JP5750241B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls a running state of a vehicle. More specifically, the present invention relates to a vehicle control device that controls an internal combustion engine, a transmission, and the like in order to realize an economical fuel-saving travel called an eco-run.

  Vehicle control for realizing economical fuel-saving driving, so-called eco-run (fuel-saving) control is known.

  In such a control technique, for example, when eco-run (fuel saving) driving is required (such as when the eco-run switch is turned on) in order to reduce fuel consumption, the actual accelerator operation amount ( In order to limit the target fuel injection amount set in accordance with the normal travel based on the actual accelerator operation amount (that is, the fuel injection amount according to the actual accelerator operation amount (accelerator opening) is not given as it is) ), A control method that generates an eco-run accelerator operation amount suitable for fuel-saving driving and controls the fuel injection amount of the engine (internal combustion engine) based on the eco-run accelerator operation amount to realize low fuel consumption driving Is described in Patent Document 1, for example.

JP 2008-297903 A

  However, in the conventional eco-run control, the eco-run accelerator operation amount is set according to a map set assuming the severest rated load weight in terms of running performance.

  For this reason, for example, fine and smooth eco-run control cannot be realized in response to an empty vehicle or a load weight of about half of the rated load weight.

  Also, instead of giving the actual accelerator operation amount (accelerator opening) to the automatic shift control device, the eco-run accelerator operation amount is given, and automatic shift control is executed based on this, so that the speed is reduced earlier than normal driving (low By performing upshifting (by rotation), control that achieves fuel-saving driving is also being performed, but considering speed margin of the vehicle, etc., fine gear shifting control and eco-run control are performed. I couldn't do it.

  Furthermore, there is no idea of changing the fuel saving level according to the level required by the driver, and it cannot be said that it is user-friendly.

  The present invention has been made in view of such circumstances, and can achieve an economical and fuel-saving driving (eco-run) with low fuel consumption in a fine, smooth and convenient manner while having a simple and inexpensive configuration. An object of the present invention is to provide a vehicle control device.

For this reason, the present invention is a vehicle control device for realizing fuel-saving travel of a vehicle,
Obtain the actual accelerator opening based on the driver's actual accelerator pedal operation,
Limit the acquired actual accelerator opening, set an eco-run accelerator opening to achieve fuel-saving travel, execute fuel supply control of the internal combustion engine according to the eco-run accelerator opening,
When the fuel supply control of the internal combustion engine according to the eco-run accelerator opening is executed, the accelerator opening for shifting up the transmission is smaller than the eco-run accelerator opening. running is determined whether a possible, where possible, and executes the fuel supply control of the internal combustion engine performs up-shifting of the transmission in accordance with a shift-up accelerator opening degree.

In the present invention, when the shift speed position of the transmission is in the low speed, it is possible and maintains the economy running accelerator opening at a constant value.

In the present invention, when the shift speed position of the transmission is in the high-speed stage, after maintaining the economy running accelerator opening at a constant value, it can be characterized by decreasing.

In the present invention, the setting level of the eco-run accelerator opening can be selected according to the level of fuel saving.

In the present invention, when the turn signal is turned on during the execution of the eco-run control, the transmission is shifted up according to the shift-up accelerator opening, and the eco-run accelerator opening or the shift-up accelerator opening is followed. The fuel supply control of the internal combustion engine can be canceled.

  According to the present invention, it is possible to provide a vehicle control apparatus that can realize an economical and fuel-efficient driving (eco-run) with a simple and inexpensive configuration, finely, smoothly and conveniently. it can.

It is a whole lineblock diagram showing roughly composition of a vehicle control device which performs eco-run control concerning an embodiment of the invention. It is an example of the flowchart explaining the eco-run control of the vehicle control apparatus which concerns on embodiment same as the above. It is a figure which shows an example of the shift map (Description of an actual accelerator opening, an eco-run accelerator opening, and a shift-up accelerator opening) in the eco-run control of the vehicle control apparatus which concerns on embodiment same as the above. It is a timing chart explaining the accelerator opening constant control in the eco-run control (at the time of low speed gear) of the vehicle control apparatus which concerns on embodiment same as the above. It is a timing chart explaining the accelerator opening constant to gradually decreasing control in the eco-run control (during high-speed gear) of the vehicle control device according to the same embodiment.

  Embodiments of the present invention will be described in detail with reference to the accompanying drawings. The present invention is not limited to the embodiments described below.

  As shown in FIG. 1, an eco-run control circuit 1 provided in a vehicle control ECU (Electronic Control Unit) 10 according to the present embodiment is connected to an engine ECU 20 and a shift control ECU 30 via a CAN (Controller Area Network). Connected.

  The vehicle control ECU 10 according to the present embodiment provides information related to the actual accelerator opening based on the output of the accelerator pedal sensor that detects information related to the driver's accelerator pedal operation amount (degree of operation) (accelerator opening). As well as information related to the vehicle speed based on the output of the vehicle speed sensor or the like, information related to the shift (shift stage) position, information such as the engine speed, etc. based on the output of the shift position sensor or the like.

  The engine ECU 20 according to the present embodiment acquires the engine rotation speed, the actual fuel injection amount (actual flow rate), and the like.

  The eco-run control circuit 1 of the vehicle control ECU 10 is based on the actual accelerator opening and vehicle speed information, and the target accelerator opening (eco-run accelerator) that realizes an economical driving state that can reduce fuel consumption with respect to normal driving by the actual accelerator opening. (Opening) is obtained by calculation, and the target accelerator opening is output to the engine ECU 20 and the shift control ECU 30.

  Further, in the internal combustion engine control circuit 2 of the engine ECU 20 connected to the vehicle control ECU 10 via the CAN, the fuel injection amount to the internal combustion engine is based on the accelerator control output information generated by the accelerator opening control output generation unit 4. Is to control. The vehicle control ECU 10 is also connected to the shift control ECU 30 via the CAN, and a shift map or the like is referred to based on the accelerator control output information, and shift control for the automatic transmission is performed.

  Here, the eco-run control circuit 1 of the vehicle control ECU 10 in the present embodiment executes the following control.

As shown in FIG.
In step (denoted as S in the figure, the same applies hereinafter) 1, the on / off state of the eco-run switch (whether there is an eco-run request) is confirmed. If the eco-run switch is on (YES), it is determined that the driver is requesting an eco-run, and the process proceeds to S2. If NO, it is determined that the driver does not request an eco-run, and this flow is terminated without executing the eco-run control.

  In step 2, the current traveling road surface gradient is acquired from the equation of motion of the vehicle traveling or the like (for example, it can be calculated by a method described in Japanese Patent Laid-Open No. 2008-201401). Alternatively, a detection value such as a gradient sensor can be used.

  In step 3, the current traveling road surface gradient can be climbed even when an eco-run (fuel-saving travel, output restraint) control is performed in which the output of the internal combustion engine is suppressed by the eco-run accelerator opening (the vehicle can travel at the first predetermined level). It is judged whether it is a gentle slope. If YES, the process proceeds to step 4, and if NO, this flow is terminated to continue normal control.

  In step 4, the automatic transmission control device determines the automatic transmission from the current state to the automatic transmission by referring to the shift map illustrated in FIG. 3 according to the current vehicle running state (vehicle speed, gear position, etc.). To obtain the point to shift up (shift up accelerator opening). Alternatively, for example, in a vehicle equipped with a manual transmission, if the vehicle is equipped with a fuel-saving driving guidance control device that prompts the driver to shift up under predetermined conditions so as to perform fuel-saving driving, the fuel-saving driving guidance is provided. The control device acquires a point (shift-up accelerator opening) that prompts the shift-up from the current state.

  In step 5, it is determined whether or not the vehicle can be driven at a predetermined level (second predetermined level) based on the margin of traction force even if the shift is performed at the shift-up accelerator opening, If yes, go to step 6. If NO, go to Step 7.

  In step 6, the shift-up accelerator opening is output to the engine ECU 20, and the internal combustion engine is operated with the fuel injection amount corresponding to the shift-up accelerator opening, that is, the output suppression control of the internal combustion engine is performed. Further, the shift control ECU 30 outputs the shift-up accelerator opening to cause the shift-up operation. Thereby, it is possible to realize an eco-run in which a fuel consumption reduction effect is further promoted with respect to a normal eco-run.

  In step 7, if the internal combustion engine is operated based on the shift-up accelerator opening or the shift control of the automatic transmission is executed, it is assumed that the predetermined running performance cannot be maintained due to a stall or the like. Based on normal level eco-run control.

  As described above, according to the present embodiment, the running performance from the traction force of the vehicle, the running resistance such as the total weight of the vehicle and the road surface gradient that executes the eco-run control (releases the eco-run), and the shift point of the automatic shift control. Based on the required torque at (shift-up accelerator opening), it is determined whether or not eco-run control by the shift-up accelerator opening is possible. If possible, a shift with a small acceleration request is substituted for the actual accelerator opening. The up-accelerator opening degree is output, the output suppression control of the internal combustion engine is performed based on the up-shifting accelerator opening degree, and the shift-up operation is performed by outputting the driver request torque that matches the shift point to the shift control ECU 30 Therefore, an eco-run with further fuel saving can be realized while maintaining the vehicle running performance.

  In addition, it is determined whether or not the eco-run control by the shift-up accelerator opening is possible, and when it is determined that the eco-run control is not possible (predetermined vehicle running performance may not be maintained due to stall or the like), normal eco-run control is possible. In some cases, output suppression control of the internal combustion engine is performed based on the normal eco-run accelerator opening (actual accelerator opening> eco-run accelerator opening> shift-up accelerator opening), and the driver requested torque is transmitted to the shift control ECU 30. The normal eco-run control is performed such that the shift operation is left to the automatic shift control device, so that it is possible to achieve fuel-saving travel while maintaining the vehicle travel performance according to the situation. Is.

  In addition, according to the present embodiment, compared to the normal eco-run control, it is possible to shift up early, so that it is possible to run at a low engine rotation speed. This is also advantageous in terms of the above.

  Here, a so-called mechanical automatic transmission (AMT) such as an automatic transmission having a clutch mechanism, for example, a clutch mechanism is automatically disengaged to select a gear according to a traveling condition from among multi-stage transmission gears, thereby performing a shift operation. In the case of an automatic transmission in which the clutch mechanism is connected again after that, the traction force is too strong and the engine speed tends to increase when shifting with low speed gears or when the vehicle is idle.

  For this reason, it is desirable from the viewpoint of fuel saving, suppression of clutch mechanism consumption, and the like if the speed can be changed at an appropriate engine speed.

  In the present embodiment, for low speed gears with relatively large traction force, such as during start acceleration (for example, 2nd gear to 5th gear (1st gear is emergency)), running resistance such as vehicle weight and road gradient is reduced. Based on the acquired vehicle weight, road surface gradient, and other travel resistance (load), it is determined whether or not it can withstand upshifts at low revolutions (load determination), and traveling at a predetermined level is possible. In this case, a command is issued to the internal combustion engine control circuit 2 so as to keep the accelerator opening (= actual accelerator opening × 80%, etc .: refer to FIG. 4) smaller than the actual accelerator opening so as to save fuel consumption. Proper fuel supply control.

  As described above, in the low speed gear having a relatively large traction force, the accelerator opening that is output to the internal combustion engine control circuit 2 is kept constant at an opening that requires a smaller acceleration than the actual accelerator opening. By making the internal combustion engine perform output suppression control, the engine speed becomes too high and the engine speed becomes too high before shifting up, as in the past. Can be avoided and fuel saving can be promoted.

  Further, in the present embodiment, even when the vehicle speed increases to some extent and a high-speed gear (for example, 6th gear to 11th gear) is selected, similarly, the running resistance such as the vehicle weight and the road surface gradient is reduced. Based on the acquired vehicle weight, road surface gradient, and other travel resistance (load), it is determined whether or not it can withstand upshifts at low revolutions (load determination), and traveling at a predetermined level is possible. In this case, a command is issued to the internal combustion engine control circuit 2 so as to keep the accelerator opening that is smaller in acceleration request than the actual accelerator opening constant. In this case, as shown in FIG. Is a period until a relatively short time elapses after the completion of the shift up, thereby preventing an increase in the engine speed more than necessary and suppressing a shift shock after the shift and realizing a smooth running. After (after shifting) Performs control so close to the actual accelerator pedal position as described above to shift-up accelerator opening degree, prompting early upshift, it can be such as to achieve a more fuel-efficient of economy running configuration.

  The eco-run control as described above is executed while the eco-run switch is on, regardless of an empty vehicle or a loaded state, and it is determined that stalling or the like is caused by the load judgment and the vehicle can run at a predetermined level. Unless canceled, it will be executed under all circumstances.

  However, for example, when a driver's sudden acceleration request is detected, it can be immediately canceled and priority can be given to securing driving performance.

  For example, the cancellation condition of the eco-run control in the present embodiment can be that the driver has turned on the winker (direction indicator: turn signal). That is, the vehicle control ECU 10 can take in an ON signal of the winker (direction indicator) from the CAN line, and can use the ON signal of the winker (direction indicator) as a trigger for canceling the eco-run control.

  The blinker on signal is generated at the time of merging, overtaking, turning right at the signal, etc., but in such a situation, the driver has a demand for acceleration, and the eco-run control is continued to stall or If drivability decreases due to sluggishness or the like, there is a risk of hindrance. Therefore, the eco-run control is immediately canceled by the generation of the winker-on signal to give priority to drivability.

  In the case of left-hand traffic, the right blinker basically displays the driver's acceleration request (merge, overtake, right turn, etc.), but depending on the case, it may be merged from the left side or returned from the overtaking lane to the driving lane. Since it is necessary to give priority to drivability, the start condition for canceling the eco-run control is used without distinguishing between the left and right winkers.

  Even if the turn signal is returned to the straight drive position and the ON signal disappears, it is preferable not to immediately return to eco-run control, but to continue canceling eco-run control under the following conditions (returning to eco-run control is prohibited) .

  By the way, in this Embodiment, in eco-run control, according to a driver | operator's request level, it is comprised so that the setting level of an eco-run accelerator opening and a shift-up accelerator opening can be changed.

  For example, when the driver or the like selects the level of the eco-run setting level, the selected eco-run setting level is displayed on an LED display or the like installed in the vehicle.

  The eco-run control circuit 1 provided in the vehicle control ECU 10 changes the set level of the eco-run accelerator opening and the shift-up accelerator opening according to the selected level.

  For example, if the eco-run setting level is set to weak, the driver determines that there is a request to prioritize securing vehicle driving performance rather than fuel saving priority, and the eco-run setting level is set to high. Compared to the case where the vehicle is open, the opening setting level of the eco-run accelerator opening or the shift-up accelerator opening is set to a value close to the actual accelerator opening.

  In addition, in the determination in step 3 or step 5 of the flowchart of FIG. 2, a determination giving priority to the vehicle running performance is made as compared with the case where the eco-run setting level is set to be strong.

  On the other hand, if the eco-run setting level is set to be strong, the driver determines that there is a request to prioritize fuel-saving driving even if the vehicle driving performance is somewhat degraded, and the eco-run setting level is weak. Compared to the case where the opening is set, the opening setting level of the eco-run accelerator opening and the shift-up accelerator opening is set to a small value.

  In addition, in the determination in step 3 or step 5 of the flowchart of FIG. 2, even if the vehicle running performance is slightly reduced, a determination that prioritizes fuel saving is performed as compared with the case where the eco-run setting level is set to be weak. To.

  As described above, in the present embodiment, the power mode (Power Mode) in which the eco-run control is not executed, the eco-run control is executed, but the weak eco-run mode in which the vehicle running performance (power) is relatively emphasized, and the eco-run control are executed. The driver can select a mode from the three modes of the strong eco-run mode that emphasizes fuel efficiency. It is also possible to provide a more detailed mode.

  Note that the running resistance such as the vehicle weight and the road surface gradient can be input manually by the driver, or can be estimated by the vehicle control ECU 10. Various estimation methods such as the vehicle weight and the road surface gradient can be employed. For example, the vehicle estimation at the time of shifting estimated by the vehicle mass estimation method at the time of shifting described in Japanese Patent Application Laid-Open No. 2002-13620. The mass and its average value can be used.

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

  The present invention can be applied to a vehicle equipped with a diesel engine, but can be widely applied to an internal combustion engine using other fuels (gasoline, natural gas, alcohol, bio, etc.) as fuel.

  In addition, the present invention is not limited to a vehicle equipped with an automatic transmission that automatically selects and changes gear ratios according to driving conditions, but also includes a manual transmission that selects gear ratios according to driver operations. The present invention can also be applied to a vehicle equipped with a fuel-saving driving guidance device that guides the driver on fuel-saving driving.

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

  The vehicle control device according to the present invention is advantageous in that it can realize an economical and fuel-efficient driving (eco-run) with low fuel consumption in a fine and smooth manner while having a simple and inexpensive configuration.

1 Eco-run control circuit 10 Vehicle control ECU
20 Engine ECU
30 Transmission control ECU

Claims (5)

A vehicle control device for realizing fuel-saving driving of a vehicle,
Obtain the actual accelerator opening based on the driver's actual accelerator pedal operation,
Limit the acquired actual accelerator opening, set an eco-run accelerator opening to achieve fuel-saving travel, execute fuel supply control of the internal combustion engine according to the eco-run accelerator opening,
When running the fuel supply control of the internal combustion engine according to the eco-run accelerator opening, an accelerator opening degree that performs up-shifting of the transmission in the shift-up accelerator opening degree of the eco-run accelerator opening smaller than the opening running is determined whether a possible, where possible, the vehicle control and executes a fuel supply control of the internal combustion engine with in accordance with a shift-up accelerator opening perform up-shifting of the transmission apparatus.   2. The vehicle control device according to claim 1, wherein when the shift position of the transmission is at a low speed, the eco-run accelerator opening is maintained at a constant value.   3. The vehicle control device according to claim 1, wherein when the shift position of the transmission is at a high speed, the eco-run accelerator opening is maintained at a constant value and then gradually decreased.   The vehicle control device according to any one of claims 1 to 3, wherein a set level of the eco-run accelerator opening is selectable according to a fuel saving level. When the turn signal is turned on during the execution of the eco-run control, the transmission shifts up according to the shift-up accelerator opening, and the fuel of the internal combustion engine according to the eco-run accelerator opening or the shift-up accelerator opening. The vehicle control device according to any one of claims 1 to 4, wherein the supply control is canceled.

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