JP5007109B2 - Automatic correction device for tilt angle detector and vehicle using the same - Google Patents

Description

  The present invention relates to an automatic correction device for an inclination angle detector that detects an inclination angle of a vehicle, and a vehicle using the same.

  The tilt angle sensor attached to the vehicle may cause an installation error that occurs during installation to the vehicle, an environmental error due to temperature changes, etc., and a time-dependent error due to aging. Various automatic correction methods are adopted in response to these errors. Has been. For example, a state in which the vehicle is stopped and neither driving force nor braking force is applied to the vehicle (hereinafter referred to as a neutral state) is automatically detected, and the output level of the tilt angle sensor at that time is automatically set to the horizontal reference value. In particular, a technique relating to an automatic control device for an inclination angle sensor that performs update correction of an inclination angle of zero is disclosed (for example, see Patent Document 1).

In addition, in a vehicle in which the engine is coasting when there is no load, a technique is also disclosed in which the slope of the road surface is estimated from the amount of change in the vehicle speed and the output level of the tilt angle sensor is corrected to zero (for example, patent document). 1). According to this technology, an acceleration sensor is used as the tilt angle sensor, and acceleration is determined by the actual acceleration obtained from the amount of change in vehicle speed at no load detected by the acceleration sensor and the predicted acceleration on the horizontal road obtained from the driving force of the vehicle. Deviation is calculated. Then, by correcting the detected value (output level) of the tilt angle sensor so that the difference between the acceleration deviation and the output level of the tilt angle sensor detected at each time becomes zero, the zero point correction of the tilt angle sensor is performed. It can be done automatically.
JP 2001-336618 A (see paragraph numbers 0036 to 0037 and FIGS. 7 and 9) Japanese Patent Laying-Open No. 2005-194934 (see paragraph numbers 0022 to 0023 and FIG. 2)

  According to the technique described in Patent Literature 1, when the vehicle is not braked (braking force) and the rotating member has no rotational force (driving force), the vehicle is positioned on a flat road surface and is horizontal. Since it is stopped in the state, if correction correction is performed so that the inclination angle detection value of the inclination angle sensor at this time becomes zero, it is possible to compensate for an inclination angle sensor installation error, an environmental error, a time error, and the like. Therefore, it is possible to always detect an accurate inclination angle during traveling. However, this inclination angle sensor assumes that the vehicle is in a horizontal state when no braking (braking force) is applied to the vehicle and no rotational force (driving force) is applied to the rotating member. The zero correction of the tilt angle is performed based on the detected tilt angle value.

  For this reason, even when the road surface on which the vehicle is stopped has a gradient, neither braking force nor driving force may be applied to the vehicle. For example, when the vehicle is stopped on a sloping road surface, the vehicle is in a neutral state in which neither driving force nor braking force is applied due to road surface resistance due to unevenness formed by stones or depressions existing on the road surface. There is also. In such a case, there is a problem that the tilt angle sensor corrects the tilt angle to zero even though the vehicle that is stopped has a predetermined tilt angle. In the operation of the vehicle, the brake is normally applied when the vehicle is stopped regardless of whether the road surface is horizontal or sloped. Therefore, if the driver is not conscious, a neutral state where neither braking force nor driving force is applied to the vehicle cannot be created. In other words, the zero point correction of the tilt angle by the tilt angle sensor disclosed in Patent Document 1 is a correction method performed under very limited conditions, and the zero point correction of the tilt angle is performed depending on the operation state of the driver. Sometimes not.

The tilt angle sensor disclosed in Patent Document 2 performs zero point correction of the tilt angle based on the acceleration deviation calculated by the difference between the predicted acceleration on the horizontal road and the actual acceleration obtained from the amount of change in the vehicle speed. Yes. Therefore, inevitably, the road surface gradient detected on the time axis is integrated to obtain the travel section average slope within a predetermined time, and the zero correction of the inclination angle is performed based on the travel section average slope. Become. In other words, since the value of the traveling section average gradient fluctuates in relation to the driving history of the vehicle, the zero point correction of the inclination angle cannot be performed accurately . For example, the gradient would retracted unexpectedly when the vehicle is idle-stop is a 2-5% (1.15 to 2.86 degrees), enough to compensate for this gradient 2-5% higher It is difficult to correct the zero point of the tilt angle with accuracy.

  The present invention provides an automatic correction device for an inclination angle detector capable of correcting an inclination angle zero point deviation caused by an installation error or characteristic error of the inclination angle detector itself, and a vehicle using the same. Let it be an issue.

According to a first aspect of the present invention, there is provided an automatic correction device for an inclination angle detector, which samples and extracts an average value or an integral value for each predetermined distance interval of an output of the inclination angle detector over a predetermined average interval or integration interval. The predetermined angle interval is a distance interval of 1/2 or less with respect to the gradient change period of the road on which the vehicle is to travel, The average interval or the integration interval is a statistically predetermined length with respect to the altitude difference of the road on which the vehicle is to travel , the output value of the inclination angle detector is compared with the output reference value, and the output value Correction means for subtracting the output reference value from the correction means for correction.

  An average gradient obtained by calculating an average value or an integral value of the vehicle inclination angle at every predetermined distance interval converges to zero as the distance interval is increased. For this reason, if the output reference value of the tilt angle detector, which is an average value or an integral value at every predetermined distance interval of the tilt angle detector, does not converge to zero, the tilt angle detector mounting error, environmental error, and There will be errors such as aging errors. Therefore, by correcting based on the output value of the inclination angle detector and the output reference value, the mounting error or the like is corrected. That is, it is possible to accurately detect the inclination angle of the road on which the vehicle travels. The predetermined distance interval is preferably a distance interval equal to or less than ½ of the gradient change period of the road on which the vehicle travels based on the sampling theorem. Further, the average section or the integration section for calculating the output reference value is not limited to the distance section of the road on which the vehicle has traveled once, but may be the distance section of the road on which the vehicle has traveled a plurality of times.

  An automatic correction device for an inclination angle detector according to a second aspect of the present invention is the automatic correction device for an inclination angle detector according to claim 1, wherein the correction means is configured to calculate the inclination angle detector based on an output value of the inclination angle detector. The output reference value is subtracted. According to this, an installation error or the like is canceled from the output value of the inclination angle detector.

According to a third aspect of the present invention, there is provided the vehicle according to the third aspect, wherein the vehicle is stopped when the output value of the tilt angle detector is not less than a predetermined value. The average value or integral value of the output of each of the outputs at a predetermined distance interval is sampled and extracted over a predetermined average interval or integral interval to obtain an output reference value, and the vehicle travels during the predetermined distance interval. The distance interval is ½ or less with respect to the gradient change period of the road to be used, and the predetermined average section or integral section is a statistically predetermined length with respect to the altitude difference of the road on which the vehicle is to travel. Further , it is characterized in that a correction means for correcting the output value of the tilt angle detector based on the output reference value and the output value is provided.

  According to this, since the installation error of the inclination angle detector is automatically corrected, the idling of the engine can be automatically stopped at an accurate inclination angle. As a result, unnecessary engine driving is reduced, and the energy efficiency of the vehicle is improved.

According to a fourth aspect of the present invention, there is provided a vehicle including a drive source including at least an engine and a drive wheel coupled to the drive source via a hydraulic control clutch, wherein the vehicle outputs a predetermined output of the tilt angle detector. An average value or an integral value at each distance interval is sampled and extracted over a predetermined average interval or integration interval to be an output reference value of the tilt angle detector, and the predetermined distance interval is determined by the vehicle. The distance interval is ½ or less of the gradient change period of the road to be driven, and the predetermined average interval or integral interval is statistically predetermined with respect to the altitude difference of the road on which the vehicle is to drive. intended to length, comparing the output reference value and the output value of the tilt angle detector, a correction means for correcting by subtracting the output reference value from the output value, when the vehicle is stopped, the correction means Correction value is For value below, characterized in that the transmission torque of the hydraulic control clutch to substantially zero.

  According to this, since the installation error of the inclination angle detector is automatically corrected, the transmission torque of the hydraulic control clutch can be adapted to the inclination angle of the vehicle. Thereby, since the output of the drive source including the engine in the idling stop state can be minimized, the energy efficiency of the vehicle is improved.

  The invention according to claim 5 is the vehicle according to claim 3 or 4, wherein the correction means does not perform the correction when the fluctuation range of the atmospheric pressure is a predetermined value or more. . Further, the invention according to claim 6 is the vehicle according to claim 3 or claim 4, wherein when the moving distance by the position detection means of the vehicle does not coincide with the travel distance stored by the vehicle, the correction is performed. The means does not perform the correction. The invention according to claim 7 is the vehicle according to claim 3 or 4, wherein the correction means does not perform the correction when the attitude variation of the vehicle is equal to or greater than a predetermined value. And The invention according to claim 8 is the vehicle according to claim 3 or claim 4, wherein the correction means does not perform the correction when the amount of change in depression of the accelerator pedal is a predetermined value or more. Features. The invention according to claim 9 is the vehicle according to claim 3 or claim 4, wherein the correction means does not perform the correction when the use frequency of the lower shift stage is equal to or higher than a predetermined value. It is characterized by. The invention according to claim 10 is the vehicle according to claim 3 or claim 4, wherein the correction means does not perform the correction when the acceleration / deceleration of the vehicle is a predetermined value or more. To do. According to these configurations, the influence of disturbance is reduced, so that the error is reduced.

  According to this, the inclination angle detection value input means samples and outputs the output of the inclination angle detector, the value sampled and extracted by the inclination angle reference value calculation means averages or integrates over an arbitrary distance section, and the inclination angle true value is obtained. The true value of the tilt angle is calculated by subtracting and comparing the value sampled and extracted by the value calculation means and the average or integrated value.

  According to the present invention, it is possible to correct the tilt point deviation of the tilt angle caused by the mounting error or characteristic error of the tilt angle detector itself.

<< Summary of Invention >>
Hereinafter, a preferred embodiment of a tilt angle sensor (tilt angle detector) according to the best mode for carrying out the present invention (hereinafter referred to as “embodiment”) will be described with reference to the drawings. In order to facilitate understanding, an outline of the tilt angle sensor according to the present invention will be described.

  Hereinafter, a specific embodiment of a zero point correction method for correcting an inclination angle error caused by an attachment error, an environmental error, a time-dependent error, etc., by the automatic correction device for the inclination angle sensor according to the present invention will be described in detail. The inclination angle sensor that detects the inclination angle of the vehicle in the front-rear direction is such that the difference in vehicle elevation before and after the vehicle travel direction is relatively small with respect to the travel distance. Vehicle average gradient) has a property of approaching zero (horizontal).

  In addition, when there is no error in the tilt angle sensor and there is no predetermined repetition in the gradient of the travel section, the tilt angle sensor samples and extracts the tilt angle detection value for each predetermined travel distance and averages the tilt angle detection values. If the value is taken, the average value becomes equal to the vehicle average gradient in the traveling section. In addition, when the road surface gradient of the travel section continues to be repeated repeatedly, if the detection interval on the travel distance is equal to or an integral multiple of the road surface gradient repetition interval, the inclination angle detection value sampled and extracted by the inclination angle sensor Cause bias. For example, if the inclination angle sensor performs sampling extraction only at the peak point of the road surface gradient, the average value of the detected inclination angle detection values (that is, the vehicle average gradient) does not become zero. However, if the tilt angle sensor samples and extracts the tilt angle detection value at a distance interval that is sufficiently shorter than the change period of the road surface gradient, no deviation occurs. That is, the vehicle average gradient becomes zero.

  Therefore, the average value of the detected inclination angle (that is, the vehicle average gradient) sampled and extracted at a sufficiently short distance interval in a sufficiently long traveling section does not become zero. Since the zero point of is shifted, the average value of the sampled inclination angle detection values (that is, the vehicle average gradient) is converted to the correction value of the inclination angle detection value that is the output level of the inclination angle sensor (that is, the inclination) Angle reference value). The value obtained by subtracting the correction value (inclination angle reference value) from the inclination angle detection value of the inclination angle sensor sampled and extracted at each time point is used as the true inclination angle (that is, the inclination angle true value). It becomes possible to detect the true inclination angle in the vehicle inside.

<< First Embodiment >>
The above basic concept will be specifically described with reference to the drawings. FIG. 1 is a characteristic diagram showing the relationship between the travel section actual gradient and the travel section average gradient with respect to the travel distance and the detected tilt angle value sampled by the tilt angle sensor. In FIG. 1, the horizontal axis represents the travel distance (km), the left vertical axis represents the road surface gradient (m / km), and the right vertical axis represents the road elevation difference (m). Characteristic (1) indicates the actual gradient of the traveling section, characteristic (2) indicates the average gradient of the traveling section, and characteristic (3) indicates the detected tilt angle value sampled by the tilt angle sensor.

  In FIG. 1, the actual travel section gradient (1) undulates from a road elevation difference of 0 m to 50 m over a travel distance of 2 km, and the travel section average slope (2) rises linearly from an elevation difference of 0 m to 50 m. . In such a undulating traveling road, the inclination angle sensor mounted on the vehicle samples and extracts the inclination angle of the traveling road at constant distance intervals to obtain the inclination angle detection value (3). The inclination angle detection value (3) sampled and extracted by the inclination angle sensor at regular intervals may be a large upward road surface gradient of, for example, about 75 m / km, depending on the undulations of the road surface, or −10 m / km. It may be a small downhill slope.

  FIG. 2 is a conceptual diagram of an automatic correction device for an inclination angle sensor in the present embodiment. In FIG. 2, a vehicle 1 is traveling on a road 2 having an arbitrary gradient. An inclination angle sensor 3 attached to the vehicle body of the vehicle 1 detects an inclination angle detection value 4 s at a constant distance interval with respect to the traveling locus of the vehicle 1 on the road 2.

  On the other hand, the detection of the travel distance can be realized by an axle angle sensor, an engine rotation speed sensor × total reduction ratio, or a vehicle speed × time. Here, it is assumed that the travel distance is detected by the vehicle speed × time, and the vehicle speed pulser 6 transmits the vehicle speed pulse 10 s at regular time intervals to the switch 5 connected in series to the tilt angle sensor 3. Turn on intermittently. Thus, the inclination angle sensor 3 can detect the inclination angle at every predetermined distance interval of the road 2 and sample and extract it as the inclination angle detection value 4s.

  In this way, the detected inclination angle value 4 s of the inclination angle sensor 3 sampled and extracted at regular intervals of the road 2 is averaged or integrated to obtain the inclination angle reference value 7 s. Here, the inclination angle reference value 7s is obtained by taking the average value of the inclination angle detection values 4s sampled and extracted by the inclination angle sensor 3 at regular distance intervals on the road 2.

  Further, the comparator 8 compares the inclination angle detection value 4s sampled and extracted by the inclination angle sensor 3 at regular distance intervals with the inclination angle reference value 7s, and subtracts the inclination angle reference value 7s from the inclination angle detection value 4s. The value is set as the corrected value of the output of the tilt angle sensor 3, and the true tilt angle is set to 9s. The inclination angle true value 9s is a value obtained by correcting the zero point error of the inclination angle detection value 4s caused by an attachment error, an environmental error, a time error, etc. of the inclination angle sensor 3.

  Note that the tilt angle detection value 4s sampled and extracted by the tilt angle sensor 3 may include a correction value for a predetermined error factor such as a temperature characteristic or a power supply voltage characteristic. Calibration values at the time of mounting may be included.

  Further, the fixed distance interval at which the tilt angle sensor 3 samples and extracts the tilt angle detection value 4s is based on the sampling theorem that information of the original signal is lost unless sampling is performed at a frequency that is twice or more the frequency of the original signal. The distance interval is 1/2 or less with respect to the gradient change period of the road 2 on which 1 is going to travel. In addition, the average interval or the integration interval of the detected inclination angle values 4s of the inclination angle sensor 3 sampled and extracted at constant distance intervals is not limited to a single run of the vehicle 1, but may be set so as to span a plurality of runs. Good. It should be noted that the average interval or integration interval of the detected inclination angle values 4s of the inclination angle sensor 3 sampled and extracted at regular intervals is sufficiently long with respect to the road elevation difference of the road 2 on which the vehicle 1 is to travel. To do.

  In addition, in the average interval or integration interval of the inclination angle detection value 4s of the inclination angle sensor 3 sampled and extracted at a constant distance interval, if the conditions such as the following six items are satisfied, are they excluded from the average interval or integration interval? The inclination angle reference value 7s is not adopted.

(1) When the fluctuation range of the atmospheric pressure is more than a certain value due to the detection result of the atmospheric pressure sensor or the like
(2) When the distance traveled by the position detection device such as GPS does not match the distance traveled by the traveling vehicle.
(3) When a significant change in posture is detected by a vehicle posture detection device or the like.
(4) When the accelerator pedal depression frequency is greater than a predetermined value.
(5) When the use frequency of the lower shift stage is larger than a predetermined value.
(6) When the unbalance of the high acceleration / deceleration frequency of the vehicle is larger than a predetermined value.

  FIG. 3 is a block diagram showing the configuration of the automatic correction device for the tilt angle sensor in the present embodiment, and in particular, the correction means is described in detail. The automatic correction device for the inclination angle sensor in this embodiment is an automatic correction device 11 for the inclination angle sensor that performs zero point correction of the inclination angle in the traveling direction of the vehicle detected by the inclination angle sensor 3. Based on the vehicle speed pulse, distance detecting means 13 for detecting the travel distance of the vehicle at regular distance intervals, and the inclination angle of the vehicle sampled and extracted from the inclination angle sensor 3 at regular distance intervals detected by the distance detecting means 13 An inclination angle reference value is calculated by averaging or integrating the inclination angle detection value input means 12 input as the angle detection value and the inclination angle detection value input by the inclination angle detection value input means 12 over an arbitrary distance section. The angle reference value calculation means 14, the inclination angle detection value input by the inclination angle detection value input means 12, and the inclination angle reference value calculated by the inclination angle reference value calculation means 14 are added to or subtracted from the vehicle. Kicking has a configuration including an inclined SumiShin value calculating means 15 for calculating a tilt angle true value is the true inclination angle.

  Also, by obtaining a weighted inclination angle intermediate value that becomes heavier as the vehicle speed becomes higher than the detected inclination angle value sampled and extracted at regular time intervals, this intermediate inclination angle value is related to whether the vehicle speed is fast or slow. As shown in FIG. 2, it is equivalent to the detected tilt angle value 4s extracted at a constant distance interval. Therefore, if the average value of the inclination angle is averaged, an inclination angle reference value 7s as shown in FIG. 2 can be obtained, and the inclination angle reference value 7s can be input to the comparator 8.

  Thereby, the comparator 8 compares the detected tilt angle value 4 s of the tilt angle sensor 3 at regular time intervals with the tilt angle reference value 7 s (that is, the average value of the tilt angle intermediate value). A value obtained by subtracting the tilt angle detection value 4 s from the tilt angle reference value 7 s can be used as the tilt angle true value 9 s as the corrected value of the output of the tilt angle sensor 3. By using the true inclination angle value 9 s, it is possible to correct the zero point error of the inclination angle 4 caused by the attachment error of the inclination angle sensor 3, the environmental error, the time error, or the like.

  In other words, the tilt angle sensor automatic correction device according to the present embodiment can correct various errors occurring in the tilt angle sensor 3 to approximately 1% or less. On the other hand, in Japan, the difference in elevation of roads on which cars can travel is approximately 3000 m or less, so if you travel at least 300 km, the average gradient of the travel section will be 1% (inclination angle 0.57 degrees) or less. . In addition, if the actual running situation of the vehicle is taken into consideration, sufficient accuracy can be obtained even at a shorter distance. On the other hand, since the slope of the idling stop vehicle that is unexpectedly retracted when the idling stop is stopped on an uphill is generally about 2 to 5% (1.15 to 2.86 degrees as an inclination angle), 1 If the inclination angle detection value can be corrected with an accuracy of about% (inclination angle 0.57 degrees), it is possible to sufficiently use the inclination sensor as a means for determining whether or not idle stop is possible.

  In the tilt angle sensor automatic correction apparatus according to the present embodiment, it is not necessary to add a new device or the like to correct the tilt angle detection value. Further, not only in an idle stop vehicle, but also in a transmission that adjusts creep torque, even when an inclination sensor is used as an adjustment parameter for the amount of creep torque, the correction method using the inclination angle sensor automatic correction device according to the present invention is as follows. It is valid.

<< Second Embodiment >>
In the second embodiment, an embodiment in which the tilt angle sensor according to the present invention is applied to a vehicle equipped with an idling stop system will be described. Here, the configuration and operation of the idling stop system without the tilt angle sensor will be described first, and then the configuration and operation of the idling stop system with the tilt angle sensor of the embodiment will be described.

  FIG. 4 is a conceptual diagram showing a configuration of an idle stop system in a vehicle. FIG. 5 is a block diagram showing the relationship between the components of the idle stop system shown in FIG. Further, FIG. 6 is an operation conceptual diagram showing the relationship between the operation state of each component of the idle stop system shown in FIG. 5 and time. FIG. 7 is an operation conceptual diagram showing an operation state when each component of the idle stop system shown in FIG. 5 does not perform idle stop. In addition, in order to clearly understand the correspondence between the components in FIG. 5 and the operation conceptual diagrams in FIGS. 6 and 7, the operation waveforms in FIGS. 6 and 7 have numbers corresponding to the components in FIG. A subscript a is added as 21a.

  In the configuration of the idle stop system shown in FIG. 4, a motor 22 for starting is connected to the engine 21, and the driving force of the engine 21 is driven by a reduction gear 23 made of a belt type CVT and a starting clutch 24. It is configured to be transmitted to the wheel 25. The engine 21 and the motor 22 constitute a drive source.

  Further, as shown in FIG. 5, an oil pump 26 is connected to the engine 21, and hydraulic pressure is supplied to the starting clutch (hydraulic control clutch) 24 via the pressure regulator 27 based on the hydraulic pressure generated by the oil pump 26. And the transmission torque of the starting clutch 24 is adjusted. That is, the transmission torque of the starting clutch 24 is controlled based on the hydraulic pressure controlled by the pressure regulating device 27. These controls are performed by the control device 30 based on signals from the brake 28 and the vehicle speed pulser 6 and the like.

  Next, the idle stop operation will be described with reference to the configuration diagram of FIG. 5 and the operation conceptual diagram of FIG. It should be noted that the idle stop operation will be described following elapsed times t1, t2,... For ease of understanding. When the vehicle speed 6a is decelerated by the operation of the brake 28a at time t1 and the engine rotational speed 21a becomes idle rotational speed at time t2, the starting clutch control hydraulic pressure 24a is reduced to a hydraulic pressure that does not stall. Further, when the vehicle speed 6a is decelerated and the vehicle stops at time t3, the oil pump 26 is stopped and the engine 21 is stopped to enter an idle stop section.

  Next, when the driver releases the brake 28a at time t4 in the idle stop section, the idle stop is released at time t5, which is slightly delayed, and the engine 21 is started by the motor 22 to increase the engine speed 21a. At this time, the engine speed 21a starts to increase at time t5, and there is a slight time delay from the start of the oil pump 26 until the hydraulic pressure is transmitted to the starting clutch 24. Therefore, at time t6 delayed from time t5. The start clutch control hydraulic pressure 24a is applied, the vehicle starts and the vehicle speed 6a starts to rise.

  Thus, since there is a slight time delay from when the engine 21 starts to rotate until the hydraulic pressure is transmitted to the starting clutch 24, when the vehicle has stopped on an uphill, after releasing the brake 28a, During this time delay (that is, from time t4 to time t6), the vehicle may unexpectedly move backward.

  Further, when the vehicle stops without performing idle stop, as shown in FIG. 7, while the vehicle is stopped by stepping on the brake 28a at time t1 (that is, from time t1 to time t4). Since the start clutch control hydraulic pressure 24 a having a predetermined pressure is applied to the start clutch 24, a weak torque can be transmitted to the start clutch 24. That is, the control device 30 can continue to transmit a weak torque to the starting clutch 24 until time t5 even after releasing the brake 28 at time t4. For this reason, the delay time at time t6 (that is, the delay time from time t5 to time t6) from when the weak torque is transmitted at time t5 until the start clutch control hydraulic pressure 24a required for starting is reached is the idle stop in FIG. This is shorter than the delay time (from time t5 to time t6). Therefore, when the vehicle is stopped on an uphill, it is effective not to allow idle stop as shown in FIG.

  Therefore, by adding the tilt angle sensor automatic correction device described in the above embodiment to the idle stop system shown in FIG. 5, when it is determined that the tilt angle sensor is on an uphill, idle stop is not permitted. It is effective to do so.

  FIG. 8 is a block diagram showing components when an inclination angle sensor automatic correction device is added to the idle stop system. Note that the tilt angle sensor automatic correction device described in the embodiment is the tilt angle sensor 3 and the control device 30 in FIG.

  Here, as described in the first embodiment, the automatic correction device 11 (FIG. 3) for the tilt angle sensor realized in the present embodiment is the tilt angle true value obtained by subtracting the tilt angle reference value from the tilt angle detection value. It has a function that can output a value. By using such an inclination angle true value, it is possible to correct an inclination angle zero point error caused by an attachment error of the inclination angle sensor 3, an environmental error, an error with time, and the like. Based on the information on the inclination angle detected by the inclination angle sensor 3, it is possible to determine with high accuracy whether or not it is an uphill. As a result, permission / non-permission of idle stop can be determined with high accuracy.

  FIG. 9 is a conceptual diagram showing an example in which the vehicle speed pulser 6 in FIG. 8 transmits a vehicle speed signal. For example, when the vehicle is traveling at 60 km / h, the vehicle speed pulser 6 transmits a signal of 2548 pulses / minute to the control device 30 and the speedometer 31. As a result, the speedometer 31 indicates 60 km / h. On the other hand, the control device 30 converts the travel distance from a signal of 2548 pulses / minute, extracts the true value of the tilt angle from the tilt angle sensor 3 at regular distance intervals, and detects the gradient in the travel direction of the vehicle.

  FIG. 10 is a flowchart showing a flow of vehicle control performed by the control device 30 of the idle stop system shown in FIG. When the vehicle control is performed, the control device 30 first determines whether or not the vehicle speed is high based on a signal from the vehicle speed pulser 6 (step S1), and performs normal traveling control when the vehicle speed is high (step S2). ). On the other hand, if it is determined in step S1 that the vehicle speed is slow, it is determined whether or not the vehicle speed is zero (step S3). If the vehicle speed is not zero, idling operation is performed (step S4).

  On the other hand, when the vehicle speed is zero in step S3, the control device 30 determines whether or not the brake 28 is being depressed (step S5), and when the brake 28 is not depressed, the idling operation is performed (step S5). S4). When the brake 28 is stepped on in the determination in step S5, the control device 30 uses the inclination angle detection value sampled and extracted from the inclination angle sensor 3 and the inclination angle reference value obtained from the average value of the inclination angle detection values. Based on the calculated inclination angle true value, it is determined whether or not idling can be stopped (step S6).

  Here, in the determination of step S6, if the true value of the inclination angle is larger than the predetermined value, the control device 30 determines that the climbing slope is equal to or higher than the predetermined gradient, and disallows idling stop and performs idling operation. Perform (step S4). On the other hand, if it is determined in step S6 that the true value of the inclination angle is smaller than the predetermined value, the control device 30 determines that the climbing slope is equal to or lower than the predetermined gradient, permits idling stop, and performs idling stop ( Step S7).

  FIG. 11 is a flowchart showing in detail the flow of the determination process of whether or not idle stop is possible in step S6 shown in FIG. When determining whether to permit idling stop, the control device 30 first determines whether or not the motor 22 can be started (step S11). Here, when the motor 22 cannot be started, idling stop is not permitted (step S12). On the other hand, when the motor 22 can be started in the determination in step S11, the control device 30 determines whether or not the engine 21 has been warmed up (step S13). If the engine 21 is warming up, idling stop is not permitted (step S12).

  On the other hand, if the engine 21 has been warmed up in the determination in step S13, the control device 30 determines whether or not the inclination angle sensor 3 can determine the uphill (step S14). Here, if it is impossible for the inclination angle sensor 3 to determine the uphill, the idle stop is not permitted (step S12). If the inclination angle sensor 3 can determine the uphill in the determination in step S14, the control device 30 determines whether or not the road 2 on which the vehicle 1 travels is an uphill (step). S15).

  Here, if the road 2 on which the vehicle 1 travels is an uphill, idle stop is not permitted (step S12), and the transmission delay time of the start clutch 24 is made as short as possible. On the other hand, if the road 2 on which the vehicle 1 travels is not uphill in the determination in step S15, idle stop is permitted (step S16).

  FIG. 12 is a flowchart showing in detail the flow of the uphill determination process in steps S14 and S15 shown in FIG. When the control device 30 performs the climbing slope determination process based on the tilt angle detection information from the tilt angle sensor 3, first, the control device 30 determines whether or not the tilt angle sensor 3 is normal. This is performed (step S21). Here, when the inclination angle sensor 3 is not normal, it is assumed that the uphill determination is impossible (step S22).

  On the other hand, if it is determined in step S21 that the tilt angle sensor 3 is normal, it is determined whether or not temperature correction of the tilt angle sensor 3 is possible (step S23). Here, if the temperature correction of the tilt angle sensor 3 is impossible, it is assumed that the climbing slope determination is impossible (step S22). If the temperature correction of the tilt angle sensor 3 is possible in the determination in step S23, it is determined whether or not the voltage correction of the tilt angle sensor 3 is possible (step S24). Here, if the voltage correction of the inclination angle sensor 3 is impossible, it is assumed that the climbing slope determination is impossible (step S22).

  On the other hand, if it is determined in step S24 that the voltage correction of the tilt angle sensor 3 is possible, the control device 30 regards the tilt angle sensor 3 as normal, and detects the tilt angle detection value, the initial correction value, A value obtained by adding the inclination angle reference value, the temperature correction value, and the voltage correction value is set to the inclination angle true value that has been subjected to the zero correction of the inclination angle (step S25).

  And the control apparatus 30 determines whether an inclination | tilt angle true value is more than a fixed value (step S26). Here, if the true value of the inclination angle is equal to or greater than a certain value, it is determined that the road 2 on which the vehicle 1 travels is an uphill (step S27). On the other hand, if the true value of the inclination angle is less than a certain value in the determination in step S26, it is determined that the road 2 on which the vehicle 1 travels is not an uphill (step S28). In this way, the control device 30 can accurately perform the climbing slope determination of the road 2 on which the vehicle 1 travels using the inclination angle sensor 3 (step S29).

  Next, how to obtain the tilt angle reference value used for tilt angle correction in step S25 of FIG. 12 will be described in detail using a flowchart. FIG. 13 is a flowchart showing the flow of processing for obtaining the tilt angle reference value used for the zero correction of the tilt angle in step S25 of FIG.

  When the control device 30 performs the process of calculating the tilt angle reference value for correcting the zero point of the tilt angle, first, the control device 30 determines whether or not a vehicle speed pulse is input from the vehicle speed pulser 6 ( In step S31), if there is no vehicle speed pulse input, the system waits. If there is a vehicle speed pulse input, the current inclination angle detection value is added to the previous inclination angle integrated value to obtain the current inclination angle integrated value. (Step S32). Further, 1 is added to the previous distance counter to obtain the current distance counter (step S33).

  Then, it is determined whether or not the current distance counter has reached a certain value (step S34). If it is still less than the certain value, the process returns to step S31 to determine whether or not a vehicle speed pulse has been input from the vehicle speed pulser 6. Step S34 is repeated. On the other hand, if it is determined in step S34 that the current distance counter is equal to or greater than a certain value, the current inclination angle integrated value is divided by the current distance counter to obtain the inclination angle reference value (step S35). Then, the current integrated value of the tilt angle is cleared to zero and the current distance counter is cleared to zero (step S36). Such processing is repeated while the vehicle 1 is traveling on the road 2. In the flowchart of FIG. 13, the inclination angle reference value is obtained by integrating the inclination angle detection values. However, the inclination angle reference value may be obtained from an average value of the inclination angle detection values.

  Next, a specific example in the case where the inclination angle integration is excluded depending on the traveling condition will be described. In order to exclude the inclination angle integration depending on the traveling condition, it is only necessary to double the calculation process of the inclination angle integration so that the measured inclination angle measurement value of the traveling times to be excluded is not included in the integration. FIG. 14 is a flowchart showing a processing flow when the control device 30 excludes the inclination angle integration depending on the traveling condition. FIG. 15 is a flowchart showing the detailed processing flow of the integration exclusion condition confirmation in step S42 of FIG.

  In FIG. 14, when the control device 30 performs the process of calculating the tilt angle reference value, it is first determined whether or not the ignition switch is ON (step S41). Here, if the ignition switch is ON, the inclination angle accumulation exclusion condition confirmation process is performed (step S42).

  Then, it is determined whether or not a vehicle speed pulse has been input from the vehicle speed pulser 6 (step S43). If there is no vehicle speed pulse input, the process returns to step S41 and the process is repeated. The current inclination angle detection value is added to the primary inclination angle integrated value to obtain the current primary inclination angle integrated value (step S44). Furthermore, 1 is added to the primary distance counter until the previous time to obtain the current primary distance counter (step S45). And it returns to step S41 and repeats such a process.

  On the other hand, if it is determined in step S41 that the ignition switch is OFF, the control device 30 determines whether or not there is a flag of the inclination angle integration exclusion condition occurrence history (step S46), and the inclination angle integration is performed. If there is an exclusion condition occurrence history flag, the inclination angle accumulation exclusion condition occurrence history is cleared (step S47), the primary inclination angle accumulated value is set to zero, and the primary distance counter is set to zero (step S48). . Then, the process returns to step S41.

  In addition, if there is no inclination angle exclusion exclusion condition occurrence flag in the determination in step S46, the current secondary inclination is obtained by adding the previous primary inclination angle integrated value to the previous secondary inclination angle integrated value. The angle integrated value is set (step S49). Further, the primary distance counter up to the previous time is added to the secondary distance counter up to the previous time to obtain the current secondary distance counter (step S50). Then, the primary inclination angle integrated value is set to zero and the primary distance counter is set to zero (step S51).

  Then, it is determined whether or not the current secondary distance counter has reached a certain value or more (step S52). If it is still less than the certain value, the process returns to step S41. On the other hand, if it is determined in step S52 that the current secondary distance counter is equal to or greater than a certain value, the current secondary inclination angle integrated value is divided by the current secondary distance counter to obtain the inclination angle reference value ( Step S53). Then, the current secondary inclination angle integrated value is cleared to zero and the current secondary distance counter is cleared to zero (step S54), and the process returns to step S41. Such a process is repeated while the vehicle 1 is traveling on the road 2.

  In addition, as shown in FIG. 15, the cumulative angle exclusion exclusion condition confirmation process in step S42 in FIG. 14 is performed when the atmospheric pressure fluctuation range is large (step S61), or when the vehicle attitude change range is large (step S62). When the accelerator pedal is depressed frequently (step S63), when the low-speed gear is frequently used (step S64), when the acceleration / deceleration frequency is large (step S65), when the primary distance counter does not match the GPS measurement distance ( In any of the cases of step S66), it is set that there is a history of occurrence exclusion condition for the inclination angle (step S67). Further, when none of the above-described integration exclusion conditions is applicable, the process returns to the original routine.

<< Third Embodiment >>
In the third embodiment, an embodiment in which the tilt angle sensor automatic correction device according to the present invention is applied to a vehicle having no idling stop system will be described. In this case as well, in order to clarify the superiority of the automatic correction device for the tilt angle sensor in the present invention, the configuration and operation in the case where the tilt angle sensor is not provided first will be described. A configuration and operation in the case where an inclination angle sensor automatic correction device is provided will be described. However, the description overlapping with the first and second embodiments is omitted.

  FIG. 16 is a conceptual diagram showing a configuration of a general vehicle that does not have an idle stop system. FIG. 17 is a block diagram showing in detail the components of the clutch system in the vehicle shown in FIG. Further, FIG. 18 is an operation conceptual diagram showing an operation state of the components of the clutch system shown in FIG. In FIG. 18, the horizontal axis represents the flow of time, and the vertical axis represents the operating state of each component.

  As shown in FIGS. 16 and 17, the system configuration of the vehicle without the idle stop system is a configuration in which the motor is removed from the configuration of the idle stop system of FIGS. 4 and 5, and the other configurations are as shown in FIG. And it is not different from the configuration of FIG. Also, the operation conceptual diagram of FIG. 18 is that neutral control is performed by reducing the starting clutch control hydraulic pressure compared to the operation conceptual diagram when the vehicle having the idle stop system of FIG. 7 does not perform idle stop. It is only different. Therefore, only operations unique to the third embodiment will be described.

  In the configuration in which the motor is removed from the conventional idle stop system as shown in FIG. 17, as shown in FIG. If the starting clutch control hydraulic pressure 24a having the same hydraulic pressure is supplied to transmit a weak torque to the starting clutch 24, the engine 21 consumes more fuel to maintain the necessary rotational speed.

  Therefore, in order to reduce fuel consumption, after the stop time t4, the starting clutch control hydraulic pressure 24a applied to the starting clutch 24 is further reduced to reduce the hydraulic pressure to such an extent that the invalid stroke of the starting clutch 24 is reduced (so-called neutral). Control). Such neutral control is often performed when adjusting the creep torque by weakening the standby hydraulic pressure of the starting clutch during idle stop.

  However, even in a vehicle that does not have an idle stop system as shown in FIG. 17, when neutral control is performed, as shown in FIG. 18, the brake 28 is released at time t5 and the idle stop is released until time t6. The time from the time t6 to the time t7 is required until the starting clutch control hydraulic pressure 24a continues to be neutrally controlled at a substantially zero hydraulic pressure and further increases to the starting clutch control hydraulic pressure 24a required for starting the vehicle. There is a delay. That is, similar to the start-up pattern of the start clutch control hydraulic pressure of the idle stop vehicle shown in FIG. 6, the start-up of the start clutch control hydraulic pressure 24a is delayed, and there is a possibility that unexpected retreat occurs on the uphill.

  Accordingly, the automatic correction device for the tilt angle sensor according to the present invention works effectively even in a vehicle having no idle stop system. FIG. 19 is a block diagram showing components when the automatic correction device for the tilt angle sensor according to the present invention is added to a vehicle that does not have an idle stop system. That is, FIG. 19 has a configuration in which the tilt angle sensor 3 of the present invention is added to the system configuration of the vehicle not having the conventional idle stop system shown in FIG. In other words, neutral control is permitted when it is determined that the vehicle is not going uphill by adding a tilt angle sensor 3 to the system configuration of the vehicle having no idle stop system and correcting the zero point by the control device 30. It is supposed not to.

  FIG. 20 is a flowchart showing a flow of vehicle control performed by a vehicle control apparatus not having the idle stop system shown in FIG. When the vehicle control is performed, the control device 30 first determines whether or not the vehicle speed is high based on a signal from the vehicle speed pulser 6 (step S71). If the vehicle speed is high, normal control during traveling is performed (step S72). ). On the other hand, if the vehicle speed is low in the determination in step S71, it is determined whether or not the vehicle speed is zero (step S73). If the vehicle speed is not zero, the neutral control is not performed (step S74).

  On the other hand, if the vehicle speed is zero in step S73, the control device 30 determines whether or not the brake 28 is depressed (step S75), and does not perform neutral control when the brake 28 is not depressed (step S75). Step S74). If the brake 28 is stepped on in the determination in step S75, the control device 30 determines whether or not neutral control is possible based on the information on the true value of the tilt angle (step S76).

  Here, if it is determined in step S76 that neutral control is not permitted, neutral control is not performed (step S74). On the other hand, if it is determined in step S76 that the neutral control is permitted, the neutral control is permitted and the neutral control is performed (step S77).

  FIG. 21 is a flowchart showing in detail the flow of the determination process of whether or not neutral control is possible in step S76 shown in FIG. When performing the neutral control permission determination, first, the control device 30 determines whether or not the engine 21 has been warmed up (step S81). If the engine 21 is warming up, neutral control is not permitted (step S82). On the other hand, if the engine 21 has been warmed up in the determination in step S81, the control device 30 determines whether or not the inclination angle sensor 3 can determine the uphill (step S83).

  Here, if the inclination angle sensor 3 cannot determine the uphill, the neutral control is not permitted (step S82). If the inclination angle sensor 3 can determine the uphill in the determination in step S83, the control device 30 determines whether the road 2 on which the vehicle 1 travels is an uphill (step). S84). Here, if the road 2 on which the vehicle 1 travels is an uphill, the neutral control is not permitted (step S82). On the other hand, if the road 2 on which the vehicle 1 travels is not uphill in the determination in step S84, neutral control is permitted (step S85). Note that the flowchart showing the detailed flow of the uphill determination process in steps S83 and S84 shown in FIG. 21 is the same as that in FIG.

FIG. 6 is a characteristic diagram showing a relationship between a travel section actual gradient and a travel section average gradient with respect to a travel distance, and a detected tilt angle value sampled and extracted by a tilt angle sensor. It is a conceptual diagram which shows the state in which the automatic correction apparatus of the inclination angle sensor in this invention performs the zero point correction | amendment of an inclination angle. It is a block diagram which shows the basic composition of the automatic correction apparatus of the inclination angle sensor in this invention. It is a conceptual diagram which shows the structure of the general idle stop system in a vehicle. It is a block diagram which shows the relationship between the components of the idle stop system shown in FIG. 4 in detail. It is an operation | movement conceptual diagram which shows the operation state of each component of the idle stop system shown in FIG. FIG. 6 is an operation concept diagram showing an operation state when idle stop is not performed in each component of the idle stop system shown in FIG. 5. It is a block diagram which shows the component when the automatic correction apparatus of the inclination angle sensor implement | achieved by this invention is added to the idle stop system. It is a conceptual diagram which shows an example in which the vehicle speed pulser 6 in FIG. 8 transmits a vehicle speed signal. It is a flowchart which shows the flow of the vehicle control which the control apparatus 30 of an idle stop system shown in FIG. 8 performs. It is a flowchart which shows in detail the flow of the determination process of the idle stop possibility of step S6 shown in FIG. It is a flowchart which shows the flow of the uphill determination process of step S14 shown in FIG. 11, and step S15 in detail. It is a flowchart which shows the flow of the process for calculating | requiring the inclination | tilt angle reference value used for zero point correction | amendment of the inclination | tilt angle by step S25 of FIG. It is a flowchart which shows the flow of a process in case the control apparatus 30 excludes inclination-angle integration | accumulation by driving | running conditions. It is a flowchart which shows the flow of the detailed process of accumulation | storage exclusion condition confirmation in step S42 of FIG. It is a conceptual diagram which shows the structure of the general vehicle which does not have an idle stop system. FIG. 17 is a block diagram showing in detail the components of a clutch system in the vehicle shown in FIG. 16. FIG. 18 is an operation concept diagram showing an operation state of the components of the clutch system shown in FIG. 17. It is a block diagram which shows a component when the automatic correction apparatus of the inclination-angle sensor in this invention is added in the vehicle which does not have an idle stop system. It is a flowchart which shows the flow of the vehicle control which the control apparatus of the vehicle which does not have an idle stop system shown in FIG. It is a flowchart which shows in detail the flow of the determination process of the neutral control availability of step S76 shown in FIG.

Explanation of symbols

1 Vehicle 2 Road 3 Inclination angle sensor (Inclination angle detector)
4s Inclination angle detection value 5 Switch 6 Vehicle speed pulser 7s Inclination angle reference value 8 Comparator 9s Inclination angle true value 11 Inclination angle sensor automatic correction device 12 Inclination angle detection value input means 13 Distance detection means 14 Inclination angle reference value calculation means 15 Inclination angle true value calculation means 21 Engine (drive source)
22 Motor (drive source)
23 Reducer 24 Starting clutch (hydraulic control clutch)
25 Drive Wheel 26 Oil Pump 27 Pressure Regulator 28, 28a Brake 30 Control Device 31 Speedometer

Claims (10)

Sampling and extracting an average value or an integral value for each predetermined distance interval of the output of the inclination angle detector over a predetermined average interval or integration interval, and serving as an output reference value of the inclination angle detector ,
The predetermined distance interval is a distance interval of 1/2 or less with respect to the gradient change period of the road on which the vehicle is to travel,
The predetermined average section or integration section is a statistically predetermined length with respect to an elevation difference of a road on which the vehicle is to travel,
An automatic correction device for a vehicle tilt angle detector , comprising: correction means for correcting the output value of the tilt angle detector based on the output value of the tilt angle detector and the output reference value.   2. The tilt angle detector automatic correction device according to claim 1, wherein the correction unit subtracts the output reference value from an output value of the tilt angle detector. When the vehicle is stopped, if the output value of the tilt angle detector is greater than or equal to a predetermined value, the engine automatic stop vehicle prohibits the engine idling automatic stop operation.
Sampling and extracting an average value or an integral value for each predetermined distance interval of the output of the tilt angle detector over a predetermined average interval or integration interval, and serving as an output reference value ,
The predetermined distance interval is a distance interval of 1/2 or less with respect to the gradient change period of the road on which the vehicle is to travel,
The predetermined average section or integration section is a statistically predetermined length with respect to an elevation difference of a road on which the vehicle is to travel ,
A vehicle comprising correction means for comparing the output reference value with the output value and subtracting the output reference value from the output value for correction. A vehicle including a drive source including at least an engine and a drive wheel coupled to the drive source via a hydraulic control clutch,
Sampling and extracting an average value or an integral value for each predetermined distance interval of the output of the inclination angle detector over a predetermined average interval or integration interval, and serving as an output reference value of the inclination angle detector ,
The predetermined distance interval is a distance interval of 1/2 or less with respect to the gradient change period of the road on which the vehicle is to travel,
The predetermined average interval or integration interval is a statistically predetermined length with respect to an altitude difference of a road on which the vehicle is to travel,
Comparing the output value of the tilt angle detector with the output reference value, and comprising correction means for subtracting and correcting the output reference value from the output value,
When the vehicle stops, if the correction value of the correction means is less than or equal to a predetermined value, the transmission torque of the hydraulic control clutch is made substantially zero. When the fluctuation range of atmospheric pressure is greater than or equal to a predetermined value,
The vehicle according to claim 3 or 4, wherein the correction means does not perform the correction. When the travel distance by the vehicle position detection means and the travel distance stored by the vehicle do not match,
The vehicle according to claim 3 or 4, wherein the correction means does not perform the correction. When the posture fluctuation of the vehicle is a predetermined value or more,
The vehicle according to claim 3 or 4, wherein the correction means does not perform the correction. When the amount of change in accelerator pedal depression is greater than or equal to a predetermined value,
The vehicle according to claim 3 or 4, wherein the correction means does not perform the correction. When the usage frequency of the lower shift stage is equal to or higher than a predetermined value,
The vehicle according to claim 3 or 4, wherein the correction means does not perform the correction. When the acceleration / deceleration of the vehicle is above a predetermined value,
The vehicle according to claim 3 or 4, wherein the correction means does not perform the correction.

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