in advance, and the ECU 25 controls the engine 10 to operate based on the stored operating conditions. The operating conditions of the engine 10 include the fuel injection timing from the injector 12, the pressure in the common rail 13 (injection pressure), the opening degree of the EGR valve 24, the opening degree of the throttle valve 22, and the like. By advancing the timing of fuel injection from the injector 12, the pressure in the cylinder 11 increases, and the pressing force for pushing the piston increases. As a result, the power of the engine 10 is increased and the fuel consumption is improved, but the combustion noise is increased (noise is increased). Further, the EGR rate changes by adjusting the opening degree of the EGR valve 24 and the opening degree of the throttle valve 22, but by reducing the EGR rate, the pressure in the cylinder 11 increases and the pressing force pushing the piston increases. To do. As a result, the power of the engine 10 is increased and the fuel consumption is improved, but the combustion noise is increased (noise is increased). Further, by increasing the pressure (injection pressure) in the common rail 13, the pressure in the cylinder 11 is increased, and the pressing force for pushing the piston is increased. As a result, the power of the engine 10 is increased and the fuel consumption is improved, but the combustion noise is increased (noise is increased).
In the combustion sound map A and the combustion sound map B, the fuel injection timing from the injector 12, the pressure in the common rail 13, the opening degree of the EGR valve 24, the opening degree of the throttle valve 22, etc. are set to appropriate values, respectively. Yes. The ECU 25 controls the operating conditions while referring to the combustion sound map A or the combustion sound map B based on the selected combustion mode, so that the engine 10 is driven at a predetermined torque, a predetermined engine speed, and a predetermined combustion sound level. Is controlling the combustion.

Next, the control flow will be described based on the flowchart shown in FIG.
First, in step S101, the driver switches the combustion mode selection switch 30 to select the combustion mode of the engine 10. A detection signal detected by the combustion mode selection switch 30 is output to the ECU 25.
Next, in step S102, the ECU 25 determines whether or not the first combustion mode (fuel consumption combustion mode) in which traveling with priority on fuel efficiency is selected over the entire operation region is selected. When the first combustion mode is selected, the process proceeds to step S107, and control is performed so that the engine 10 is operated in the first combustion mode. At this time, the ECU 25 controls the operating condition of the engine 10 based on the combustion sound map B stored in the ECU 25 in advance.

  In step S102, if the first combustion mode is not selected, the process proceeds to step S103, where the ECU 25 performs the third combustion mode in which the combustion sound of the engine 10 is set according to the traveling environment (the traveling environment is changed to the traveling environment). It is determined whether the corresponding combustion mode is selected. If the third combustion mode is selected, the process proceeds to step S106.

  In step S106, the combustion sound Ne in the first combustion mode of the engine 10 is compared with the noise level Nm in the passenger compartment 26. The ECU 25 compares the combustion noise Ne of the engine 10 determined by the operating conditions with the noise level Nm in the passenger compartment 26 detected by the microphone 29, and the noise level Nm in the passenger compartment 26 exceeds the combustion noise Ne of the engine 10. It is determined whether the combustion noise Ne of the engine 10 <the noise level Nm in the passenger compartment 26). When the noise level Nm in the passenger compartment 26 exceeds the combustion noise Ne of the engine 10 (combustion noise Ne of the engine 10 <noise level Nm in the passenger compartment 26), the process proceeds to step S107, and the engine 10 in the first combustion mode. Is controlled to operate. That is, the ECU 25 increases the volume of the combustion sound Ne of the engine 10 to a level equivalent to the noise level Nm in the passenger compartment 26, and performs control so as to switch to the first combustion mode, which is combustion advantageous for fuel efficiency. At this time, the ECU 25 controls the operating condition of the engine 10 based on the combustion sound map B stored in the ECU 25 in advance.

  If the noise level Nm in the passenger compartment 26 does not exceed the combustion noise Ne in the first combustion mode of the engine 10 in step S106 (the combustion noise Ne of the engine 10 ≧ the noise level Nm in the passenger compartment 26), step S106 is performed. Proceeding to 105, control is performed so that the engine 10 is operated in the second combustion mode. That is, the ECU 25 performs control so that the engine 10 is operated in the second combustion mode in which noise (combustion noise) associated with combustion is suppressed. At this time, the ECU 25 controls the operating condition of the engine 10 based on the combustion sound map A stored in the ECU 25 in advance.

In step S103, when the third combustion mode is not selected, the process proceeds to step S104. In step S104, it is determined that the second combustion mode is selected, the process proceeds to step 105, and the engine 10 is controlled to operate in the second combustion mode.
The control flow shown in FIG. 2 is repeatedly executed every predetermined time.

Next, an effect | action is demonstrated about the vehicle of this embodiment.
It is assumed that the driver performs the switching operation of the combustion mode selection switch 30 and is driving the vehicle in a state where the second combustion mode (normal combustion mode) is selected, for example. At this time, the ECU 25 controls the operating conditions of the engine 10 based on the combustion sound map A. In this case, the combustion noise accompanying combustion is suppressed. The vehicle is traveling at a constant speed. For example, in the combustion sound map A shown in FIG. 2, when the vehicle is operated at an operation point P1 on the characteristic curve E1, the engine 10 has torque T1, engine speed R1, and combustion. The vehicle is operating at the sound level L11. Incidentally, since the combustion sound level L11 on the characteristic curve E1 is set to 70 dB, the engine 10 is operated at the torque T1, the engine speed R1, and the combustion sound level 70 dB.

  It is assumed that the driving environment of the vehicle changes and the noise outside the vehicle becomes noisy during driving of the vehicle, so that the driver performs the switching operation of the combustion mode selection switch 30 to switch to the third combustion mode and continue driving. The ECU 25 compares the combustion sound Ne in the first combustion mode of the engine 10 determined by the operating conditions with the noise level Nm in the passenger compartment 26 detected by the microphone 29, and the noise level Nm in the passenger compartment 26 is compared with the engine 10. It is determined whether the combustion noise Ne of the engine 10 is exceeded (the combustion noise Ne of the engine 10 <the noise level Nm in the passenger compartment 26). Here, it is assumed that the combustion sound Ne in the second combustion mode of the engine 10 is the combustion sound level L11 (70 dB), and the noise level Nm in the passenger compartment 26 is 85 dB due to sound such as external noise or audio. Since the noise level Nm (85 dB) in the passenger compartment 26 exceeds the combustion noise Ne (80 dB) in the first combustion mode of the engine 10, the ECU 25 exceeds the volume of the combustion noise Ne of the engine 10 in the noise in the passenger compartment 26. The level is increased to a level equivalent to the level Nm (85 dB), and control is performed so as to switch to the first combustion mode. That is, the map applied to control the operating condition of the engine 10 is switched from the combustion sound map A to the combustion sound map B, and the ECU 25 controls the operating condition of the engine 10 based on the combustion sound map B.

  In the combustion sound map B shown in FIG. 3, at the operating point Q1 on the combustion sound level L21 (80 dB) on the characteristic curve F1 and on the characteristic curve F1, the torque T1 and the engine speed R2. That is, if the combustion mode selection switch 30 is switched to the third combustion mode and is operated at the same torque T1, the combustion sound Ne of the engine 10 increases from 70 dB to 80 dB, and the engine speed changes from R1 to R2. It is operated in an increased state. In this way, since the vehicle is operated by switching to the first combustion mode, which is combustion that is advantageous for fuel efficiency, it is possible to improve vehicle fuel efficiency. Even if the combustion sound Ne of the engine 10 is increased to 80 dB, the noise level felt by the driver (the noise level Nm in the passenger compartment 26) remains 80 dB, and the noise level felt by the driver is further increased. There is nothing. Thus, the combustion sound Ne of the engine 10 can be set to an appropriate combustion sound corresponding to a change in the traveling environment.

  Further, when the operation is switched to the third combustion mode, if the noise level Nm in the passenger compartment 26 does not exceed the combustion sound Ne (80 dB) in the first combustion mode of the engine 10, the ECU 25 continues. Control is performed so that the engine 10 is operated in the second combustion mode. That is, the ECU 25 performs control so that the engine 10 is continuously operated in the second combustion mode in which noise (combustion noise) accompanying combustion is suppressed.

  On the other hand, it is assumed that the driver operates the vehicle while performing the switching operation of the combustion mode selection switch 30 and selecting the first combustion mode (fuel consumption combustion mode). At this time, the ECU 25 controls the operating condition of the engine 10 based on the combustion sound map B. For example, in the combustion sound map B shown in FIG. 3, when the engine 10 is operated at the operation point Q1 on the characteristic curve F1, the engine 10 is operated at the torque T1, the engine speed R2, and the combustion sound level L21 (80 dB). Yes. In this case, the combustion noise Ne of the engine 10 is large, but the engine 10 can be operated under operating conditions advantageous for fuel consumption.

  When the vehicle is accelerating, the ECU 25 operates the engine 10 based on the combustion sound map A in the state where the second combustion mode (normal combustion mode) is selected as in the case of the constant speed traveling. In the state where the conditions are controlled and the first combustion mode (fuel consumption combustion mode) is selected, the ECU 25 controls the operating conditions of the engine 10 based on the combustion sound map B. In a state where the third combustion mode is selected, the ECU 25 compares the combustion sound Ne in the first combustion mode of the engine 10 with the noise level Nm in the passenger compartment 26, and the noise level Nm in the passenger compartment 26 is When the combustion noise Ne of the engine 10 is exceeded, the combustion noise Ne of the engine 10 is increased to a level equivalent to the noise level Nm in the passenger compartment 26, and control is performed so as to switch to the first combustion mode advantageous for fuel consumption. . Further, when the noise level Nm in the passenger compartment 26 does not exceed the combustion noise Ne in the first combustion mode of the engine 10, the engine 10 is controlled to operate in the second combustion mode that suppresses the combustion noise.

The vehicle according to this embodiment has the following effects.
(1) The combustion mode of the engine 10 includes a first combustion mode that prioritizes fuel consumption and a second combustion mode that suppresses the combustion noise that accompanies combustion, and a third combustion mode that sets the combustion sound according to the traveling environment. I have. By switching the combustion mode selection switch 30, any one of the combustion modes of the engine 10 can be selected. When the driver selects the third combustion mode, when the noise level Nm in the passenger compartment 26 detected by the microphone 29 exceeds the combustion sound Ne in the first combustion mode of the engine 10 (combustion of the engine 10). Increase the combustion noise Ne of the engine 10 to a level equivalent to the noise level Nm in the passenger compartment 26 to the sound Ne <the noise level Nm in the passenger compartment 26), and switch to the first combustion mode that is advantageous for fuel efficiency. Is possible. Therefore, it is possible to perform driving giving priority to fuel consumption and to set an appropriate combustion sound according to the driving environment during driving.
(2) The driver seat 27 in the passenger compartment 26 is provided with a microphone 29 for detecting the noise level Nm in the passenger compartment 26. The microphone 29 is provided on the headrest 28 </ b> A of the seat 28 of the driver seat 27. Therefore, it is possible to detect noise at a level equivalent to the noise level heard by the driver seated on the seat 28.
(3) A combustion mode selection switch 30 for selecting the combustion mode of the engine 10 is installed in the instrument panel 31 in front of the driver seat 27 in the passenger compartment 26. Since the combustion mode selection switch 30 is a switchable changeover switch, the driver can easily change the desired combustion mode from the first combustion mode, the second combustion mode, and the third combustion mode by switching the combustion mode selection switch 30. It is possible to select.

The present invention is not limited to the above-described embodiment, and various modifications are possible within the scope of the spirit of the invention. For example, the following modifications may be made.
In the embodiment of the present invention, the internal combustion engine has been described as the diesel engine 10, but the internal combustion engine may be a gasoline engine.
In the embodiment of the present invention, the microphone 29 is described as being installed on the headrest 28A of the seat 28 of the driver's seat 27. However, the microphone 29 may be installed on the rear seat of the passenger compartment, the instrument panel 31 or the door.
In the embodiment of the present invention, the combustion mode selection switch 30 for selecting the combustion mode of the engine 10 has been described as a changeover switch that can be switched in three stages. However, three push button switches are provided, and each switch has a first switch. You may make 1 combustion mode, 2nd combustion mode, and 3rd combustion mode correspond.
In the embodiment of the present invention, the combustion sound levels L11 to L14 on the characteristic curves E1 to E4 in the combustion sound map A are set at 10 dB intervals, respectively, and the combustion sound level L21 on the characteristic curves F1 to F4 in the combustion sound map B -L24 has been described as being set at an interval of 10 dB, but may be set at an interval of 5 dB, and can be set at an arbitrary interval.
When the combustion noise Ne of the engine 10 is directly measured by a sensor or the like and the driver selects the third combustion mode, the noise level Nm in the passenger compartment 26 detected by the microphone 29 is the combustion noise Ne of the engine 10. (Combustion noise Ne of engine 10 <noise level Nm in vehicle compartment 26), the combustion sound Ne of engine 10 is controlled to increase to a level equivalent to the noise level Nm in vehicle compartment 26. Good.

10 Diesel engine (internal combustion engine)
25 ECU (control means)
26 Car compartment 28 Seat seat 28A Headrest 29 Microphone (volume detection device)
30 Combustion mode selection switch (combustion mode selection means)
Ne Engine combustion noise Nm Vehicle interior noise level

Claims (3)

An internal combustion engine;
Control means for controlling operating conditions of the internal combustion engine;
A volume detecting device provided in a vehicle interior for detecting a noise level in the vehicle interior;
Combustion mode selection means provided in the passenger compartment and selecting a combustion mode of the internal combustion engine,
The combustion mode selection means sets a combustion noise associated with combustion according to a first combustion mode that prioritizes fuel consumption over suppression of combustion noise associated with combustion, a second combustion mode that suppresses combustion noise associated with combustion, and a traveling environment. Selecting any one of the third combustion modes,
The control means, when the third combustion mode is selected, when the noise level in the vehicle interior detected by the sound volume detection device exceeds the combustion sound in the first combustion mode, A vehicle characterized by controlling an operating condition of the internal combustion engine so as to switch to a combustion mode.   The vehicle according to claim 1, wherein the sound volume detection device is provided on a headrest of a seat seat provided in the vehicle interior.   The vehicle according to claim 1, wherein the combustion mode selection unit is a changeover switch capable of switching the combustion mode.

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